Phraseology

Z

Zhaj

New Member
I'm wondering what the "best" way would be to study phraseology for enroute? I was told that that and the OK map are the two main things that can be studied while in limbo. Maybe more specific, are their any focuses within phraseology that would be more productive to work on?\

Gracias

:yourock::yourock::yourock::yourock:
 
I'll tell you EXACTLY what you need to study -

  • FAA Order 7110.10, Chapter 14
  • Aeronautical Information Manual, Chapter 4, Section 22.
  • FAA Order 7110.65, Chapter 2, Section 4
 
Chris Barnes said:
I'll tell you EXACTLY what you need to study -

  • FAA Order 7110.10, Chapter 14
  • Aeronautical Information Manual, Chapter 4, Section 22.
  • FAA Order 7110.65, Chapter 2, Section 4
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:yeahthat: Ditto. Listen to Chris Barnes' advice.
 
pil0t1ooo said:
http://www.faa.gov/airports_airtraffic/air_traffic/publications/

good advice to read these. i would check out far 91
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Ehh, what little you go over in part 91 will be handled in basics. I don't think there is any particular need to study it beforehand.

Get used to saying "niner" and get in the habit of saying (most) numbers individually, like "one eight thousand" instead of "eighteen thousand", etc.

I second the suggestion about knowing the phonetic alphabet cold. We haven't even gotten to it officially in basics (it is one of the last things you learn, ironically), but the instructors use it all the time in class and it will really help you if you just get used to using it sooner rather than later. Even the people who had no knowledge of it before coming into basics have picked up quite a bit from just using it in class, which should make things that much easier for them when we have our lesson on it next week.
 
Zhaj said:
I'm wondering what the "best" way would be to study phraseology for enroute? I was told that that and the OK map are the two main things that can be studied while in limbo. Maybe more specific, are their any focuses within phraseology that would be more productive to work on?\

Gracias

:yourock::yourock::yourock::yourock:
Click to expand...


"Clearance void if not off by one six one zero. If not off by one six one zero, advise Aerocenter (((NOT))) later than one six one five with intentions."

*smashes the word into his skull as his Vicksburg departure is still sitting on the ground, three days later*
 
Barty said:
Ehh, what little you go over in part 91 will be handled in basics. I don't think there is any particular need to study it beforehand.

Get used to saying "niner" and get in the habit of saying (most) numbers individually, like "one eight thousand" instead of "eighteen thousand", etc.
Click to expand...

I think you meant "flight level one eight zero". :D "one seven thousand" works too.
 
jonny said:
I think you meant "flight level one eight zero". :D "one seven thousand" works too.
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Nope. 18,000' MSL and FL180 are not one in the same. Class A airspace, for example, begins at 18,000' MSL and goes up to and including FL600. FL180 can change depending on the prevailing altimeter setting, whereas 18,000' MSL is always corrected for the local altimeter, so it is always (for our purposes) 18,000' above sea level.

But you still have to read things like cloud heights that way. You don't say "flight level one niner zero overcast"!! :D
 
I did not know that, well, I did know that, but I was trying to be a smart ass. One more thing, while FL180 isn't always in the same place for controllers, it is for pilots. As soon as we hit 18,000' on the altimeter, we hit that little button that says "std" and 29.92 is in the window. That just became our 18,000 ft. So if we were cleared to FL180, and we climb to 18,000 (with a current alt. setting) as soon as 17,999 rolls through, and we hit the 29.92, that is all we know of 18,000'. Also, what good is reporting something at 18,000' MSL (sorry, one eight thousand) when you're gonna have to change your alt. setting to reflect FL180 as soon as you get there???

Here's another thing that kinda bothers me, when I'm flying around, whether it's in a caravan or a jet, why do some atis broadcasts report when there are clouds at 20,000'?!? Even if I'm flying through it on the way down, who cares if the ceiling is up there. Usually its something like "broken 20,000". Really??? I don't care, unless you want to clear me for the visual at 19,999! Any insight? The clear below 12,000 actually make sense and is useful.
 
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