rmiller818
Member
Yes, but there is no set transition altitude that everyone uses.
how do you understand aircraft transmissions?
- Thread starter ghostpirate
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Yes, but there is no set transition altitude that everyone uses.
There needs to be a pdf made of this....
Jeppesen sells charts too and you can even put'em on your IPAD....
nd5y
Member
Why buy charts when you can view current ones oline
SkyVector: Flight Planning / Aeronautical Charts
SkyVector: Flight Planning / Aeronautical Charts
nd5y
Member
Why? You download the PDF or buy a printed version and before long it is obsolete. The online version is always current.
There is a PDF version at http://www.faa.gov/air_traffic/publications
Because I'd rather View it through a pdf than wade through a website,much easier.
I would hope you have found this answer elsewhere by now, but in case you have not:
"Heavy" refers to a large jet, especially coming in loaded. (Meaning they need a long runway.)
"Heavy" refers to a large jet, especially coming in loaded. (Meaning they need a long runway.)
K4DHR
Member
Generally above FL240. Usually above this altitude most aircraft are showing relatively small indicated airspeeds (240-260kts) therefore indicated airspeed become less useful. Generally when we're assigning speeds to aircraft in a descent, they are given an airspeed to maintain when the indicated number is practical to fly.
Hopefully one day as more and more aircraft become equipped with the means to do so, we can just assign a ground speed to fly.
ghostpirate
Member
do i need to read the whole JO 7110.65 to understand the phraseology of atc?
Are there certain sections to read in order to understand what im listening to on the scanner or do I need to read the whole thing? Much appreciation for any help i can get on this and once again thanks for all the helpful info from all members that have replied to my questions. If I didnt already tell this I listen to murfreesboro, smyrna and nashville airport frequencies in tn.
Are there certain sections to read in order to understand what im listening to on the scanner or do I need to read the whole thing? Much appreciation for any help i can get on this and once again thanks for all the helpful info from all members that have replied to my questions. If I didnt already tell this I listen to murfreesboro, smyrna and nashville airport frequencies in tn.
I think if you are at an airport from time to time to hear both sides of the transmission (assuming you don't live near the airport or have a 50' mast to be able to hear both sides at home) you will learn a lot more than studying what is 'supposed' to be said according to some government manual on the subject.
Someone mentioned something about a penalty box earlier. BTDT as a rookie pilot years ago at KSTL. My first venture into a busy Class B airspace airport. At the time is wasn't called 'Class B' airspace, but I'm showing my age. Shows that saying the wrong thing or not getting a clearance copied correctly can land you there. No pun intended.
Lower altitudes are commonly expresed as 'three point five' for 3,500'. Or, "out of twelve-five for two-three-zero", on an ARTCC frequency. Some will say it correctly though if it's not very busy. Yes, pilots are supposed to say it correctly just as controllers are but it just doesn't work that way unless you're on a checkride.
It does help to be a pilot listening to this stuff, but we had to learn it too. We are just exposed to more of it more often.
Someone mentioned something about a penalty box earlier. BTDT as a rookie pilot years ago at KSTL. My first venture into a busy Class B airspace airport. At the time is wasn't called 'Class B' airspace, but I'm showing my age. Shows that saying the wrong thing or not getting a clearance copied correctly can land you there. No pun intended.
Lower altitudes are commonly expresed as 'three point five' for 3,500'. Or, "out of twelve-five for two-three-zero", on an ARTCC frequency. Some will say it correctly though if it's not very busy. Yes, pilots are supposed to say it correctly just as controllers are but it just doesn't work that way unless you're on a checkride.
It does help to be a pilot listening to this stuff, but we had to learn it too. We are just exposed to more of it more often.
Webheadfred
Member
@ghostpirate....
The entire 7110.65 has phraseology examples in it. It's divided up into sections. If you're listening to the Center, in your case either ZME or ZTL, you'll look under radar for general terms. Best bet is to download the 'point 65' in PDF format. This way you'll be able to search on anything you hear for an explanation.
The entire 7110.65 has phraseology examples in it. It's divided up into sections. If you're listening to the Center, in your case either ZME or ZTL, you'll look under radar for general terms. Best bet is to download the 'point 65' in PDF format. This way you'll be able to search on anything you hear for an explanation.
K4DHR
Member
Most of the general IFR phraseology is in Chapter 4. Chapter 2 contains most of the general terms, number usage, etc.
I'd use the Pilot/Controller Glossary if you run across a term or two you're not familiar with.
I'd use the Pilot/Controller Glossary if you run across a term or two you're not familiar with.
instrumentphilip
Member
Nice PDF guys thank you I catch myself listening to Air chatter from time to time and do not always know what they mean. Okay so somebody up the page said what "Heavy" means but how is this different then a regular aircraft lets say a commercial flight or something like that?
