Professional Pilot, May 2017

REDUCING COMMUNICATIONS ERRORS Dangerous misunderstandings can occur between pilots and controllers when language barriers are prevalent Standardized communication must be employed CPDLC with alphanumerics is achieving acceptance with pilots ATC both overseas and domestically Air traffic control in New Delhi India Even with modern equipment and proper training of both crews and controllers accents and non standardized terminology can hinder communications between pilots and ATC CPDLC can avoid these complications for safer more efficient operations B eginning in late 2010 pilots were told that Line up and wait meant they should position the aircraft on the runway and remain there until receiving a takeoff clearance For the majority of US pilots this was a change since they initially learned the same behavior under different ATC phraseology Taxi into position and hold which was changed to just Position and hold in January 2003 Prior to the transition the command mirrored the expectation at least in the United States So why change a firmly ingrained instruction that seemed so elegantly simple The reason was NTSB recommendation A 00 71 which asked the FAA to Require the use of standard International Civil Aviation Organization ICAO phraseology for airport surface operations The FAA regulatory document that prescribes phraseology and procedures for air traffic controllers is known as JO 711065W In 2000 the 90 PROFESSIONAL PILOT May 2017 NTSB requested that the FAA amend the order by incorporating the provisions of A 00 71 It took 10 years but eventually the FAA amended the practice of Position and hold to align with the ICAO equivalent of Line up and wait Seems like common sense and the safe thing to do However the impetus behind the change was actually because the original taxi into position and hold and subsequent position and hold had to do with another similar sounding ICAO phraseology of taxi to holding position The ATC phrase involved lining up on the runway while the ICAO taxi to holding position does not In short the change was the practical application of a global standard of communication in this case mainly for foreign pilots flying in the US although the safety implications for US pilots overseas are obvious The NTSB also suggested periodically emphasizing to controllers the need to use phraseology and to speak at reasonable rates when communicating with all flightcrews especially those whose primary language is not English There are two issues here phrase standardization and vocalization both of which can be mitigated in certain circumstances with Controller Pilot Data Link Communications CPDLC Adhering to standards enhances safety and reduces risk Pilots may be generally well versed in standards directed at procedures or aeronautical proficiency and yet can still be lacking when it comes to communications One source of guidance is the Aeronautical Information Manual AIM that informs pilots Radio communications are a critical link in the ATC system The link can be a strong bond between pilot and controller or it can be broken with surprising speed and disastrous results The AIM continues with Good phraseology enhances safety and is the mark of a professional pilot Jargon chatter and CB slang have no place in ATC communications Despite known standards the frequencies are rife with deviations Like personality the way one speaks is firmly established For the individual language is so habitual that it happens without thinking In turn self analysis is nearly non existent Pilots are masters of mentally self critiquing a poor landing long after the aircraft has been shut down but usually dont consider I told the controller I was passing through 2 point 4 Thats non standard The pilot should have said 2 thousand 4 hundred In nearly all instances these minor variations whether conscious or not never materialize into anything significant Sure uttering the anachronistic Tally ho or No joy when confronted with traffic confuses the private pilot whos barely keeping up with communications as it is but the controller generally interprets the message correctly Its fairly easy to resolve misunderstandings in domestic US airspace when all parties involved speak English as a primary language and to maintain situational awareness But reaching this level of understand Shannon Forrest President Turbine Mentor ATP CFII Challenger 604 605 Gulfstream IV MU2B