Originally Posted by
Adlerdriver
Got debriefed on a line check this week. According to the LCA, my radio calls were backwards. 27 years of flying mil and civ combined and I never heard this, so I throw it out for comment.
According to this guy, we are supposed to end each response to ATC with our callsign rather than start it with callsign.
The example in question: Talking to Shanghai ground control.
SGC: "Airline 123, taxi L15, P4, hold short runway 17R at P4."
My response: "Airline 123, taxi L15, P4, hold short runway 17R at P4"
His debrief was that I should have said:
"Taxi L15, P4, hold short runway 17R at P4, Airline 123."
Now, we can probably go around and around about technique, but that's not what I'm after. I've heard it done both ways and I get the idea that some guys prefer to read back the instructions immediately so they don't forget them (got to know your limitations
).
For me, I'm of the mind that identifying yourself immediately is a good thing. Waiting until the end of the radio call to let ATC know who is actually responding to them is not a good plan. However, I'm certainly not claiming to be the expert on such things.
I'm talking procedures now, i.e. It must be done this way. Does anyone have a reference that supports his debrief point? AIM seems to indicate that callsign can be at the beginning or end of one's transmission. I don't know if there's another source.
Looking for any and all perspectives on this. Thanks.
Well, first off, congrats on passing the line check. You know you've done a pretty decent job if the only nit to pick is this.
Your LCA's technique is not a procedure prescribed by the AIM. In fact, most examples of radio communications in the AIM show the aircraft identification preceding all other information relayed in the radio call except for the ATC facility, if it is named in the radio call. In some cases, both orders are demonstrated in examples.
AIM 4-4-7.b.
ATC Clearance/Instruction Readback.
Pilots of airborne aircraft should read back
those parts of ATC clearances and instructions
containing altitude assignments, vectors, or runway
assignments as a means of mutual verification. The
read back of the “numbers” serves as a double check
between pilots and controllers and reduces the kinds
of communications errors that occur when a number
is either “misheard” or is incorrect.
1. Include the aircraft identification in all
readbacks and acknowledgments. This aids controllers
in determining that the correct aircraft received
the clearance or instruction. The requirement to
include aircraft identification in all readbacks and
acknowledgements becomes more important as
frequency congestion increases and when aircraft
with similar call signs are on the same frequency.
EXAMPLE−
“Climbing to Flight Level three three zero, United Twelve”
or “November Five Charlie Tango, roger, cleared to land
runway nine left.”
Procedure: Include aircraft identification
Technique: Include aircraft identification at beginning of transmission
Another technique: Include aircraft identification at end of transmission
Another technique: Include aircraft identification at some point in the transmission other than the beginning or end
Oh, and another nit ... It's Pudong Ground. We stopped going to Shanghai Hongqiao years ago.
.