Required

Communications
with ATC...

References

FAA Handbook 7110.65L

Pilot/Controller Glossary
Aeronautical Information
Manual
FAR Part 91

FAR 91.117b Aircraft

Speed

Unless otherwise authorized or

required by ATC, no person may
operate an aircraft at or below
2,500 feet AGL within 4 NM of
the primary airport in Class C or
D airspace at an indicated
airspeed of more than 200 knots.

FAR 91.123
Compliance with ATC
clearances and
instructions.

(a) When an ATC clearance has

been obtained, no pilot in
command may deviate from that
clearance unless an amended
clearance is obtained, an
emergency exist, or the deviation
is in response to a traffic alert
and collision avoidance system
resolution advisory.

FAR 91.123
Compliance with ATC
clearances and
instructions.

(cont.) When a pilot is

uncertain of an ATC
clearance, that pilot shall
immediately request
clarification from ATC.

FAR 91.123
Compliance with ATC
clearances and
instructions.

c. Each pilot in command

who, in an emergency, or in
response to a TCAS
resolution advisory, deviates
from an ATC clearance or
instruction shall notify ATC of
that deviation as soon as
possible.

FAR 91.126 Operating on

or in the vicinity of an airport in
Class G airspace.

d. Communications with
control towers. Unless
otherwise authorized or
required by ATC, no person
may operate an aircraft to,
from , through, or on an
airport having an operational
control tower unless two-way
radio communications are
maintained with the control
tower.

Kissimmee Airport is an example of

an airport with a control tower
located in Class G airspace.

FAR 91.126 Operating on

or in the vicinity of an airport in
Class G airspace.

d. Communications with
control towers.
Communications must be
established prior to 4 NM
from the airport, up to and
including 2,500 AGL.

FAR 91.127 Operating on

or in the vicinity of an airport in
Class E airspace.

c. Communications with
control towers. Exactly the
same as 91.126

FAR 91.129 Operations

in Class D airspace.

c. Communications. Each
person operating an aircraft
in Class D airspace must
meet the following two-way
radio communications
requirements:

FAR 91.129 Operations

in Class D airspace.

Arrival or through flight.

Each person must establish
two-way radio
communications with the
ATC facility providing ATC
services prior to entering that
airspace and thereafter
maintain those
communications while within
that airspace.

FAR 91.129 Operations

in Class D airspace.

Departing Flight. Each

person
from the primary airport or
satellite airport with an
operating control tower must
establish and maintain twoway radio communications
with the control tower, and
thereafter as instructed by
ATC while operating in the
Class D airspace area;

or

FAR 91.129 Operations

in Class D airspace.

Departing Flight.
Departing from a satellite
airport without an operating
control tower, must establish
and maintain two-way radio
communication with the ATC
facility having jurisdiction over
the Class D airspace as soon
as practicable after departing.

FAR 91.129 Operations

in Class D airspace.

Takeoff, landing, taxi

clearance. No person may,
at any airport with an
operating control tower,
operate an aircraft on a
runway or taxiway, takeoff or
land an aircraft, unless an
appropriate clearance is
received from ATC.

FAR 91.130 Operations

in Class C airspace.

Each person operating an

aircraft in Class C airspace
must meet the following twoway radio communications
requirements.
SAME AS CLASS D
AIRSPACE BUT
PERTAINING TO CLASS C
AIRSPACE

FAR 91.131 Operations

in Class B airspace.

No person may operate an

aircraft within Class B
airspace except in
compliance with FAR 91.129
(class D airspace) and the
following rules.

FAR 91.131 Operations

in Class B airspace.

The operator must receive an

ATC clearance from the ATC
facility having jurisdiction for
that area before operating an
aircraft in that area.

FAR 91.183 IFR

Communications

The pilot in command of

each aircraft operated under
IFR in controlled airspace
shall have a continuous
watch maintained on the
appropriate frequency and
shall report by radio as soon
as possible----

FAR 91.183 IFR

Communications

The time and altitude of

passing each designated
reporting point, or the
reporting points specified by
ATC, except that while the
aircraft is under radar control,
only the passing of those
reporting points specifically
requested by ATC need be
reported.

FAR 91.183 IFR

Communications

Any unforecast weather

conditions encountered
AND
Any other information relating
to the safety of flight

AERONAUTICAL
INFORMATION
MANUAL

The AIM contains

pertinent information
concerning almost all
aspects of aviation
safety.
It also contains the
exact pilot/controller
glossary that air
traffic controllers
have in their
handbook.

Land and Hold Short

Operations

Controllers need a full read

back of all Land and Hold
Short Operations including
the phrase of Hold Short of
(runway, taxiway, or point)

Taxi Instructions

Pilots should always

readback the runway
assignment when taxi
instructions are received
from the controller.
Pilots should always read
back any hold short
instructions, particularly
those concerning runways.
Controllers are required to
confirm any runway hold
short assignments

Readback of ATC

Clearances and Instructions

Pilots of airborne aircraft

should read back those parts
of ATC clearances and
instructions containing
altitude assignments or
vectors as a means of mutual
verification.

