AOPA Say Again - Radio Communications Done Right
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As a CFII and AGI, AOPA's Cindy Carter discusses how pilots should properly perform radio communications with air traffic and other pilots.
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AOPA Say Again - Radio Communications Done Right
- 2. Welcome Your presenter Cindy Carter CFII, AGI
- 3. Measures of Success The right information Easily understood Conveyed succinctly.
- 4. Phraseology Standard is best • “Got „em on the fishfinder” won‟t cut it However… • Common sense has its place • Plain English usually works.
- 5. First Things First Know your gear • Audio panel • Integrated comms • Volume, output • Voice-activated avionics Have a „system‟ • Use your flip-flops.
- 6. Basic Ingredients Four “Ws” • Who you‟re calling • Who you are • Where you are • What you want. Boston Approach Tomahawk 6397AOver Lake LinganoreInbound landing
- 7. Adherence to Clearance “Immediately” “At pilot‟s discretion” “Expedite” “When able”.
- 9. Common Issues Speed-talking • Pilots, ATC both guilty.
- 10. Common Issues Failure to actually listen • Readback / “Hearback” errors • Similar callsigns • Transposed numbers • Expectations.
- 11. Cockpit Environment Managing distractions • Sterile cockpit • “Isol” switch.
- 12. The Big Picture The secret: • Knowing the system • And your place in it “Defensive communication” • What do they need to know? • What are they expecting?.
- 14. Tower of Power Intimidated? It‟s not that hard: • Limited set of phrases • Used 90% of the time • Know the flow, rehearse.
- 15. The Handshake When is communication “established”? • Callsign used • Sufficient in Class C/D “Aircraft calling [facility], stand by” • Doesn‟t count.
- 16. Lost Comm (VFR) 91.126: Proceed and land • Provided you get a clearance • i.e., you can still receive • Or you get light signals Often best to go elsewhere.
- 17. Traffic Patterns w/ ATC Nontowered rules don‟t apply • Follow instructions • Pattern calls not necessary • Busy? Expect the unexpected.
- 18. Special VFR Pilot must initiate • Phraseology? • Weather? Typically inbound • Get out of trouble • Pattern work?.
- 19. “Report Two-Mile Left Base” What do they mean?? 2 nm Unspecified distance Unspecified distance 2 nm
- 20. “The Option” What are the options? • Touch and go • Stop and go • Missed approach • Low approach • Full stop Runway specific. Not an option…
- 21. LAHSO Only if you‟re sure… • Fine to decline • No “hero” medals given Distance available?.
- 22. Departures Proper communication sequence • ATIS/AWOS • Clearance delivery (B, C, sometimes D) • Ground • Tower • Departure (B, C, sometimes D).
- 23. New Taxi Rules Specific crossing clearances • No more “taxi to” • Not sure? Ask! LUAW (Line Up And Wait) • Bad idea at nontowered!.
- 24. Class B
- 25. Class B Different ballgame • Separation from big guys Just passin‟ through? • Plan to “remain clear” • Give yourself room.
- 26. Cleared or Not? Dilemma: • ATC vectors into airspace • Doesn‟t say “cleared” Better safe than sorry.
- 27. Another Issue What if… • Clearance would take you into underlying Class D?.
- 29. ARTCC ARTCC = Center For VFR purposes? • Flight following • How do I know who to call?.
- 30. Cleveland Center, November 4512E is a Cessna 172 slant Golf, five east of the XYZ VOR, 4,500 feet, en route to the Eagle Creek airport, Echo Yankee Echo, requesting VFR traffic advisories. Flight Following The big ask • Callsign and “request”? • Or whole song-and-dance? Frequency changes. Cleveland Center, Cessna 4512E, request.
- 32. What’s the Difference? Number of “primary” airports served Same basic services.
- 33. Cleared for the Visual See the airport? • Preceding traffic? • Better be sure Contact approaches • 1 mile / clear of clouds • Pilot-initiated.
- 35. The Basics Not much need for improv • Second “traffic” unnecessary What would I want to know?. “ABC traffic, Aircraft X is doing Y, ABC.”
- 36. Unnecessary Calls? Multiple radio checks? Runway crossings? “Clear of the active”? Every leg and turn? “Left final”? Radio check Comm 2 Radio check Comm 1 How’s my cell sound? Radio check handheld Left upwind Crosswind Abeam the numbers Midfield downwind Abeam the other numbers On base, about to turn left final Short left final Takin’ the Active On the roll
- 37. Don’t be a Copycat Bad habits are catching: • “Taking the active” • “On the go” • “Any traffic in the area…”.