And I hear a lot "okay 2 1 left" What does that mean?
And I hear a lot "okay 2 1 left" What does that mean?
Heavy - Wake Turb. & Runway Heading
2 1 left is indicating a runway that is oriented 210 degrees magnetic and is the left side of a multiple parallel runway. There could also be a right side, center and so on. Take a look at Miami International's layout. http://img.airnav.com/aptdiag/w240/01760.gif. You will see 26 right and 26 left in the airport diagram. You will also see 2 runways that are 180 degrees opposite of 26.....notice runways 8 left and 8 right.
Heavy are aircraft capable of takeoff weights of more than 255,000 pounds whether or not they are operating at this weight during a particular phase of flight. The concern is to other pilots to be aware of the wake turbulence that is created when one of these big planes are in the landing or takeoff configuration. Just like a big, heavy boat makes a substantial wake in the water, the airflow over the wings of a heavy airplane creates what is known as wake turbulence.
The small airplane I fly could have serious control problems if I were to cross into a wake created by a large aircraft. It is common practive to wait apprx. 3 minutes for the wake to disappate (sp?). I will also take note of the direction the wind is blowing to see if the wake may be moved to one side or the other of my active runway.
The Airman's Manual will have this information correctly presented, far better than I can. It is a great investment for anyone interested in aviation.
Enjoy,
Vince
2 1 left is indicating a runway that is oriented 210 degrees magnetic and is the left side of a multiple parallel runway. There could also be a right side, center and so on. Take a look at Miami International's layout. http://img.airnav.com/aptdiag/w240/01760.gif. You will see 26 right and 26 left in the airport diagram. You will also see 2 runways that are 180 degrees opposite of 26.....notice runways 8 left and 8 right.
Heavy are aircraft capable of takeoff weights of more than 255,000 pounds whether or not they are operating at this weight during a particular phase of flight. The concern is to other pilots to be aware of the wake turbulence that is created when one of these big planes are in the landing or takeoff configuration. Just like a big, heavy boat makes a substantial wake in the water, the airflow over the wings of a heavy airplane creates what is known as wake turbulence.
The small airplane I fly could have serious control problems if I were to cross into a wake created by a large aircraft. It is common practive to wait apprx. 3 minutes for the wake to disappate (sp?). I will also take note of the direction the wind is blowing to see if the wake may be moved to one side or the other of my active runway.
The Airman's Manual will have this information correctly presented, far better than I can. It is a great investment for anyone interested in aviation.
Enjoy,
Vince
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instrumentphilip
Member
Ahhhhhhhhhhhhh Okay. Thank you Vince that makes sense to me. Yeah I will have to go through that manual sometime . . . . well when I have the time.
As a correction to Vince. The FAA, in their wishes to become more ICAO complient, a heavy aircraft now refers to one with a max certified take-off weight of 300,000 lbs or more. I do believe this change was implemented not too long ago.
These planes just keep gettin bigger and bigger.....amazing.
Thanks much for the update TB
Wow. This was a little unwarranted, wasn't it?
I concur. Sense I started playing several years ago I have picked up all kinds of lingo and operating procedures. You can go a step further than that and join a virtual airline where you actually talk to people acting like ATC (Air traffic controllers) and following real life procedures.
Pick any book and read it online. FlightSimBooks.com - full text of classic flight simulation books
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CalebATC
Member
Most of the little starter-up sessions are crap in the FSX Multiplayer, and the multiplayer is crap too unless there is a good server. Boston Virtual ATC is the best for FSX Multiplayer lobby though, they have to go through training and a lot more to get controlling, and have to move up the ladder.
Boston Virtual ATC
If you want the best though, head over to Vatsim. It's all over the country (alot in Europe, and other parts of the world too!), and it's pretty common for 1,000 people (pilots and controllers) to be on daily! You have a certain program that injects the planes into the sim, and it doesn't lag your computer out very much at all, unless you have a really poor preforming system. If anyone has any questions, let me know. I am a fully certified ground controller over at ZMA (Miami) but had to take a LOA the day before I got my yellow (major airports in ZMA at certain times) on tower.
VATSIM - The International Online Flying Network: Welcome to VATSIM
Boston Virtual ATC
If you want the best though, head over to Vatsim. It's all over the country (alot in Europe, and other parts of the world too!), and it's pretty common for 1,000 people (pilots and controllers) to be on daily! You have a certain program that injects the planes into the sim, and it doesn't lag your computer out very much at all, unless you have a really poor preforming system. If anyone has any questions, let me know. I am a fully certified ground controller over at ZMA (Miami) but had to take a LOA the day before I got my yellow (major airports in ZMA at certain times) on tower.
VATSIM - The International Online Flying Network: Welcome to VATSIM
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