ATC communications question
11-25-2013 | 10:01 AM
#11
New boss = Old boss
Joined: Mar 2005
Posts: 2,763
Likes: 1
From: Ca B737
There's a point when radio conversation should become more conversational. If you haven't listened to the conversation between the Boeing (Giant) heavy that landed at the wrong airport and the tower, you should. Every transmission is preceded by, "Giant 4241 Heavy" bla bla bla. Sure it's appropriate to use that phraseology while conducting routine ops. But some point later, while they were discussing where they were, it stated sounding ridiculous. My point is they could have forgone the formality and just talked. Call signs are not always necessary or desired. IMHO.
11-25-2013 | 10:25 AM
#12
Gets Weekends Off
Joined: Jul 2007
Posts: 4,065
Likes: 40
From: 767 Captain
Callsign use is just part of disciplined radio procedures. Relying on voice recognition may work in some Podunk Unicom environment but it really has no place in professional aviation, IMO.
Lots of fatalities in commercial aviation have been the result(at least in part) of poor, undisciplined comm (Flying Tigers 66 in KL and Tenerife to name a couple).
11-25-2013 | 11:00 AM
#13
Gets Weekends Off
Joined: Mar 2008
Posts: 13,843
Likes: 1
From: FAA 'Flight Check'
There are times when no callsign readback is normal (like during a SF approach) or even desired like a ASR/PAR final controller. Those are specific, but illustrate that the 'should always use callsign readbacks' does not fit across the board either. Just like most cases - "always" and "never" rarely work.
11-25-2013 | 11:29 AM
#14
Gets Weekends Off
Joined: Jul 2007
Posts: 4,065
Likes: 40
From: 767 Captain
There are times when no callsign readback is normal (like during a SF approach) or even desired like a ASR/PAR final controller. Those are specific, but illustrate that the 'should always use callsign readbacks' does not fit across the board either. Just like most cases - "always" and "never" rarely work.
Using a callsign or even attempting to reply during a PAR would be poor comm too. You use your c/s when required. Simple as that.
11-25-2013 | 01:14 PM
#15
Gets Weekends Off
Joined: Mar 2008
Posts: 13,843
Likes: 1
From: FAA 'Flight Check'
I am agreeing with the 'use your callsign when appropriate' mantra and disagreeing with the notion that you should ALWAYS respond to ATC comm with your callsign.
I'm not sure where the confusion lies indicated by the question icon prior to your reply.
11-27-2013 | 08:44 AM
#18
Line Holder
Joined: May 2011
Posts: 282
Likes: 2
From: 747
How about reading back assigned speeds and headings on a new freq?
Ex, assigned heading 280 after takeoff by tower, do you tell departure you're on a 280 heading?
Or center gives you 320 knots or greater, do you need to inform the next center controller?
I was taught that they already know what you're assigned, and not to repeat it unless the controller asks you to. But I just flew with a captain who's convinced you always repeat heading and speed regardless. Can we get a consensus on this?
Ex, assigned heading 280 after takeoff by tower, do you tell departure you're on a 280 heading?
Or center gives you 320 knots or greater, do you need to inform the next center controller?
I was taught that they already know what you're assigned, and not to repeat it unless the controller asks you to. But I just flew with a captain who's convinced you always repeat heading and speed regardless. Can we get a consensus on this?
11-28-2013 | 06:17 AM
#19
OPS CHECK GOOD
Joined: Feb 2010
Posts: 39
Likes: 0
From: CA CRJ-200
How about reading back assigned speeds and headings on a new freq?
Ex, assigned heading 280 after takeoff by tower, do you tell departure you're on a 280 heading?
Or center gives you 320 knots or greater, do you need to inform the next center controller?
I was taught that they already know what you're assigned, and not to repeat it unless the controller asks you to. But I just flew with a captain who's convinced you always repeat heading and speed regardless. Can we get a consensus on this?
Ex, assigned heading 280 after takeoff by tower, do you tell departure you're on a 280 heading?
Or center gives you 320 knots or greater, do you need to inform the next center controller?
I was taught that they already know what you're assigned, and not to repeat it unless the controller asks you to. But I just flew with a captain who's convinced you always repeat heading and speed regardless. Can we get a consensus on this?
11-28-2013 | 08:50 AM
#20
New boss = Old boss
Joined: Mar 2005
Posts: 2,763
Likes: 1
From: Ca B737
How about reading back assigned speeds and headings on a new freq?
Ex, assigned heading 280 after takeoff by tower, do you tell departure you're on a 280 heading?
Or center gives you 320 knots or greater, do you need to inform the next center controller?
I was taught that they already know what you're assigned, and not to repeat it unless the controller asks you to. But I just flew with a captain who's convinced you always repeat heading and speed regardless. Can we get a consensus on this?
Ex, assigned heading 280 after takeoff by tower, do you tell departure you're on a 280 heading?
Or center gives you 320 knots or greater, do you need to inform the next center controller?
I was taught that they already know what you're assigned, and not to repeat it unless the controller asks you to. But I just flew with a captain who's convinced you always repeat heading and speed regardless. Can we get a consensus on this?
On a different question. I read on this forum that one doesn't have to say their altitude when changing freq. on the same facility. I've been trying it lately with only moderate success. It works about 80% of the time. E rest of the time I get them asking me to confirm my altitude. I'm not sure it's worth it because it doesn't feel natural. Also, I like to give a ride report most times anyway. So, my typical check in is, "Center, Flight xx, Flight Level 330, Smooth."
Thread
Thread Starter
Forum
Replies
Last Post