- 39. Flight Plans Flight service is “radio” Include frequency in call-up IFR nontowered • Air or ground cancellation?.
- 40. Two Frequencies? The “R” isn‟t yours • Listen over VOR (check volume) • Transmit on “R”.
- 41. EFAS, aka Flight Watch 122.0 nationwide (low alt.) Not for flight plans, etc. ARTCC facility • Don‟t know? Just “Flight Watch” Nearest VOR.
- 42. Pireps FSS, Flight Watch, or ATC Precise order not critical.
- 44. Who Ya Gonna Call? Not talking? 121.5 • Talking to ATC? Don‟t switch! Standard phraseology still helpful • But just talk if you need to Fly the airplane first!.
- 46. Who to Call Controlling agencies • End panel of sectional.
- 47. Can I Transit? MOA? Restricted? Warning? Alert? Prohibited?.
- 49. IFR Review “Clearance on request” Non-radar position reporting Required reports • Can you name them?.
- 51. Things to Remember Information exchange: • What do they want to know about me? • What do I want to know from them? Standard phraseology: • Maximizes limited bandwidth • Common ground for understanding Not sure? Ask, don‟t assume.
- 52. Air Safety Institute seminars are funded by contributions from pilots like you! A Division of the AOPA Foundation
Hinweis der Redaktion
- Between sections, I would like to use audio clips of interesting transmissions from ATC Live. There are some great ones out there, both funny and educational, particularly involving air carriers at airports like LGA and JFK. Since the audio quality isn’t always the best, we’ll probably have to have text on the screen to supplement the audio.
- Everything we do here at the AOPA Air Safety Foundation is funded solely by donations… If you’re an AOPA member, your AOPA dues do not go to help support us. So if you liked tonight’s program, and would like us to be able to continue to do this kind of thing, along with all the other free online courses and publications and seminars we offer, I hope you’ll consider making a small (or large, we won’t complain) donation to the cause.
- This will be a video showing progress of the aircraft, etc., with audio of portions of the transcript.This is NTSB Order No. EA-400 from Docket SE-11459. I am proposing that we recreate the radio exchange that is BOLD below in an effort to show how easy it was for the pilot and controller to misunderstand each other and end up with a US Air Boeing 767 landing on the wrong runway. If we could do a recreation that showed the location of all the traffic involved along with each radio transmission it would make it clear how easy an incident like this can happen. I have the audio for this (cassette).6079ASERVED: October 28, 1993NTSB Order No. EA-4000UNITED STATES OF AMERICANATIONAL TRANSPORTATION SAFETY BOARDWASHINGTON, D.C.Adopted by the NATIONAL TRANSPORTATION SAFETY BOARDat its office in Washington, D.C.on the 14th day of October, 1993__________________________________)DAVID R. HINSON, )Administrator, )Federal Aviation Administration, ))Complainant, )) Docket SE-11459v. ))VINCENT PATRICK O'BRIEN, ))Respondent. ))__________________________________)OPINION AND ORDERRespondent has appealed from the oral initial decision ofAdministrative Law Judge Patrick G. Geraghty, issued on April 8,1991, following an evidentiary hearing.1 The law judge affirmedan order (complaint) of the Administrator alleging thatrespondent violated 14 C.F.R. 91.75(a), 91.87(h), and 91.9.21The initial decision, an excerpt from the hearingtranscript, is attached.2§ 91.75(a) (now 91.123(a)) provided, as pertinent:(a) When an ATC [air traffic control] clearance has been2Sanction was waived pursuant to the Aviation Safety ReportingProgram. We grant the appeal and dismiss the complaint.Respondent was the non-flying, pilot-in-command (PIC) of USAir Flight 1009 on October 29, 1989. The Administrator's orderalleged that the aircraft landed on Runway 24L (left) of LosAngeles International Airport, when it was cleared to land onRunway 24R (right). The only issue at the hearing was the extentof ATC's contribution to the error. Relevant portions of thetower tape contain the following conversations (with someemphasis added):TIME SPEAKER COMMUNICATIONS5:45:42 AR-13 US Air ten zero nine heavy Los AngelesApproach change your ILS frequencyto one zero eight point five, turn(..continued)obtained, no pilot in command may deviate from thatclearance, except in an emergency, unless an amendedclearance is obtained.§ 91.9 (now 91.13(a)) provided:No person may operate an aircraft in a careless or recklessmanner so as to endanger the life or property of another.