Plane Talk

Have you ever tuned into an aviation radio frequency and felt like you were listening to an entirely different language? The airwaves are alive with the buzz of pilots, air traffic controllers, and ground crew, each communicating with a precision that ensures the ballet of the skies runs smoothly. But what happens when that precision falters? When clear skies are marred by muddled transmissions?

In an era when aviation is more accessible than ever, the need for clear and concise radio communication is paramount. Yet, many private pilots—eager to take to the skies—are finding themselves ill-prepared to navigate the complexities of radio protocol. “Plane Talk” by John M. Herman dives headfirst into this challenge, offering not only a critique of the current state of aviation communication but also a roadmap for improvement.

This story is more than a technical manual; it’s a wake-up call for light-plane pilots to master the art of the microphone. With vivid examples and practical advice, Herman guides us through the nuances of enunciation, rhythm, and the phonetic alphabet, laying a foundation that transforms radio chatter from chaotic noise into an elegant symphony. As we explore these pages, we’re reminded that the art of communication is not just about being understood; it’s about ensuring safety and efficiency for everyone sharing the skies.

So, buckle up, adjust your headset, and prepare to dive into the fascinating world of aviation communication. Whether you’re a seasoned aviator or an aviation enthusiast, “Plane Talk” offers insights that will forever change the way you listen to the sky.

---

“PLANE TALK” By JOHN M. HERMAN Sales Engineer, Airadio, Incorporated 

How’s your mike routine? If you gobble your words, then read this. 

AIRCRAFT radio terminology, like the specialized lingo of doctors and lawyers, is an exact subject. Unlike the others, it is simple and concise once you get the hang of it. This you must achieve if you want to fly around busy airports. 

Unfortunately, the ether waves are being cluttered by the babbling of “uneducated” light-plane pilots, causing confusion and delays for everyone around the terminal. 

CAA and FCC have cut red tape to the bone to promote private flying and as a result many personal plane pilots are not learning the bare fundamentals of radio procedure which are designed to speed aircraft movements efficiently at large airfields. For there are no examinations, no instructions, “no nuthin.” 

The pilot needs a restricted radiotelephone permit which he can get from a CAA examiner upon presentation of his pilot’s license. His plane needs an aircraft station license, obtained by filling out an application blank supplied by the radio manufacturer and submitting it to the Federal Communications Commission. That’s all. 

Proper procedure with aircraft two-way radio begins when the pilot understands the failings of ordinary speech, including too rapid speech, poor phrasing, sloppy enunciation, unsuitable pitch level, lack of rhythm, and poorly controlled voice level. Combine these with unstandardized procedure and you have utter chaos which no operator can hope to understand. 

The radio transmitter microphone must be held properly against the lips, vertically and slightly to of the midline of your lips. It must not be held away from the mouth, beside your cheek, or directly in front of your mouth. Press the contact button down firmly before you start to talk and don’t release it until you’re finished. Remember next time a telephone operator disconnects you in the middle of a call, that’s what chopped off radio transmission is like. 

Talk slowly—about half the speed of ordinary conversation and similar to the radio speed of the late President Roosevelt. Talk in phrases, pausing slightly between each phrase but not between words in a phrase. Talk plainly, enunciating each syllable carefully and prolonging the vowel sounds. The voice should be strong without shouting; steady so that each syllable sounds about equally loud. The voice should be medium to medium high to get best carrying power over the plane’s noise. Talk rhythmically as if in time to music. If you sit erect, your throat won’t tire during the long conversations which are sometimes necessary. 

On the listening end you should keep up with the message, taking time at the end to “fill in” gaps which you didn’t hear. Pay attention, not allowing other things to interfere. Know your messages—those you are likely to hear; protect your ears from unnecessarily loud noises. If the message is broken up due to interference beyond the pilot’s control, the pilot should ask for a repeat message until clear. 

One of the first musts to learn is the following phonetic alphabet, known to every military pilot or seaman: 

Numerals should be rolled’ (as in “thuh-ree”, “fo-wer”, “fi-yiv”, “niner”), or emphasized, as in “wun”, “too”, “zero” and “ate”. The others are pronounced as they are spelled. Call signals such as “AB” are always said as “Able Baker”.