Readback of ATC

Clearances and Instructions

The readback of the

numbers serves as a
double check between pilots
and controllers and reduces
the kinds of communication
errors that occur when a
number is either misheard or
is incorrect.

Readback of ATC

Clearances and Instructions

Precede or append the

readback or acknowledge
instructions with the aircraft
identification. This aids
controllers in determining
that the correct aircraft
received the clearance or
instruction.

Readback of ATC

Clearances and Instructions

Readback altitudes, altitude

restrictions, and vectors in
the same sequence as they
are given in the clearance or
instruction.
Altitudes contained in
charted procedures, such as
SIDs, instrument
approaches, etc.., should not
normally be read back unless
they are specifically stated by
the controller.

IFR Clearance VFR-

On-Top

Pilots who receive a VFROn-Top/VFR Conditions

clearance must comply with
the IFR flight rules that apply
to that flight such as.
minimum IFR altitudes
position reporting
radio communications
course to be flown
report leaving an altitude

REPORT ALWAYS REQUIRED

When vacating any

previously assigned altitude
for a newly assigned altitude.

REPORT ALWAYS REQUIRED

When an altitude change will

be made if operating on a
clearance specifying VFROn-Top/VFR Conditions

REPORT ALWAYS REQUIRED

Katana eight charlie
tango, climb and
maintain one four
thousand.

I think I can
I think I can

When unable to
climb/descend at a rate of
least 500 feet per minute.

REPORT ALWAYS REQUIRED

Approach, Air Force One is missed
approach requesting vectors for the
ILS again.

When approach has been

missed, along with your
intentions.

REPORT ALWAYS REQUIRED

Change in the average true

airspeed (at cruising altitude)
when it varies by 5% or 10
knots (whichever is greater)
from that filed in the flight
plan.

REPORT ALWAYS REQUIRED

Approach, Navajo niner
Whiskey Tango, entering
holding over Herny at zero
one three zero, level four
thousand.

The time and altitude upon

reaching a holding fix or point.
When leaving any assigned
holding fix or point.

REPORT ALWAYS REQUIRED

Any loss, in controlled airspace,

of VOR, TACAN, ADF, LF,
complete or partial loss of ILS
capability or any impairment on
air/ground communications
capability. Reports should
include aircraft identification,
equipment affected, degree to
which the capability to operate
under IFR is impaired and the
nature and extent of assistance
desired from ATC.

REPORT ALWAYS REQUIRED

Any information relating to the

safety of flight to include,
weather conditions which were not
forecasted.
hazardous conditions which were
forecasted and encountered.

Report Required WHEN NOT IN

RADAR CONTACT

A corrected estimate anytime it

becomes apparent that the
previous estimate is in error by
more than 3 minutes.
When leaving the final approach
fix inbound on the final approach
of a non-precision approach.
Leaving the outer marker (or fix
used in lieu of) inbound on final
approach of a precision
approach.

This is what the Controller

Handbook says about Pilot
Acknowledgment and/or
Readback

When issuing clearances or

instructions, ensure
acknowledgment by the pilot.
If altitude, heading, or other
items are read back by the
pilot, ensure the read back is
correct. If incorrect or
incomplete, make corrections
as appropriate.

If altitude, heading, or other items are read back

by the pilot, ensure the read back is correct. If
incorrect or incomplete, make corrections as
appropriate.

The statement says if, meaning that

other than a required report, the
readback of altitude, heading or other
items in a clearance may be
acknowledged if you are sure what the
clearance was.
Furthermore, if you read back the
altitude but not the other items in the
clearance, the controller will ensure
that you have the rest of the
information understood.
This may be done by re-issuing the
clearance or asking you to readback all
of the clearance.

RADIO MESSAGE FORMAT

Initial Callup (Towers*, or after

a handoff)
The name of the facility that you
are calling.
Your full aircraft identification.
Your message.
the word over if you think it is
necessary.

Towers refer to all operating positions in the

control tower... Clearance Delivery, Ground
Control, Local Control.

RADIO MESSAGE FORMAT

Initial Callup (Center,

Approach Control or FSS)
The name of the facility that
you are calling.
Your full aircraft identification.
(FSS) the frequency you are
listening on.
the word over if you think it is
necessary.

RADIO MESSAGE FORMAT

After Initial Callup (Center,

Approach Control or FSS)
Your full aircraft identification.
Your message*.
The word over if you think it
necessary.

The message should include your

position, alititude, and what you want
to do.

RADIO COMMUNICATIONS
TIPS

Do not shorten your aircraft

identification until the
controller does.
Be alert to the description of
your aircraft using aircraft
type and color.
Do not sit on microphone or
wedge it against your leg or a
windshield.
Use a headset. If you dont
have one, buy one!!

RADIO COMMUNICATIONS
TIPS

Especially in a terminal
environment, listen to all
communications, not just
those directed to you. This
will allow you to develop a
mental picture of what is
going on around you.

Any Questions?