§ 91.87(h) (now 91.129) read:Clearances required. No person may, at an airport with anoperating control tower, operate an aircraft on a runway ortaxiway, or take off or land an aircraft, unless anappropriate clearance is received from ATC. A clearance to"taxi to" the takeoff runway assigned to the aircraft is nota clearance to cross that assigned takeoff runway or to taxion that runway at any point, but is a clearance to crossother runways that intersect the taxi route to that assignedtakeoff runway. A clearance to "taxi to" any point otherthan an assigned takeoff runway is a clearance to cross allrunways that intersect the taxi route to that point.3Approach control.3right ten degrees interceptmaintain one zero thousand trafficis twelve o'clock five miles aheavy seven sixty seven for thesouth complex.05:45:55 USA 1009 Okay US Air ten oh nine turn northand we're twenty four right we'llstop at ten.05:47:13 AR-1 US Air ten zero nine you're sixmiles from Denay cross Denay at orabove eight thousand cleared forILS runway two four right approachsidestep two four left. Cautionwake turbulence there's a heavyairbus just west of Santa Monicathat will turn in ahead of you forrunway two four right. I'll pointthe traffic out when you getcloser.05:47:30 USA 1009 Okay Denay at eight and we'recleared for ILS approach to twentyfour right with a sidestep US tenoh nine.05:48:52 AR-1 US Air ten zero niner reduce speedto two one zero.05:48:52 USA 1009 Ten oh nine US Air we[']re slowin.05:50:12 AR-1 US Air ten zero nine the heavyairbus is at ah one o'clock sevenmiles four thousand on base leg.405:50:21 USA 1009 Okay we got'em US Air ten zeronine.05:50:23 AR-1 US Air ten zero niner heavy followthat traffic to the airport thataircraft is on base for runway twofour right cleared for visualapproach runway two four left.05:50:32 USA 1009 Okay we're cleared for visualtwenty four left US Air ten ohnine.4I.e., on base leg to 24R (see 05:47:13 communication).405:50:53 AR-1 US Air ten zero niner contact LosAngeles tower one three point ninerat Romen.05:50:56 USA 1009 Thirty three nine at Romen goodnight.05:50:58 AR-1 Good night.05:52:05 USA 1009 And US Air ten oh nine's with you.05:52:09 LC-25 I'm sorry I missed the last call, I wasoff line.05:52:12 USA 1009 US Air ten oh nine's with you.05:52:14 LC-2 US Air ten zero nine heavy LosAngeles tower caution waketurbulence preceded by heavy DC-10to the left heavy airbus shortfinal for the right, winds zerofive zero at four runway two fourright cleared to land.05:52:24 USA 1009 US Air ten oh nine.In affirming all the claimed violations of the FederalAviation Regulations (FARs), the law judge found that theconversation with AR-1 did not produce a clearance to land, butonly an approach clearance, and that, when the clearance to landwas given by LC-2, it was not heard correctly. The law judgerecognized ATC involvement in this incident, but determined thatit would affect sanction only, not excuse the violation. Tr. at71.In respondent's appeal, he continues to argue that the05:52:14 transmission could not reasonably be understood as achanged clearance because the instruction to runway 24 right was"buried" in routine weather and traffic information and the5Local control.5controller used non-standard phraseology. Respondent argues thatATC was required to state "cleared to land, runway two fourright." With the prescribed runway identified at the end of thesentence (see Exhibit R-3), respondent allegedly would not havemade the mistake he did.6 Moreover, respondent argues, thedeviation would not have occurred absent the lack ofcommunication between approach and local control.The Administrator reiterates, in reply, that AR-1 did notgive respondent a landing clearance, but only provided anapproach clearance. The local controller's clearance to runway24R was not so different from recommended language, theAdministrator continues, and respondent simply did not listencarefully, expecting to hear 24L. The Administrator also arguesthat respondent assumed the risk when he failed to read back thelast clearance.We have long held that we are not compelled to affirm theAdministrator's order when ATC is the initiating or principalcause of the violation of the regulations. See, e.g.,Administrator v. Snead, 2 NTSB 262 (1973). We have an equallywell-established policy of sanctioning deviations from arguablymisunderstood clearances, where the pilot has not read theclearance back to the controller. See, e.g., Administrator v.Friesen and Ashcraft, NTSB Order EA-3203 (1990). The presentcase has elements of both these doctrines in conflict.6Respondent also suggests that his failure to read back theinformation transmitted confirms that he did not understand themessage as a clearance.6As the tape transcripts above indicate, approach control ledrespondent to believe that he would be landing on runway 24L.Indeed, respondent read back approach clearances to 24L twice.Respondent was, therefore, not unreasonable in expecting that hewould be cleared to land on 24L, though it remained his duty tostay attentive to