Other than these phrases and the phonetic alphabet, it is simply a matter of omitting “the’s” and “a’s”, keeping matters as concise as possible, and being logical and straightforward. There are some other rules, such as saying “one three thousand” for “13,000” while you say “twelve thousand” for “12,000”. This rule applies for all figures above 12,000. Time is expressed in four digits—9:30 a.m. would be “zero nine three zero”, while 9:30 p.m. would be “two one three zero.” 

Suppose we are taking off in Ercoupe NC 94138 from Washington National Airport, destination Newark. We address “Washington Tower,” naming it first to catch the attention of the tower operator who has many radios blaring away at him. If we wanted to talk to the Washington Airways Communications Station we would call “Washington Radio.”

Ercoupe—“Washington Tower, this is Ercoupe nine four one three eight—over.” 

Tower—“Ercoupe nine four one three eight, this is Washington Tower, go ahead.” 

Ercoupe—“Washington Tower from one three eight, request taxi instructions, over.” 

Tower—“One three eight, Roger. Wind northwest one five. Cleared to runway three two. Altimeter three zero zero four. Time zero nine five six.” 

Ercoupe—“One three eight, Roger, Wilco.” 

While taxiing to the runway the pilot should be alert for other instructions from the tower and ask for help, if needed, at a strange field. Arriving at the runway, the pilot should wait for “Ercoupe nine four one three eight, take position and hold” or “cleared for take-off.” This clearance comes once the pilot has run up his engine and is ready for take-off. 

Immediately after take-off, pilots may want their time off the ground. When requested, it is given in minutes only. “Ercoupe one three eight, off at one two” (i.e., 10:12a.m.).

Normally the pilot will listen on the control tower frequency until outside the airport traffic zone, when he may leave the tower frequency without further contact. If he wants to leave the frequency before leaving the zone or if the tower desires to permit him to leave the tower frequency before quitting the zone, the clearance should be: ”Ercoupe one three eight, this is Washington Tower. Over Mason Springs four six at two thousand, cleared to leave tower frequency.” 

Other than routine operations can be given as “… cleared to make right turn”, “… cleared to make straight-in approach”, “… cleared to practice low approach to airport”, “…cleared to make touch and go landing.” 

On cross-country flight, the same procedure applies although the pilot can identify his aircraft as NC-94138, which sometimes eliminates the necessity of re-identification in conditions of heavy traffic. 

At about 10 to 15 miles from the destination, the pilot calls the control tower for traffic instructions. run as follows: 

Ercoupe—“Newark Tower, this is NC nine four one three eight. Over …”

Tower—“NC nine four one three eight, this is Newark Tower, go ahead.” 

Ercoupe—“Newark Tower from one three eight, fifteen miles southwest at three thousand, request traffic instructions, over.” 

Tower—“One three eight, Roger. Fifteen southwest at three thousand, wind is west northwest, runway 27, call on downwind leg, over.” 

Ercoupe—“One three eight, Roger, Wilco.” 

Upon reaching the downwind leg, contact is again established: 

Ercoupe—“Newark Tower from one three eight, on downwind leg, over.”

Tower—“One three eight, this is Newark Tower, Roger, number two to land, Beechcraft turning on final, over.” 

Ercoupe—“One three eight, Roger, Wilco.” 

Later, this Tower—“One three eight, this is Newark Tower, cleared to land.” 

On landing, the tower clears the Ercoupe for taxiing: “One three eight cleared to gate five.” Other instructions could be “make full stop landing, ” “hold clear of (position),” “hold on taxi strip,” “make short approach,” “make long approach,” “make normal approach,” “circle the field,” “go around.” 

If the aircraft has only a receiver, the Tower uses such phrases as “acknowledge by moving ailerons (or rudder)” when on the ground; “acknowledge by rocking your wings” in the air; “acknowledge by blinking your landing lights” at night. 

It’s the job of every light-plane pilot who is flying where radio is required—municipal or major airports and many Class 3 field—to learn these procedures. They can be obtained from the “Army, Navy, CAA Standard Airport Traffic Control Procedures” or the restricted “Communications Handbook” of the Navy, or in every issue of the “Airman’s Guide.” It isn’t merely light reading, it’s required reading and should be memorized. 

---