Tutorial:Theorie 1

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Funksprache

Funk ist die einzige verlässliche Verbindung zwischen Luft und Boden. Die Verbindung muss funktionieren, und zwar unter allen Bedingungen, insbesondre...

• wenn die Sprachqualität schlecht ist
• wenn sehr viele Funksprüche unterwegs sind.

Deswegen gibt es klare Kommunikationsregeln am Funk, die unbedingt eingehalten werden - besonders von den FluglotsInnen, die mit ihrer Funksprache Beispiel und Vorbild für PilotInnen sind.

Grundsätze der Funksprache

• Kontakt - handshake - messages - bye: Der Erstkontakt geht immer vom Piloten aus - der/die PilotIn ist mobil, der/die Controller bleibt am selben Ort. Der Ablauf ist immer gleich:

1. PilotIn meldet sich beim ATC auf der Frequenz an.
2. ATC bestätigt Kontaktaufnahme, und der Pilot bleibt so lange auf der Frequenz, bis ein Transfer oder Ausscheiden erfolgt.
3. ATC und Pilot tauschen Nachrichten aus, solange sie "miteinander" auf der Frequenz sind. ATC ist also mit vielen Piloten gleichzeitig in Kontakt, aber alle Piloten haben sich einmal angemeldet, und ATC hat diese Anmeldung bestätigt.
4. Beim Verlassen des Luftraums melden sich ATC und PilotIn wieder ab - Abmeldung wird bestätigt.

LHA4711: Wien Radar, LHA4711 with you, FL220.
LOWW_APP: LHA4711, identified, FL220.

Because communication is crucially important for Air Traffic Control a fixed format and syntax is used, in order to minimize the risk of misunderstandings and to keep messages short. Worldwide English is the primary language in use, however in most countries you are also allowed to use the local language. In Austria VFR flights can choose their language whereas IFR flights are all conducted in English. Link: Buchstabiertabelle

Basic Rules

In order to achieve the goals set above the following rules important:

1. Listen before you talk

   It's impossible for two radio stations to transmit on the same frequency at the same time. If this is done, the radio signal will be blocked and this will result in a nasty noise on the frequency. Therefore it's important that every station monitors the frequency for about 5 seconds before transmitting, to make sure there’s no ongoing radio traffic. If you hear an ongoing conversation, wait until the conversation is over before you begin to transmit. Don’t start your communication if there is a read-back expected on the last transmission even if there is a short pause.

2. Think before you talk

   The radio traffic flow should be as smooth as possible. To achieve this it's vital to "think first" before transmitting so that a clear, concise and uninterrupted message can be sent.

3. As far as possible use standard phraseology and syntax

   To prevent misunderstandings and to maintain the radio traffic as effective as possible, stick to standardized phraseology and skip slang and of course private messages.

Callsigns and Initial Contact

Every participant on the network has his own Callsign. Controller Positions are identified by their location and their Function (e.g. Wien Radar, Graz Tower), Aircraft either by their Registration (e.g. OE-ALB) or an Airline Callsign followed by a combination of numbers and letters (e.g. AUA25LM, SWR387). To pronounce these letters and digits the ICAO-Alphabet is used. To initiate the contact between two stations an initial call has to be made. This call has the following structure:

Station 1: Station 2, Station 1, Message 
Station 2: Station 1, Station 2, Message

Example - Austrian 251 is calling Wien Tower:

AUA251: Wien Delivery, Austrian 251, Radiocheck 
LOWW_DEL: Austrian 251, Wien Delivery, read you 5 by 5

In Subsequent calls the calling station part can be ommited.
When a controller (or aircraft) transmits a message to a station it is very important that the receiving station acknowledge the message and reads back any required parts.. If the receiving station does not acknowledge, the transmitted message is considered as a lost transmission and the sender should resend the message or check if the receiving station got the message. Items that must always be read back in full are all clearances (including altitudes, headings, speeds, radials etc), runway in use, altimeter setting (QNH or QFE) and transition level, and all frequencies. For a controller, this is extremely important to remember, since if a pilot's readback is incorrect, the controller has to ask for confirmation, i.e a new readback. There are also items that should not be read back to reduce unnesessary radio transmissions. In short, this includes everything not mentioned above, but a few examples are: wind, temperature and other weather information (except altimeter settings) and traffic information in detail. When giving an instruction the Callsign is stated at the beginning, when reading back you usually add it at the end of your transmission (although you are allowed to do it at the beginning too).

Examples:

LOWW_APP: AUA251, turn left heading 290, descend Altitude 5000 feet, QNH 1019.
AUA251: Turn left heading 290, descending altitude 5000 feet QNH 1019, AUA251 

LOWW_GND: OE-DLT, taxi to Holding Point Runway 29 via Exit 12, M and A1, QNH 1019, give way
to Speedbird Airbus A320 crossing you right to left on M.
OE-DLT: Taxiing to H/P Rwy 29 via Exit 12, M and A1, giving way to Speedbird
Airbus A320 on M, OE-DLT.

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Charts

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