the actual receipt of a landing clearance(which he acknowledges he could not receive from the approachcontroller). Importantly, the likelihood of respondent'sexpectation and the probability that such expectations mayprecipitate later misunderstandings is implicitly acknowledged byATC policy, at least as developed in this record. Specifically,the local controller acknowledged that, if he had been aware thatapproach had given 24L as the expected runway, he would havegiven the landing clearance differently, no doubt to highlightthe change in plans. Tr. at 38.The local controller did not, however, make any attempt toovercome what we may think of as the expectation-bred mentalinertia of Flight 1009. There was a failure of communicationbetween the AR-1 approach control station and the LC-2 stationthat was managing runways 24L and 24R. The local controllertestified that "the assigned runway from approach control issupposed to be displayed" on the local control BRITE radarscreen.7 Tr. at 29. However, that screen indicated that theassigned runway for Flight 1009 was 24R (id.), not 24L, asapproach control had consistently told the aircraft. Thus, LC-27Bright Radar Indicator Tower Equipment.7had no reason to think that his clearance to the aircraft to landon 24R was anything other than what the aircraft expected, andthe result was a "buried" clearance which did not call attentionto the last minute change intended by the controller.We agree with the implied sentiment in the localcontroller's statement that the clearance would have been givendifferently if the change in expected runway had been known: anychange at that late point in the approach, assuming it canreasonably be made at all, should be clear. In view of theearlier, repeated directions to runway 24L, the change was notclear from the 05:52:14 transmission. Nevertheless, we are stillconfronted by respondent's failure to read the landing clearanceback. Reading a landing clearance back is clearly the preferredpractice. In the absence of ATC involvement, the failure to haveread this clearance back would have led to the finding of aviolation. But, on balance, and given the significant ATCinvolvement and the local controller's admissions, we decline tosanction respondent's mistake.88For the above reasons, we do not consider Administrator v.Friesen and Ashcraft, supra, cited by the Administrator, asdispositive. We note that issues of ATC involvement were notcompelling in that case, nor was there the pattern ofcommunication that existed here.8ACCORDINGLY, IT IS ORDERED THAT:1. Respondent's appeal is granted; and2. The Administrator's order is dismissed.VOGT, Chairman, COUGHLIN, Vice Chairman, LAUBER, HART andHAMMERSCHMIDT, Members of the Board, concurred in the aboveopinion and order.
- I want to start out by saying that airplanes came along in the early 1900s. 1903, to be exact, for the date of the Wright Brother’s first flight. It wasn’t until the late 20s that Marconi came along with the wireless and airplanes gained the capability to communicate with earth while airborne. So we had a few decades of airplanes flying with no radios. But, if we want to cram more airplanes into the airspace, we need to communicate with other airplanes, and with people on the ground who are charged with the responsibility of keeping us from running into each other.Aviation communication is standardized for a reason. Lives are at stake. If you’re old enough to remember the worst fatal airplane accident to date in 1977 (Tenerife, Canary Islands, Spain) two Boeing 747s in a ground collision resulting in 583 lives being lost, you will recall that it was caused by miscommunication and non-standardization between the crews and the controllers. (picture of the smoldering wreckage maybe?)Some pilots downplay the idea of standardized communication. Why get all bent out of shape about how to announce your position in the traffic pattern? Just say what you’re doing and everybody will understand. You might get away with that attitude most of the time but proper phraseology is the mark of a professional. And every pilot should strive to be a professional. No, not the kind with stripes that sits in the pointy end of a big jet, but a the mark of a professional is one who does things by the book!Listen to exchanges between ATC and pilots long enough and you’ll get the distince impression that controllers are “by the book” a heck of a lot more than pilots are. Probably because they have supervisors who can plug in, stand behind them and monitor them.AIM spells out pretty clearly what words to use when you press the mic button. Unfortunately, us pilots tend to mimic what we hear others say on the radio. “On the go”, “taking the active”, “got ‘em in sight”, just to name a few phrases we’ve all heard out there on the air.
