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4.4.2 Radio Technique
4.4.2.1 Listen before you transmit. Many times you can get the information you want through ATIS or by monitoring the frequency. Except for a few situations where some frequency overlap occurs, if you hear someone else talking, the keying of your transmitter will be futile and you will probably jam their receivers causing them to repeat their call. If you have just changed frequency, pause for your receiver to tune, listen, and make sure the frequency is clear.
4.4.2.2 Think before keying your transmitter. Know what you want to say and if it is lengthy; e.g., a flight plan or IFR position report, jot it down. (But do not lock your head in the cockpit.)
4.4.2.3 The microphone should be very close to your lips and after pressing the mike button, a slight pause may be necessary to be sure the first word is transmitted. Speak in a normal conversational tone.
4.4.2.4 When you release the button, wait a few seconds before calling again. The controller or FSS specialist may be jotting down your number, looking for your flight plan, transmitting on a different frequency, or selecting his/her transmitter to your frequency.
4.4.2.5 Be alert to the sounds or lack of sounds in your receiver. Check your volume, recheck your frequency, and make sure that your microphone is not stuck in the transmit position. Frequency blockage can, and has, occurred for extended periods of time due to unintentional transmitter operation. This type of interference is commonly referred to as a “stuck mike,’’ and controllers may refer to it in this manner when attempting to assign an alternate frequency. If the assigned frequency is completely blocked by this type of interference, use the procedures described in paragraph 12., Two.Way Radio Communications Failure.
4.4.2.6 Be sure that you are within the performance range of your radio equipment and the ground station equipment. Remote radio sites do not always transmit and receive on all of a facilities’ available frequencies, particularly with regard to VOR sites where you can hear but not reach a ground station’s receiver. Remember that higher altitude increases the range of VHF “line of sight” communications.
4.4.3 Aircraft Call Signs
4.4.3.1 Improper use of call signs can result in pilots executing a clearance intended for another aircraft. Call signs should never be abbreviated on an initial contact or at any time when other aircraft call signs have similar numbers/sounds or identical letters/ numbers, (e.g., Cessna 6132F, Cessna 1622F, Baron 123F, Cherokee 7732F, etc.).
EXAMPLE.
As an example, assume that a controller issues an approach clearance to an aircraft at the bottom of a holding stack and an aircraft with a similar call sign (at the top of the stack) acknowledges the clearance with the last two or three numbers of his/her call sign. If the aircraft at the bottom of the stack did not hear the clearance and intervene, flight safety would be affected, and there would be no reason for either the controller or pilot to suspect that anything is wrong. This kind of “human factors” error can strike swiftly and is extremely difficult to rectify.

4.4.3.2 Pilots, therefore, must be certain that aircraft identification is complete and clearly identified before taking action on an ATC clearance. ATC specialists will not abbreviate call signs of air carrier or other civil aircraft having authorized call signs. ATC specialists may initiate abbreviated call signs of other aircraft by using the prefix and the last three digits/letters of the aircraft identification after communications are established. The pilot may use the abbreviated call sign in subsequent contacts with the ATC specialist. When aware of similar/identical call signs, ATC specialists will take action to minimize errors by emphasizing certain numbers/let-ters, by repeating the entire call sign, repeating the prefix, or by asking pilots to use a different call sign temporarily. Pilots should use the phrase “Verify clearance for (your complete call sign)” if doubt exists concerning proper identity.
4.4.3.3 Civil aircraft pilots should state the aircraft type, model or manufacturer’s name followed by the digits/letters of the registration number. When the aircraft manufacturer’s name or model is stated, the prefix “N” is dropped.
EXAMPLE.
“Bonanza Six Five Five Golf,” “Douglas One One Zero,” “Breezy Six One Three Romeo Experimental” (Omit “Experimental” after initial contact).
4.4.3.4 Air taxi or other commercial operators not having FAA authorized call signs should prefix their normal identification with the phonetic word “Tango.”
EXAMPLE.
“Tango Aztec Two Four Six Four Alpha.”
4.4.3.5 Air carriers and commuter air carriers having FAA authorized call signs should identify themselves by stating the complete call sign, using group form for the numbers.
　
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