Although many readers will find this difficult to believe, I find myself to be in a committed relationship with a significant number of relative strangers. I depend on these folks to keep me on the straight and narrow, to advise me from time to time, and to be there 24/7 just in case I feel the need to talk. Yet, we’re not all that close. Not really. In fact, I’ve never even met most of them.
It’s complicated. You see, I’m having a long-term relationship with ATC. As sad as I am to say it, things aren’t quite as rosy as they might be. And at least part of the fault lies with me. And you.
It’s a pilot thing.
When is the last time you were at a get-together where you overheard someone say, “Oh, you’re an air traffic controller? That’s so cool. Do you have any stories about procedures or proper phraseology?”
Air route traffic controllers at work at the Washington Air Route Traffic Control Centers (ARTCC).
Among the general public, pilots are generally considered to be smart, capable, maybe even cool. Controllers are essentially invisible.
Even in the pilot community controllers are often thought of as little more than disembodied voices that belong to individuals who don’t really exist out in public. We just assume they live in an ATC compound somewhere. Kind of like a super-secluded gated community with some of the most rigid rules any home owners association ever dreamed up.
Yet pilots and controllers are inextricably linked by the responsibilities of our chosen activities. It seems strange that we interact so rarely in our day-to-day lives, when at least one of us is literally putting our personal safety in the hands of the other so often.
If we were part of a marriage it would be a dysfunctional one at best. Don’t believe me?
Most pilots aren’t controllers. Most controllers aren’t pilots. We know the same words, but speak different languages. Pilots know almost nothing about the pressures and distractions controllers face on a regular basis, and for the most part we just don’t care. That lack of compassion or interest is something we engage in at our own peril, of course.
The Potomac Consolidated Terminal Radar Approach Control Facilities (TRACON) in Warrenton, Virginia.
On the flip side, many controllers have very little frame-of-reference to what life in the cockpit is like. That’s especially true when things start to go from bad to worse. Commonly used pilot phrases like, “I’m partial-panel,” “I’ve got them on the fish-finder,” and the ever-annoying, “no joy,” may mean absolutely nothing to the controller.
Adding to the aggravation is that controllers often work in a darkened room populated by people concentrating intently on moving targets on screens while monitoring as many as 14 discrete radio frequencies simultaneously.
Perhaps it’s time for some relationship therapy. It’s high time we make an effort to put pilots and controllers on the same page, or at least get them to acknowledge that our less than ideal communication skills aren’t doing either group any favors when it comes to improving our understanding of each other.
I recently had the opportunity to hear five controllers address an impressively large gathering of Cirrus pilots. Their presentation was part of an effort to mend the sizeable holes in this aeronautical fence. And I learned something from their comments. Quite a few somethings, as a matter of fact.
The question was posed to them: “What do controllers hate to hear on the radio?” Surprisingly to a great many pilots, they’re annoyed by words and phrases you and I hear on frequency all the time. I know I’ve blown it on these specifically frustrating radio no-nos a time or two.
If you’re in a propeller driven single engine airplane flying out of an American airport to another American airport, you don’t have to include the “K” in the airport identifier when you ask for VFR Flight Following. The controllers are pretty bright folks. If they ask for your destination and you say, “Oscar Uniform November,” they can be pretty sure you mean the one in Norman, Oklahoma. The “K” prefix is unnecessary.
Similarly, when you call up for pretty much anything, you don’t need to include the “N” in your aircraft’s call-sign. “Aeronca 12345,” is fine. They’ll assume the “N” since you’re in the US. Of course, if you’re flying a Canadian or Mexican registered aircraft, including the “Charlie” or the “X-ray, Bravo,” is perfectly appropriate.
Don’t say, “With you,” when calling in to a new facility while on VFR flight following. Just give your call sign and altitude. They’ve already gotten the hand-off from the previous ATC facility. They know you’re coming their way. Keep it short.
And speaking of call signs, lots of pilots seem to be unsure when they can abbreviate their call sign from the full form to just the last three characters. A good rule of thumb is that you can abbreviate your call sign after the controller does it first. You never know, the controller may be working with someone with a substantially similar call sign — even if you haven’t heard them. So, use your full call sign until they use the shortened version. From then on, you’re good to go with the last three characters. But never less than three. They hate that. They really do.
And for IFR practice flights, just request one approach at a time. The controller is busy, often working traffic on frequencies you can’t hear. Giving them your plan for the full flight is frustrating for them, and useless to you. So just request one approach at a time. After you go missed you can request the next, and the next in turn.
I’m glad I got to sit in on a presentation that really taught me something. Now, I think it’s time for me to go find a controller or two and make a new friend. They’ve got something to teach me, and I’m pretty sure I’ve got some insight they might find worthwhile, too. And so do you.
Be a better informed pilot.
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Nice job, sir. One point of bone picking:
The terms ‘no joy’ and it’s companion
‘tally ho’ came into use in WW2 by the RAF as a means to convey that one did not, or did have their adversary, target, etc..in sight. After 40 yrs of flight, the last 12 flying internationally, I’d bet you a cold malted beverage you can’t find a controller that isn’t aware of their meaning. Short, concise, meaningful…just what we emphasize when teaching radio technique.