- Photo of voice activated unit—L3
- ASK AUDIENCE9 = ‘Niner’0 = ‘Zero,’ not ‘O’5 = ‘Fife’ (supposedly)“Three-six” not “Thirty-six”
- Immediately, of course, implies urgency. A “pilot’s discretion” clearance allows clearance compliance at the convenience of the pilot. However, once the aircraft has vacated an altitude, it may not return to that altitude.A request to expedite a climb or descent is a “do the best you can” request. Pilots are cautioned to not accept a clearance that they might not be able to keep. i.e., “Four Two Zulu, can you be level at One Zero Thousand in 3 minutes?” The temptation is there to try to accommodate ATC but once you accept the clearance, it is incumbent upon you to comply with it.
- On speek-talking, there’s a context….busy places, it’s kind of necessary; however, there are limits, and it makes no sense to repeat something really fast three times, when you could have said it once at a more moderate pace.Discuss hearback issues
- At the end of the day, you can’t talk practical communications without talking procedures—the two are inextricably intertwined.
- The Air Traffic Control Tower is probably the most common form of communication with ATC that pilots encounter. For pilots who train primarily at a non-towered field, tower communications seem formidable, particularly to the new pilot. Think of it this way. There are only a few dozen phrases that the tower uses probably 90% of the time. “Cleared for takeoff”, “Cleared to land”, (the runway number is always given in conjunction with these instructions), “Taxi to runway two seven”, “Taxi to parking”, “Make left traffic runway two seven, report two miles out on left base”, etc.
- What constitutes Class D? An operating control tower. Most Class D airspace reverts to surface based Class E airspace if the tower is closed. Check your A/FD for further details. A brief review of the concept of “establishing communication” will be covered. You will not specifically hear “Cleared to enter Class D airspace” or anything like that. The “opposite” of establishing communications will be covered as well (“…aircraft calling tower remain clear of XXX Class D and call back in ten minutes…”)
- Transiting Class D airspace: Many pilots go out of their way to avoid Class D airspace while enroute. First off, it’s usually pretty easy to go over the top of it. (Use a picture of the top limit of Class D airspace on a Sectional). In lieu of that though, call up, establish communication, tell them where you are, where you’re going and you’ll most likely get “proceed on course”. You DO NOT need a “Cleared to enter Class D” (like you would for Class B). Remember, the simple act of establishing communications is your admission ticket.
- While we’re on the topic of FAR 91.126, this regulation goes on to say (d) that if your radio fails in flight (VFR), you may proceed into Class D airspace and land if a clearance is received. This implies one of two things: You are receiving only on your radio, not transmitting, orYou were given light signals by the tower. Good time to make sure you know the light signals or have them available in the cockpit. Although you have the “right” to charge into Class D airspace unannounced, if you had the opportunity to land VFR somewhere else, that might actually be a better option.
- A.I.M. outlines traffic pattern operations in 4-3-3. However, the tower can specify any type of traffic pattern that they wish. If you call in and they say “enter on a left base”, or “proceed straight in”, you are exempted from flying a standard traffic pattern. At a busy training airport, it’s not uncommon to have slower traffic in a right hand pattern and faster traffic in a left hand pattern! It’s up to the tower to keep everyone apart – and they do a terrific job of it! Let’s talk about traffic patterns for a minute. The old thing about FAR 91.126(b)(1) that says “make all turns of that airplane to the left…” applies to non-towered. When you’re in Class D airspace under tower control, you make the traffic pattern specified by the tower.A common mistake made by pilots who undergo their initial training at a non-towered airport and are infrequent users of Class D airspace is to continue to announce their position all the way around the pattern. If tower says “cleared to land” when you are on downwind, you are NOT expected to announce base leg, final, etc, like you would at a non-towered airport.
- A review of Special VFR is in order at this point. It must be “pilot initiated”. Discuss the wisdom of obtaining a Special VFR clearance outbound unless the weather is 100% better outside Class D airspace. Typically, Special VFR is used inbound.
- We have a letter of interpretation from the FAA, November 1989, stating that the right-hand interpretation is the correct one.
- LAHSO (proper phraseology – it’s ok to turn it down. No “hero medals” issued for trying and failing though. Student pilots should not participate (AIM 4-3-11). Distances can be found in A/FD. However, controllers have easy access to this info if you’re not certain—just ask.
