Number 251
May 2000
Readback/Hearback:
Much to Be Heard on Both Sides
There has been much discussion lately about pilots’ and controllers’ respective responsibilities for accurate verbal communications. Several recent ASRS reports present suggestions aimed at improving communication on both sides. We begin with a Captain’s account of a clearance misinterpretation that led to a rejected takeoff.
The Pause That Confuses
A popular punctuation joke presents a “Dear John” letter in two versions, each version consisting of the same words, but quite different meanings. Excerpts follow: Version 1 “...I have no feelings whatsoever when we’re apart. I can be forever happy–will you let me be yours?” Version 2 “...I have no feelings whatsoever. When we’re apart, I can be forever happy. Will you let me be?” The analogy in pilot-controller verbal communications is the pause – where it falls in the transmission, and how long it lasts. A recent Captain’s report to ASRS illustrates the confusion that can result when the timing of the pause is off.
I Tower gave us, Company X15, position and hold [on]
Runway 12R “for spacing.” As we set the brake we thought we heard, “Company X15 right turn, right turn you are cleared for takeoff.” I responded, “Company X15 right turn, right turn cleared for takeoff Runway 12R.” We next heard, “Tower, Company Y15, verify that clearance was for us.” We aborted immediately (from taxi speed) and called “Company X15 aborting.” Tower instructed us to clear to [the] right and taxi back to the end, which we did. Company Y15 took off, and then we did. It appears that we took their similar call sign. We made a mistake. Factors:
I Upon receiving takeoff clearance, Tower modified the SID
to fly runway heading (010°). Upon climbing through 1,000 feet MSL, Tower instructed us to do the following:
✈ Taxiing out, we were told to anticipate a left turn. The
“right turn, right turn” helped to suck us in.
✈ We were not told “traffic departing crossing runway”
when we were put in position.
“[Aircraft call sign] Start your turn to heading 030° (same as SID) – pause/breath – at 4,000 feet contact [Departure] on 120.9.” What the Tower meant to say was: “Start your turn to heading 030° at 4,000 feet. Contact [Departure] on 120.9.” Depending on where the pause/breath was taken, the instructions from Tower have different implications. After contacting [Departure], they asked our heading and advised us of traffic...ahead. We acknowledged the traffic in sight and asked if they wanted us back on a 010° heading. Several seconds went by. Then [Departure] assigned us a heading of 350°, direct [fix] when able.
✈ The Tower did not state the runway, to my knowledge.
After a similar incident years ago (I was the cleared one), I started always using call sign and runway on Tower frequency. If we all used call sign and runway on Tower frequency, would it not be a step in the right direction to avoid such incidents? Including the runway in the takeoff clearance as well as crossing clearances would help prevents such incidents, too.
ImPROPer Engine Starts
Many small airplanes have impulse magnetos installed which use sensitive spring-loaded coupling to produce a series of sudden rotations – and hot sparks – during starting. If the magnetos are ON, even the slightest manual turn of a prop may be enough to snap the magneto and start the engine, as this unlucky pilot discovered: neglected to turn off the magnetos and when I moved the propeller, the engine started. The prop hit me on the head and right elbow. I was hospitalized for 5 days. The incident could have been prevented if I had been certain I turned off the magnetos. Any pilot hand-turning a prop should make sure the magnetos are in the OFF position. In addition, handpropping is never a one-person job. A second person is always needed in the cockpit to apply brakes.
I The airplane had been having difficulty starting…
The battery had just been replaced. I tried to start the engine without success and got out to adjust the prop. I
ASRS Recently Issued Alerts On…
A reported charting error involving a Prohibited Area CL65 stabilizer and mach trim failure during a takeoff Non-compliance with Required Inspection Items (RIIs) MD-80 in-flight loss of control following trim maintenance Problems with a ATC Rapid Data Voice Switching system
A Monthly Safety Bulletin from
The Office of the NASA Aviation Safety Reporting System, P.O. Box 189, Moffett Field, CA 94035-0189 http://asrs.arc.nasa.gov/
March 2000 Report Intake
Air Carrier / Air Taxi Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other TOTAL 2287 655 53 204 3199
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_251.pdf
May 2000
Readback/Hearback:
Much to Be Heard on Both Sides
There has been much discussion lately about pilots’ and controllers’ respective responsibilities for accurate verbal communications. Several recent ASRS reports present suggestions aimed at improving communication on both sides. We begin with a Captain’s account of a clearance misinterpretation that led to a rejected takeoff.