Please take out a sheet of

paper, put your name on it,
and number it 1 4 .

Question #1

You are chatting with your

friends in the back seat
while on vectors for the ILS
into Sanford. You hear a
callsign that sounded like
yours and an ILS approach
clearance issued. Nobody
responds to it. What should
you do?

A. Ignore the call

B. Acknowledge the approach

clearance with your call sign.

C. Ask for a verification that the

clearance was for you.

D. Readback all of the control

instructions and acknowledge the
approach clearance with your call
sign.

E. Continue chatting with your

friends.

Question #2
You are on vectors for the
NDB approach into Orlando
Executive Airport. Approach
control gives you the
following clearance:
Seneca 45MT, 5 miles from
HERNY, turn right heading
zero six zero, maintain 2,000
until established on final
approach course, cleared
NDB runway 7 approach.
How should you
acknowledge the clearance?

A. Seneca 45MT, roger.

B. Seneca 45MT, heading zero

six zero, 2,000 until established,
cleared approach.

C. Seneca 45MT.

D. All of the above.

E. None of the above.

Question #3

You are at Salt Lake City

International and ready for
takeoff on runway 16R. You
call the tower advising that
you are ready and the tower
replies, Arrow 55130, hold
short, traffic one mile final.
How should you
acknowledge this?

A. Arrow 55130, roger.

B. Arrow 55130, holding short.

C. No reply is necessary.

D. Arrow 55130, I can take an

immediate departure.

E. None of the above.

Question #4

You call for taxi instructions

from the west ramp at
Orlando Executive Airport.
Ground control says,
November one three zero,
runway two five, taxi via
Golf, Juliett and Alpha, hold
short of runway one three.
How should you respond?

A. November one three zero, runway

two five, taxi via Golf, Juliett and
Alpha.

B. November one three zero, hold

short of runway one three.

C. November one three zero, runway

two five

D. November one three zero, runway

two five, hold short of runway one
three

E. Nothing, because the controller

doesnt know what he is talking
about.

Please pass your papers forward.

Now, lets see how you did!

Question #1

You are chatting with your

friends in the back seat
while on vectors for the ILS
into Sanford. You hear a
callsign that sounded like
yours and an ILS approach
clearance issued. Nobody
responds to it. What should
you do?

A. Ignore the call

B. Acknowledge the approach

clearance with your call sign.

C. Ask for a verification

that the clearance was for
you.

D. Readback all of the control

instructions and acknowledge the
approach clearance with your call
sign.

E. Continue chatting with your

friends.

Even though you did not hear

an acknowledgment from
another aircraft does not
mean that it was not done. If
that clearance was issued to
an aircraft that was on
another frequency, you
would not hear that reply. It
is best to wait a few
moments then ask if that
clearance was directed to
you. In many cases, if the
controller did not get the
acknowledgment, they will
re-issue the clearance before
you ask.

Question #2
You are on vectors for the
NDB approach into Orlando
Executive Airport. Approach
control gives you the
following clearance:
Seneca 45MT, 5 miles from
HERNY, turn right heading
zero six zero, maintain 2,000
until established on final
approach course, cleared
NDB runway 7 approach.
How should you
acknowledge the clearance?

A. Seneca 45MT, roger.

B. Seneca 45MT, heading zero

six zero, 2,000 until established,
cleared approach.

C. Seneca 45MT.

D. All of the above.

E. None of the above.

Answer C is the easiest.

Answer A only adds the
word Roger which means
that you have received the
last transmission....nothing
more, nothing less. It is not
to be used as a Yes or No
answer.
Answer B is the best if you
are not sure you understood
all of the content of your
clearance. This would allow
the controller to catch any
mistakes.

Question #3

You are at Salt Lake City

International and ready for
takeoff on runway 16R. You
call the tower advising that
you are ready and the tower
replies, Arrow 55130, hold
short, traffic one mile final.
How should you
acknowledge this?

A. Arrow 55130, roger.

B. Arrow 55130, holding short.

C. No reply is necessary.

D. Arrow 55130, I can take an

immediate departure.

E. None of the above.

Even though answer B

seems to be correct, the
controller handbook specifies
that controllers must request
a read back of runway hold
short instructions when it is
not received from the pilot. If
you use answer B, the
controller may accept it
because of frequency
congestion, but then carefully
watch you to make sure you
dont move. So, it is best to
state the runway in reading
back those instructions.

Question #4

You call for taxi instructions

from the west ramp at
Orlando Executive Airport.
Ground control says,
November one three zero,
runway two five, taxi via
Golf, Juliett and Alpha, hold
short of runway one three.
How should you respond?

A. November one three zero, runway

two five, taxi via Golf, Juliett and
Alpha.

B. November one three zero, hold

short of runway one three.

C. November one three zero, runway

two five

D. November one three

zero, runway two five, hold
short of runway one three

E. Nothing, because the controller

doesnt know what he is talking
about.

D is the most correct.

Pilots must state their
assigned takeoff runway and
any runway hold short
instructions.