- PCL – might mention Sandra Bullock accident. “The control tower was closed for the night. The airport was located in a national park, and, therefore, the runway lights were not left on during the night. During non-tower operation hours, the procedure for turning on the runway lights called for the pilot to key the microphone multiple times on the Common Traffic Advisory Frequency (CTAF), which was the tower frequency. The copilot of the accident airplane made multiple attempts to turn on the runway lights using the UNICOM frequency, which had been the CTAF until about 6 months before the accident. The captain continued his landing approach below approach minimums without the runway lights being on. While in the landing flare, the captain reported that strong cross-winds and blowing snow created a "white-out" weather condition. The airplane touched down 195 feet left of the runway centerline in snow covered terrain between the runway and taxiway. Two ILS Runway 18 approach plates were found in the airplane. One was out of date and showed the UNICOM frequency as the CTAF. The other was current and showed the tower frequency as the CTAF.”On caution around open/close times, might mention the accident below: CTAF when tower is closed. Excellent example of how it’s NOT supposed to be done… http://www.ntsb.gov/aviationquery/brief.aspx?ev_id=20110627X20034&key=1 NTSB Identification: ERA11LA361A14 CFR Part 91: General AviationAccident occurred Sunday, June 26, 2011 in Pompano Beach, FLAircraft: BEECH A60, registration: N38NInjuries: 3 Uninjured. This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.On June 26, 2011, about 0800 eastern daylight time, a Beech A60, N38N, registered to a private individual, and a Aliev Cozy MK IV, N484BD, registered to Bravo Delta, Inc., collided on the ground at Pompano Beach Airpark (PMP), Pompano Beach, Florida. Visual meteorological conditions prevailed at the time and no flight plan was filed for either flight which were operating under the provisions of 14 Code of Federal Regulations (CFR) Part 91 as personal flights. The Cozy was taxiing to takeoff, and the Beech was taxiing after landing, following a local flight which departed PMP about 0740. The Cozy airplane sustained substantial damage to the right wing, and the Beech A60 sustained minor damage to the left engine cowling and propeller. The certificated airline transport pilot of the Beech airplane was not injured, and the certificated private pilot and pilot-rated passenger of the Cozy airplane also were not injured.The pilot and pilot-rated passenger of the Aliev Cozy MK IV reported obtaining the automated terminal information service (ATIS), then waited in a non-movement area for the air traffic control tower to resume normal operation. At 0800, when the tower opened, they heard a broadcast on the frequency requesting pilots of all aircraft to announce their intentions. The pilot-rated passenger reported contacting ground control on 121.9 MHz, and gave the controller their location, and advised they had obtained ATIS information Alpha. The controller cleared them to taxi to runway 10 (active runway) via taxiways L and A, and cleared to cross runway 06. The pilot of the Cozy reported that he proceeded to turn left on taxiway Alpha and a couple of seconds later, he felt a jolt and their airplane spun to the right. At that time they saw the other airplane (Beech A60) to their right. The pilot further stated they did not hear any other communications on the ground control frequency.The pilot of the Beech A60 reported he landed on runway 10 about 0758 (before the air traffic control tower resumed normal operations), and rolled to the end of the runway where he taxied onto taxiway Echo. He then turned onto taxiway Lima, and at that time while on the tower frequency (125.4 MHz), he heard an announcement from the tower requesting all pilot's to announce their intentions. While continuing on taxiway Lima he waited for the pilot of another airplane (a Cessna) to communicate with the tower, and then he advised the controller on the tower frequency that he was taxiing to the T-hangars. Immediately thereafter, he felt a collision. He further stated that other than the pilot of the Cessna, he did not hear any other communications on the tower frequency.According to preliminary information from the Federal Aviation Administration (FAA) inspector-in-charge, the airplanes collided on taxiway Lima near the intersection of taxiway Delta. Index for Jun2011 | Index of months Here’s another Class D incident that happened at Nashville: http://www.ntsb.gov/alj/O_n_O/docs/Aviation/4021.pdf
- Taxi instructions will start with the assigned runway, then specify the taxi route and any initial runway crossing and/or hold short instructions. For example: “Cessna 4GA, Runway 36L, taxi via Alpha, Charlie, cross Runway 13, hold short of Runway 27.” If multiple runways intersect the route to the departure runway, the controller will not simultaneously issue all the crossing clearances. For instance, in the example above, the controller would not have cleared the aircraft to cross both Runway 13 and Runway 27 at the same time. However, an exception may be made in cases where the distance between two runway centerlines is less than 1,000 feet.Examples:Situation 1: Lincoln Airport, Lincoln, Neb., taxiing from the east ramp to Runway 14, no other traffic.Old:Taxi to Runway 14 via Echo, Delta, Bravo.New:Runway 14, taxi via Echo, Delta, Bravo, cross Runway 17, hold short of Runway 18.Notes: Under the new system, the controller would wait until the aircraft has crossed Runway 17, then issue a subsequent clearance to cross Runway 18.Situation 3: Baltimore/Washington International, Baltimore, Md., taxiing from the GA ramp to Runway 22, no other traffic.Old:Taxi to Runway 22 via Kilo.New:Runway 22, taxi via Kilo, cross Runway 15L. Notes: Under the new system, a specific clearance is given to cross Runway 15L.o runway centerlines is less than 1,000 feet.