The Pause That Confuses
A popular punctuation joke presents a “Dear John” letter in two versions, each version consisting of the same words, but quite different meanings. Excerpts follow: Version 1 “...I have no feelings whatsoever when we’re apart. I can be forever happy–will you let me be yours?” Version 2 “...I have no feelings whatsoever. When we’re apart, I can be forever happy. Will you let me be?” The analogy in pilot-controller verbal communications is the pause – where it falls in the transmission, and how long it lasts. A recent Captain’s report to ASRS illustrates the confusion that can result when the timing of the pause is off.
I Tower gave us, Company X15, position and hold [on]
Runway 12R “for spacing.” As we set the brake we thought we heard, “Company X15 right turn, right turn you are cleared for takeoff.” I responded, “Company X15 right turn, right turn cleared for takeoff Runway 12R.” We next heard, “Tower, Company Y15, verify that clearance was for us.” We aborted immediately (from taxi speed) and called “Company X15 aborting.” Tower instructed us to clear to [the] right and taxi back to the end, which we did. Company Y15 took off, and then we did. It appears that we took their similar call sign. We made a mistake. Factors:
I Upon receiving takeoff clearance, Tower modified the SID
to fly runway heading (010°). Upon climbing through 1,000 feet MSL, Tower instructed us to do the following:
✈ Taxiing out, we were told to anticipate a left turn. The
“right turn, right turn” helped to suck us in.
✈ We were not told “traffic departing crossing runway”
when we were put in position.
“[Aircraft call sign] Start your turn to heading 030° (same as SID) – pause/breath – at 4,000 feet contact [Departure] on 120.9.” What the Tower meant to say was: “Start your turn to heading 030° at 4,000 feet. Contact [Departure] on 120.9.” Depending on where the pause/breath was taken, the instructions from Tower have different implications. After contacting [Departure], they asked our heading and advised us of traffic...ahead. We acknowledged the traffic in sight and asked if they wanted us back on a 010° heading. Several seconds went by. Then [Departure] assigned us a heading of 350°, direct [fix] when able.
✈ The Tower did not state the runway, to my knowledge.
After a similar incident years ago (I was the cleared one), I started always using call sign and runway on Tower frequency. If we all used call sign and runway on Tower frequency, would it not be a step in the right direction to avoid such incidents? Including the runway in the takeoff clearance as well as crossing clearances would help prevents such incidents, too.
ImPROPer Engine Starts
Many small airplanes have impulse magnetos installed which use sensitive spring-loaded coupling to produce a series of sudden rotations – and hot sparks – during starting. If the magnetos are ON, even the slightest manual turn of a prop may be enough to snap the magneto and start the engine, as this unlucky pilot discovered: neglected to turn off the magnetos and when I moved the propeller, the engine started. The prop hit me on the head and right elbow. I was hospitalized for 5 days. The incident could have been prevented if I had been certain I turned off the magnetos. Any pilot hand-turning a prop should make sure the magnetos are in the OFF position. In addition, handpropping is never a one-person job. A second person is always needed in the cockpit to apply brakes.
I The airplane had been having difficulty starting…
The battery had just been replaced. I tried to start the engine without success and got out to adjust the prop. I
ASRS Recently Issued Alerts On…
A reported charting error involving a Prohibited Area CL65 stabilizer and mach trim failure during a takeoff Non-compliance with Required Inspection Items (RIIs) MD-80 in-flight loss of control following trim maintenance Problems with a ATC Rapid Data Voice Switching system
A Monthly Safety Bulletin from
The Office of the NASA Aviation Safety Reporting System, P.O. Box 189, Moffett Field, CA 94035-0189 http://asrs.arc.nasa.gov/
March 2000 Report Intake
Air Carrier / Air Taxi Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other TOTAL 2287 655 53 204 3199
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_251.pdf
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