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the one I have with a barely legible 1972 stamped on it. Even though no formal training was required to obtain the permit, there was an implicit understanding that pilots were “different” from folks using other communication devices. As a result, we should act and speak accordingly. CFI’s, ATC and other pilots were adamant about something called “radio discipline,” and utmost respect would be used in both directions. Pilot-controller phraseology was mandatory and brevity would be the statute, with no banter, joking, lying or even exaggerating.
As a new student pilot, you may have listened to recordings of pilot/controller jargon in order to assimilate the new dialect as well as its protocols and cadence. The entire alphabet and number system had an aviation pronunciation. We even possess several of our own words and phrases: copy and copy that, roger and roger that, say again and squawk ident, for example. And since we use them more often than the general population, a case could be made for our squatter’s rights to the words affirmative, negative, standby, upwind, downwind, crosswind, final and a myriad of airplane components, maneuvers, procedures and instruments.
Read-Back/Hear-Back
What is radio discipline? It’s the professional manner in which we abide by strict brevity in our communication and the use of standardized aviation terminology and phraseology that is our patois. It is clear and unambiguous two-way communication. Emphasis added because it seems ATC sometimes is in a transmit-only mode; this despite years of highlighting read-back/hear-back errors during mishap investigations. We have long assumed that the absence of an acknowledgment or a correction after reading back a clearance was implicit confirmation that our read-back was correct and approved. This may not be true. We should confirm a clearance to complete the transfer of information. Radio discipline is not only an understanding of terminology and phraseology but the structure and cadence which facilitates the efficient transfer of information.
Radio cadence is the rhythm of the conversation, the tempo of the transmit-receive-respond-acknowledge sequence – it’s the controller-pilot radio pulse. Not so much when it’s just you and the controller, but when there are five other airplanes and the controller, a cadence will develop. It’s recognizing how to wait after another aircraft or the controller stops talking, anticipating the point in time at which you should key the mic and take your turn – similar to picking a spot to enter a busy lane of traffic. The cadence is different for center, approach control, tower and from one approach control to another depending on the level of traffic.
Talk low, talk slow and
don't say too much.
– John Wayne
When you combine discipline and smooth radio cadence with an experienced, calm, gravelly voice, you get a cross between John Wayne, Chuck Yeager and Walter Cronkite with the resultant efficient transfer of information. It used to be that less experienced GA and regional airline folks tried to imitate the way airline and fighter pilots sounded on the radio. Not just the words and intonation, but the cadence and composure as well – the “coolness.” As seen in the opening of this story about mister “Rookie” pilot, I must shamefully admit that many Part 121 pilots have forfeited the mantle, honor and responsibility of that professional-sounding poise. The higher flight levels are often contaminated with verbose, entitled pilots that don’t know how to share the radio. They also don’t understand the reason for pointing out to someone that they have transmitted on guard. And it’s not because guard is only for emergency use, it’s because someone has typically made an unrecognized switch error.
My Bad
Some think that the pilot that talks the fastest wins. My dad taught me that often the faster we go, the “behinder” we get. Partial callsigns, use of colloquial language and poor manners can come to the surface and overtake discipline if
August 2021 / TWIN & TURBINE • 21