- “Old guys” remember the TCA (Terminal Control Area before 1993). Image of the old “upside down wedding cake”. Quick review – What is Class B for? Provide positive separation for aircraft landing/departing the primary airport.
- Sometimes when a controller is working a VFR aircraft, they might give a clearance (heading or altitude change) that would take it into Class B. Even though the “Remain Clear of Class Bravo” statement has not been given, be certain to query the controller if you think you might be about to enter Class B. Everybody is happier when the “Cleared to enter Class Bravo” statement has been received.
- Center generally controls from above where approach/departure control has juristiction to FL600. Airspace is divided up into sectors. During non busy times, one controller might work more than one sector. On different frequenciesOften, particularly in off-peak traffic hours, one controller will be working more than one frequency. If you get a “contact me on 126.72” or “change to my frequency 126.72”, you only need to check in with your callsign. No need to use the full check-in.
- VFR flight following is a big topic here. Age old question, on initial call-up to Center to request VFR Flight Following do you tell them everything? Or just your call sign to establish communications? It really depends on the controller workload. During busy times, the controller might not even have time to work VFR traffic so the simpler/shorter the initial request, the better.Often, particularly in off-peak traffic hours, one controller will be working more than one frequency. If you get a “contact me on 126.72” or “change to my frequency 126.72”, you only need to check in with your callsign. No need to use the full check-in.
- Approach/Departure control typically controls in the vicinity of an airport up to anywhere between 6,000’ AGL or 10,000 AGL. Inbound, aircraft are handed off from Center to Approach Control, outbound, tower hands off to Departure Control, who then hands off to Center. Approach control may be working more than one “primary” airport. Example, Potomac TRACON (Washington, D.C. area) at any given time is working inbounds and outbounds for Dulles, Reagan National, Baltimore/Washington Thurgood Marshal and Andrews Air Force Base! This in addition to several reliever airports. Same for “SoCal” TRACON (Los Angeles) as well as “Bay TRACON (San Francisco).
- A review of the procedures for visual approaches is in order: ATC can give you a visual approach clearance based on either seeing the airport or seeing the aircraft that you are to follow ahead of you. If ATC points out traffic ahead, unless you want to be cleared for a visual approach, best not to acknowledge seeing it. Are you absolutely CERTAIN that is the correct aircraft that you see? Remember, you assume responsibility for visual separation, terrain clearance, wake turbulence separation, etc. when you accept a visual approach.Review of contact approaches. 1 mile and clear of clouds. Must have an instrument approach to the airport. Must be pilot initiated.
- Non-towered operations continue to be an issue across the country. Over 90% of airports in the US are non-towered. (Used to use the term “uncontrolled” but that implies “out of control”. “Pilot Controlled” sounds a bit better! But “non-towered” works too! Perhaps it’s more annoying than it is dangerous but “All Traffic In The Area Please Advise” still is being used, contrary to AIM 4-1-9 (g).
- The point here with UNICOM communications is that the bare essentials are spelled out in AIM 4-1-9. Perhaps a bit of improvisation is necessary at times, obviously, every scenario can’t be spelled out but be real. Here’s an example of proper non-towered phraseology;“Hastings Traffic, Cub Two Two Foxtrot departing Runway Four, Hastings”“Hastings Traffic, Cub Two Two Foxtrot turning left crosswind, Runway Four, Hastings”“Hastings Traffic, Cub Two Two Foxtrot turning left downwind, Runway Four, Hastings”“Hastings Traffic, Cub Two Two Foxtrot turning left base, Runway Four, touch and go, Hastings”Notice that each call is prefaced by “Hastings TRAFFIC” and suffixed by just “Hastings”. (Not “Hastings TRAFFIC” at the end) This is the AIM prescribed phrasology.
