Number 259
March 2001
Communications Issues from ASRS Reports
ASRS recently received a report from a concerned air traffic controller who describes a non-standard communication practice by pilots and controllers – the use of microphone clicks as a response to clearances (by pilots), or to readbacks (by controllers). techniques for pilots and controllers, respectively. Neither reference endorses microphone clicks as an appropriate response technique.
Clearance “Red Flags”
In the following incident, an air carrier crew fell victim to a clearance misunderstanding, but realized after the event that they had missed several “red flags” that might have led them to question the clearance:
s It is very common for pilots to
respond to clearances with just their call sign or a double-click of the mike. Neither of these are good responses… Controllers are also at fault for using the double-click to respond to pilots. I have tried to get controllers to change [this practice] in my facility, but old, bad habits are very hard to break. I have been told that the double-click has been around forever and to stop being a baby about it! Since all an accident team has to go on is the tapes of the incident, I believe that double-clicks and pilots replying with only their call sign are accidents waiting to happen. As the skies get busier, it is only a matter of time before one of these [practices] leads to, or is particularly to blame, for an incident or accident. I [suggest a] reminder in the CALLBACK that the only proper way for a pilot to respond to any ATC clearance is by using their call sign and at least a “Roger,” if not a complete readback of the clearance. Double-clicks by a pilot or controller have no place in aviation. A substantial number of ASRS communications-related reports involve readback/hearback problems. Many of these incidents could be prevented if reporters followed prescribed radio contact techniques. Section 4-2-3 of the Aeronautical Information Manual (AIM), and section 2-4-3 of the Controllers Handbook (FAA Order 7110.65) cover correct radio communications phraseology and
s While taxiing for takeoff, XYZ Radio gave us a
clearance as follows: “Cleared via the radials of [jet route], climb and maintain 3-3 thousand, expect FL350 5 minutes after departure.” I read back, “…cleared via the radials of [jet route], climb and maintain FL330, expect FL350 5 minutes after departure.” Radio came back and said, “Correct, except expect FL350 3 minutes after departure.” After departure Center gave us a heading of 165°. Through about 10,000 feet, they asked us what altitude we were given. We responded FL330. They said no, it was to climb to 3,000 feet. They said no problem, continue climb to FL 350. Both Radio and Center missed our readbacks of FL330. Because we were in a rush, we missed the “red flags” of the clearance – “cleared via the radials” and “3-3 thousand.” Cleared via the radials would indicate it was an altitude lower than 18,000 feet, and 3-3 thousand is non-standard terminology [for 3,000 feet]. I think the lesson is to pay closer attention to the clearance. Question anything that is not clear, and don’t rely on the readback to catch any errors.
From F/A to PA
Those who enjoy aviation humor know that a number of airline jokes feature the bungled or embarrassing Passenger Announcement (PA). A variant is the cockpit call to the Flight Attendant (F/A) that becomes an unintended PA. More from this recent ASRS report: that she lived south of ABC airport. I mentioned we would pass over her neighborhood on departure and we would ring the F/A call button when over that spot (about 20 nm south of airport). We did so and due to confusion, I mentioned on the (what I thought was crew interphone but was actually a PA to passengers), “we’re over your house now.” We were below 10,000 feet when this occurred.
s We were flying ABC-XYZ. Earlier, during crew introductions / briefing a Flight Attendant mentioned
ASRS Recently Issued Alerts On…
A-300 engine failure during initial climb B737-300 wire bundle damage from rotating flap torque ARTS radar tracking problem in an East Coast TRACON CL65 uncommanded thrust reverser deployment at cruise Multiple reports of problems with a TRACON radar 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/
January 2001 Report Intake
Air Carrier / Air Taxi Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other TOTAL 2451 597 76 162 3286
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_259.pdf
March 2001
Communications Issues from ASRS Reports
ASRS recently received a report from a concerned air traffic controller who describes a non-standard communication practice by pilots and controllers – the use of microphone clicks as a response to clearances (by pilots), or to readbacks (by controllers). techniques for pilots and controllers, respectively. Neither reference endorses microphone clicks as an appropriate response technique.
Clearance “Red Flags”
In the following incident, an air carrier crew fell victim to a clearance misunderstanding, but realized after the event that they had missed several “red flags” that might have led them to question the clearance:
s It is very common for pilots to
respond to clearances with just their call sign or a double-click of the mike. Neither of these are good responses… Controllers are also at fault for using the double-click to respond to pilots. I have tried to get controllers to change [this practice] in my facility, but old, bad habits are very hard to break. I have been told that the double-click has been around forever and to stop being a baby about it! Since all an accident team has to go on is the tapes of the incident, I believe that double-clicks and pilots replying with only their call sign are accidents waiting to happen. As the skies get busier, it is only a matter of time before one of these [practices] leads to, or is particularly to blame, for an incident or accident. I [suggest a] reminder in the CALLBACK that the only proper way for a pilot to respond to any ATC clearance is by using their call sign and at least a “Roger,” if not a complete readback of the clearance. Double-clicks by a pilot or controller have no place in aviation. A substantial number of ASRS communications-related reports involve readback/hearback problems. Many of these incidents could be prevented if reporters followed prescribed radio contact techniques. Section 4-2-3 of the Aeronautical Information Manual (AIM), and section 2-4-3 of the Controllers Handbook (FAA Order 7110.65) cover correct radio communications phraseology and
s While taxiing for takeoff, XYZ Radio gave us a
clearance as follows: “Cleared via the radials of [jet route], climb and maintain 3-3 thousand, expect FL350 5 minutes after departure.” I read back, “…cleared via the radials of [jet route], climb and maintain FL330, expect FL350 5 minutes after departure.” Radio came back and said, “Correct, except expect FL350 3 minutes after departure.” After departure Center gave us a heading of 165°. Through about 10,000 feet, they asked us what altitude we were given. We responded FL330. They said no, it was to climb to 3,000 feet. They said no problem, continue climb to FL 350. Both Radio and Center missed our readbacks of FL330. Because we were in a rush, we missed the “red flags” of the clearance – “cleared via the radials” and “3-3 thousand.” Cleared via the radials would indicate it was an altitude lower than 18,000 feet, and 3-3 thousand is non-standard terminology [for 3,000 feet]. I think the lesson is to pay closer attention to the clearance. Question anything that is not clear, and don’t rely on the readback to catch any errors.
From F/A to PA
Those who enjoy aviation humor know that a number of airline jokes feature the bungled or embarrassing Passenger Announcement (PA). A variant is the cockpit call to the Flight Attendant (F/A) that becomes an unintended PA. More from this recent ASRS report: that she lived south of ABC airport. I mentioned we would pass over her neighborhood on departure and we would ring the F/A call button when over that spot (about 20 nm south of airport). We did so and due to confusion, I mentioned on the (what I thought was crew interphone but was actually a PA to passengers), “we’re over your house now.” We were below 10,000 feet when this occurred.
s We were flying ABC-XYZ. Earlier, during crew introductions / briefing a Flight Attendant mentioned
ASRS Recently Issued Alerts On…
A-300 engine failure during initial climb B737-300 wire bundle damage from rotating flap torque ARTS radar tracking problem in an East Coast TRACON CL65 uncommanded thrust reverser deployment at cruise Multiple reports of problems with a TRACON radar 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/
January 2001 Report Intake
Air Carrier / Air Taxi Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other TOTAL 2451 597 76 162 3286
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_259.pdf
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