Section 3. Radio Communications

4-3-1. FREQUENCY USE

a. Use radio frequencies for the specific purposes for which they are assigned. A frequency may be used for more than one function when required. Use the minimum number of frequencies to conduct communications. Request pilots file flight plans on discrete frequencies when possible.

b. Monitor assigned radio frequencies continuously. Keep speaker volumes at a level sufficient to hear all transmissions.

4-3-2. AUTHORIZED TRANSMISSIONS

a. Transmit only those messages necessary for safe and efficient use of the National Airspace System (NAS).

1. Relay operational information to an aircraft or its company, as requested, when abnormal conditions necessitate such requests. Do not agree to handle such messages on a regular basis.

2. Relay official FAA messages as required.

b. Inform an aircraft of the source of any message you relay from an airport manager, a military commander, or other appropriate authority.

c. Use the words or phrases in radio communications as contained in the Pilot/Controller Glossary.

4-3-3. RADIO MESSAGE FORMAT

Initiate radio communications with an aircraft by using the following format:

a. Initial call up.

1. State the prefix “November” when establishing initial communications with U.S. Registered aircraft followed by the phonetic pronunciation of the numbers/letters of the aircraft registration.

2. Identification of the calling unit.

3. The type of message to follow when this will assist the pilot.

4. The word over, if required.

EXAMPLE-
“November Three Four Seven Seven Papa, Fort Worth Radio, over.”
“November Three Four Seven Seven Papa, Fort Worth Radio, A-T-C clearance, over.”

b. Replying to call up from aircraft.

1. Identification of the aircraft initiating the call up. Use the full identification in reply to aircraft with similar sounding identifications. For other aircraft, use the same identification the pilot used in initial call up; then use the correct identification after communications have been established.

2. Identification of the replying unit.

3. The word over, if required.

c. The word heavy shall be used as part of the identification in communications with or about heavy jet aircraft when providing airport advisories.

PHRASEOLOGY-
UNITED FIFTY-EIGHT HEAVY

NOTE-
1. Most airlines will use the word heavy following the company prefix and trip number when establishing communications or when changing frequencies.

2. When in radio-telephone communications with “Air Force One,” do not add the heavy designator to the call sign. State only the call sign “Air Force One” regardless of the type of aircraft.

d. Preface a clearance or instruction intended for a specific aircraft with the identification of that aircraft.

e. Emphasize appropriate digits, letters, or similar sounding words to aid in distinguishing between similar sounding aircraft identifications. Additionally, notify each pilot concerned when communicating with aircraft having similar sounding identifications.

EXAMPLE-
“American Five Twenty-one and American Twenty-one, transmissions being made to each of you on this frequency.”

“Advisory to Cessna One Three Two Four, transmissions to Cessna One Two Three Four also being made on this frequency.”

4-3-4. ABBREVIATED TRANSMISSION

Transmissions may be abbreviated as follows:

a. Use the identification prefix and the last three digits or letters of the aircraft identification after communications have been established and type of aircraft is known. Do not abbreviate similar sounding aircraft identifications or the identification of an air carrier or other civil aircraft having an FAA authorized call sign.

b. Omit the facility identification after communication has been established.

c. Transmit the message immediately after the callup (without waiting for the aircraft's reply) when the message is short and receipt is generally assured.

d. Omit the word over, if the message obviously requires a reply.

4-3-5. ROUTINE RADIO CONTACTS

Record information received from or given to the pilot. Prior to terminating the contact, provide the following information:

a. Weather Advisory. When a weather advisory is in effect, such as a WA, WS, WST, CWA, or AWW, which pertains to an area within 150 miles of the aircraft's position, obtain the route and destination if not already known. Deliver the advisory if it is pertinent and the pilot indicates that it has not been received previously.

b. Shifting to Flight Watch. In-flight specialists shall recommend shifting to the flight watch frequency for en route advisories when weather conditions in an area along the pilot's route of flight so dictate. An example would be a pilot flying into an area of marginal weather farther along the route. It would be advantageous for the pilot to contact the flight watch specialist to pursue an alternate course of action should the need arise.

PHRASEOLOGY-
FOR ADDITIONAL EN ROUTE WEATHER, CONTACT FLIGHT WATCH (frequency).

NOTE-
Delete all references to Flight Watch when not available.

c. NOTAM. When the destination is in your station's flight plan area, inform the pilot of any pertinent NOTAM.

d. Altimeter Setting.

1. If the aircraft is operating below 18,000 feet MSL, issue current altimeter setting obtained from direct reading instruments or received from weather reporting stations. Use the setting for the location nearest the position of the aircraft.

2. If the aircraft is arriving or departing a local airport served by an operating control tower, issue altimeter setting on request only.

3. Aircraft arriving or departing from a nontowered airport which has a commissioned ASOS/AWOS, with ground-to-air capability, shall be advised to monitor the ASOS/AWOS frequency for the altimeter setting.

PHRASEOLOGY-
MONITOR (airport) ASOS/AWOS FOR CURRENT ALTIMETER.

NOTE-
This requirement is deleted if the pilot states, on initial contact, that he/she has the automated weather.

4. When the barometric pressure is greater than 31.00 inches Hg., Flight Standards will implement high barometric pressure procedures by NOTAM defining the geographic area affected. When this occurs, use the following procedures:

(a) IFR aircraft. Issue the altimeter setting and advise the pilot that high pressure altimeter setting procedures are in effect. Control facilities will issue specific instructions when relaying IFR clearances and control instructions through AFSS/FSS facilities when the altimeter is above 31.00 inches Hg.

(b) VFR aircraft. Issue the altimeter setting. Advise the pilot that high pressure altimeter setting procedures are in effect and to use an altimeter setting of 31.00 inches Hg. en route.

PHRASEOLOGY-
ALTIMETER IN EXCESS OF THREE ONE ZERO ZERO. HIGH PRESSURE ALTIMETER SETTING PROCEDURES ARE IN EFFECT.

NOTE-
Airports unable to accurately measure barometric pressures above 31.00 inches Hg. will report the barometric pressure as missing or in excess of 31.00 inches Hg. Flight operations to or from those airports are restricted to VFR weather conditions.

REFERENCE-
AIM, Chapter 7, Section 2, and FAAO JO 7110.65, Para 2-6-2, Hazardous Inflight Weather Advisory Service (HIWAS).

e. Incorrect Cruising Altitude. If the aircraft is operating VFR at an altitude between 3,000 feet AGL to, but not including FL180, and reports at an incorrect cruising altitude for the direction of flight, issue a VFR cruising altitude advisory.

PHRASEOLOGY-
V-F-R CRUISING LEVELS FOR YOUR DIRECTION OF FLIGHT ARE: (Odd/Even) ALTITUDES PLUS FIVE HUNDRED FEET.

NOTE-
Facilities located in those areas where VFR altitude separation is below 3,000 feet AGL or above FL 180 shall provide appropriate phraseology examples for local use.

f. Altimeter Setting in Millibars. If a request for the altimeter setting in millibars is received, use the setting for the location nearest the position of the aircraft and convert to the millibar equivalent value using the millibar conversion chart. If the millibar setting is not a whole number, always round down.
(See TBL 4-3-1.)

TBL 4-3-1
Millibar Conversion Chart