- The “radio check” thing gets a little crazy at non-towered airports. “Hastings Unicom, Cub Two Two Foxtrot, radio check comm one”, “Hastings Unicom, Cub Two Two Foxtrot, radio check comm two. Do you REALLY need a radio check? For VFR operations? All your radios?Use a little bit of common sense. At a non-towered airport on a busy day, making announcements about runway crossings while taxiing can add to frequency congestion and block out much more important calls.
- The “active runway” is the runway that is use. At a non-towered airport, saying “taking the active” really means nothing. Say what you mean! Pilots say stuff on the radio because it sounds cool because they hear other pilots saying it. This isn’t about sounding cool, this is about communicating effectively.Don’t say stuff just because other people say it. “Taking the active”, “on the go”, “all traffic in the area please advise”
- Primarily, VFR pilots do all the communicating with the FSS. Opening and closing VFR flight plans, maybe an in-flight call to EFAS on 122.0. Important to remember that every FSS communicates on two frequencies. 121.5 of course, the emergency frequency, and 122.0. There are other frequencies as well. Check the frequency box (insert picture) for further details.
- Flight Service is referred to as “radio”, as in “Leesburg Radio”Sample call“Seattle Radio, Cessna Eight Eight Four Seven Uniform on 122.55”“Cessna Eight Eight Four Seven Uniform, Seattle Radio, go ahead”“Cessna Eight Eight Four Seven Uniform would like to open (or activate) a VFR flight plan. I departed Lake Washington at time 1820Z.“Cessna Eight Eight Four Seven Uniform your VFR flight plan is activated, have a good flight”IFR—automatic at towered airport; considerations in deciding whether to cancel in air v. ground at non-towered airport.
- Don’t forget Enroute Flight Advisory Service either. (EFAS). It’s the FSS you’re talking to but it’s on the universal frequency of 122.0 nationwide. Contact “Flight Watch” by using the name of the ARTCC facility serving the area of your location. If you don’t know exactly who you’re addressing, simply say “Flight Watch” instead of “Atlanta Flight Watch”. Not to be used for flight plans and non-weather related use. EFAS uses RCOs (Remote Communication Outlet) in many places and the specialist who answers you needs to know your approximate location to select the most appropriate transmitter/receiver outlet for communications coverage. Example: Cleveland flight Watch, Cessna four five six one seven, Yakima VOR, over”
- EmergencyComnmunications: When all hell breaks loose and you have a certified emergency, you probably don’t want to be changing frequencies. If you’re talking to a controller and you experience an emergency, forget about 121.5. Just tell the controller. On the other hand, if you’re VFR and not talking to a controller and you experience an emergency, you have a pretty good chance of getting in touch with someone instantly on 121.5 since airliner continuously monitor 121.5 since 9/11. No matter where you are in the world, there’s a pretty good chance that you’re within VHF range of someone monitoring “guard”. (121.5)
- Special Use Airspace, Restricted/Prohibited AreasThe end panel on a sectional chart is the best place to get radio frequencies for the controlling agency of any special use airspace. Obviously, unless you’re crewing Marine One, you’re not going to get permission to enter P-40 but it’s nice to be able to take a shortcut through a restricted area if you find out from the controlling agency that it is not “hot”.
- Sample Radio Call:“Salt Lake City Center, Diamond Four Zero Four Golf Alpha, can you advise as to the status of R-3202?”“Diamond Four Zero Four Golf Alpha, Salt Lake City Center, standby”“Diamond Four Zero Four Golf Alpha, R-3202 is not active at this time.
- Non Radar Environment: FAF/Procedure turn inbound2. Revised ETA>3 minutesWhere charted (solid triangles)Required reports:Malfunctions of nav, approach, or comm equipmentUnforecast weatherAny safety of flight infoVacating assigned altitudeChanging VFR-On-Top altitudeUnable to maintain 500 fpm in climb/descentMissed ApproachTAS change of 10kias or 5%Entering and leaving a hold
- Tell about “Operation Raincheck”
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