I have had the opportunity to to tour a number of ATC facilities from TRACONs to towers and found the experience very informative. If it’s true that most controllers are not pilots then they probably don’t get many chances to fly in small GA aircraft. I would suggest that we reciprocate and offer them a seat up front whenever the opportunity presents itself.
Damn, Jamie. Just saw your pic. You’re getting old man. 👴 Do like the rest of us and use a pic from 20 years ago. 😎
Great article. Thanks for all the hard work you and AOPA do to keep flying safe and enjoyable.
Mr. Beckett, now that we have all read and heard the controllers gripes lets talk briefly about the pilot’s gripes, o.k.? First I want to address the speed that controllers talk, the reason you contact them is to communicate !! but all they seem to want to do is get all the words out to you, that is not communicating!! We all are always asked why we are apprehensive talking with atc. it is because they are always in a hurry and talk very fast, the average Joe doesn’t talk that fast and of course doesn’t hear that fast, and don’t tell me that they are always very busy with other traffic, I don’t buy it. Why is it that atc doesn’t have time to talk a little slower but they always have time to say it time & time again.. If they take the time to talk in a sensible speed initially they won’t need to say it over again, making the people at the other end more comfortable, Also we know they get pissed and sometimes they loose their cool, that’s understandable but at the end of the day they punch out and go home, If a pilot is in trouble and can’t understand the atc in his communication’s there is a good possibility the pilot won’t go home to his family, in other words we as pilots have a dire and more serious job than the controller does, right?? So If we are all in the same boat? lets all play by the same rules and omit any indifference, its easy and straight forward, neither one is at fault, we both have to give a little that’s all, and bottom line, more people will be going home at the end . Communication is the key, not speed..thanks
Controllers are not consistant in their verbiage. If they would use aircraft make preceding the call sign, such as Cessna,Piper, Learjet …it would remove about 70 percent of recalls. Many, many times going into EWR, ORD, controllers will issue clearances to multiple aircraft at breakneck speed without unkeying the mic for any read back whatsoever. Controllers have procedures for their sector with names of fixes that they repeat hundreds of times daily and get pissed at pilots for not understanding some screwballed spelling of their off their wall fix that we encounter every few months. Pilots often go to 6 different airports in a day across the country expected to be comfortable in everyone’s home turf. The complain about pilot phrasing like “with you…” when I hear them calling an aircraft that is not on frequency yet saying things like 78Q ?…78Q are you with me? Then whine about 78Q coming on frequency saying “Cessna 78Q with you level at 8.” The controller complains about terminology such as no joy, bingo fuel, brought to you by the military…. so complain to the military. When all else fails press one for English, whatever it takes to be SAFE!
As a former controller and an occasional pilot, you have brought up a subject that needs to be heard often. Were it not for the fact that controllers do not have time to spend with visiting pilots I would suggest a visit to a TRACON, but instead suggest that at most aviation seminars there is one that covers communications.
Attendance at that topic at least once every two years is STRONGLY suggested.
Also, that should be a topic of more than passing mention at every flight review.
If you are not sure of proper phraseology there are several CD’s available at minor cost, and even a couple of on line courses that are free. One of those should be attended every year. There are very few changes year to year except for needed additions such as those dealing with drones. (Won’t go there as that is still a sore subject to most pilots, but like it or not they are now part of aviation)
Avoid these: “no joy” “with you” “roger that” “negative contact” “tally ho” “ah, um” “no instead of negative” “nine instead of niner”
Misusing Roger, Affirmative and Wilco. Reading back a squawk code, just enter it. Not reading back an altimeter or an altitude. ATC often includes the “N” so surprised to here that as a complaint. Include the “K” should not irritate anyone unless you are using the phonetic read-back and the “kilo” takes up mic time. If VFR, including “slash golf” as part of your aircraft type is noise. Not saying what you want/need and falsely assuming ATC can read your mind or hasn’t forgotten about you, Stepping on others, including ATC. Using local landmarks or using IFR fixes when flying VFR. And worst of all, “all traffic in the area…blah blah blah.”
I was a Chicago Center controller for twenty five years and am a flight instructor since 1995. When I would issue traffic if the pilot replied “negative contact” then I knew that the pilot did not see the traffic. “Negative Contact” Is the official FAA pilot/controller glossary phraseology. What are they supposed to say? “I don’t see it” is longer and no more clear.
Controllers and pilots are allowed to deviate from standard phraseology if it makes communications clearer. I used to issue a crossing restriction “One zero west of VOR…” hundreds of times a day when working Ohare arrivals. I said it as clearly as I could but many pilots questioned the distance and when I listened to the tape it sounded like wunzeewo. When I began adding TEN to the clearance I got far fewer questions or readback errors. Non standard but for me much clearer.
Donald, thank you for your comments. Hearing that from a controller makes it even more clear for us the pilots. “Negative contact” is always the phrase I use. Checking in on an IFR flight I always use ” Skylane 12345, 6,000.” I don’t understand the comment from gbigs above about “negative contact.” That is the proper phraseology. Being clear and concise with minimal frequency time is the ultimate goal.
Thank you for highlighting the controller/pilot relationship. Whenever I do a flight review I try to stress the standard phraseology that’s presented in the AIM. Doesn’t hurt to be concise when on frequency and helps avoid confusion. Good article!
Very clever analogy!