1. Communications: Confusion, Congestion, the English Language Rick L. Crose Air Traffic Controller Orlando International Tower

2. References for this presentation are; FAA Handbook 7110.65L Pilot/Controller Glossary Aeronautical Information Manual FAR Part 91 Personal Experience

3. How does confusion and congestion enter the equation? Inexperience Poor equipment Lack of appropriate knowledge ATC and other ground stations Flight instruction

4. INEXPERIENCE Lack of preparation Unfamiliar with surroundings New to radio procedures Not listening to all calls

5. POOR EQUIPMENT Noisy cabin No headsets Bad radios

6. LACK OF APPROPRIATE KNOWLEDGE Unfamiliar with specific operations Unfamiliar with applicable regulations Lack of preparation

7. ATC AND OTHER GROUND STATIONS Unicom operators Flight Service Station ATC and non-standard phraseology Required reports to ATC

8. FLIGHT INSTRUCTION Briefings Preparation Active Instruction

9. AERONAUTICAL INFORMATION MANUAL The AIM contains pertinent information concerning almost all aspects of aviation safety. It also contains the exact pilot/controller glossary that air traffic controllers have in their handbook.

10. Any Questions?

11. Good….because we have some for you !!!

12. You are chatting to your friends riding in your plane while on vectors for the ILS into Sanford. You hear a callsign that sounded like yours and an ILS approach clearance issued. Nobody responds to it. What should you do? Question #1

13. A. Ignore the call B. Acknowledge the approach clearance with your call sign. C. Ask for a verification that the clearance was for you. D. Readback all of the control instructions and acknowledge the approach clearance with your call sign. E. Continue chatting with your friends.

14. A. Ignore the call B. Acknowledge the approach clearance with your call sign. C. Ask for a verification that the clearance was for you. D. Readback all of the control instructions and acknowledge the approach clearance with your call sign. E. Continue chatting with your friends.

15. Even though you did not hear an acknowledgment from another aircraft does not mean that it was not done. If that clearance was issued to an aircraft that was on another frequency, you would not hear that reply. It is best to wait a few moments then ask if that clearance was directed to you. In many cases, if the controller did not get the acknowledgment, they will re-issue the clearance before you ask.

16. You are on vectors for the NDB approach into Orlando Executive Airport. Approach control gives you the following clearance. Skylane zero Hotel Delta, 5 miles from Herny, turn right heading zero six zero, maintain 2,000 until established on final approach course, cleared NDB runway 7 approach. How should you acknowledge the clearance? Question #2

17. A. Skylane zero Hotel Delta, roger. B. Skylane zero Hotel Delta, heading zero six zero, 2,000 until established, cleared approach. C. Skylane zero Hotel Delta. D. All of the above. E. None of the above.

18. A. Skylane zero Hotel Delta, roger. B. Skylane zero Hotel Delta, heading zero six zero, 2,000 until established, cleared approach. C. Skylane zero Hotel Delta. D. All of the above. E. None of the above.

19. Answer “C” is the easiest. Answer “A” only adds the word “Roger” which means that you have received the last transmission....nothing more, nothing less. It is not to be used as a “Yes” or “No” answer. Answer “B” is the best if you are not sure you understood all of the content of your clearance. This would allow the controller to “catch” any mistakes.

20. You are at Orlando International and ready for takeoff on runway 18R. You call the tower advising that you are ready and the tower replies, Cutlass four six Delta, hold short Runway 18R, traffic heavy Boeing 747 one mile final. How should you acknowledge this? Question #3

21. A. Cutlass four six Delta, roger. B. Cutlass four six Delta, holding short. C. No reply is necessary. D. Cutlass four six Delta, I can take an immediate departure. E. None of the above.

22. A. Cutlass four six Delta, roger. B. Cutlass four six Delta, holding short. C. No reply is necessary. D. Cutlass four six Delta, I can take an immediate departure. E. None of the above.

23. Even though answer “B” seems to be correct, the controller handbook specifies that controllers must request a read back of runway hold short instructions when it is not received from the pilot. If you use answer “B”, the controller may accept it because of frequency congestion, but then carefully watch you to make sure you don’t move. So, it is best to state the runway in reading back those instructions.

24. You call for taxi instructions from the west ramp at Orlando Executive Airport. Ground control says, “November zero Golf Oscar, runway two five, taxi via Golf, Juliett and Alpha, hold short of runway one three”. How should you respond? Question #4

25. A. November zero Golf Oscar, runway two five, taxi via Golf, Juliett and Alpha. B. November zero Golf Oscar, hold short of runway one three. C. November zero Golf Oscar, runway two five D. November zero Golf Oscar, runway two five, hold short of runway one three E. Nothing, because the controller doesn’t know what he is talking about.

26. A. November zero Golf Oscar, runway two five, taxi via Golf, Juliett and Alpha. B. November zero Golf Oscar, hold short of runway one three. C. November zero Golf Oscar, runway two five D. November zero Golf Oscar, runway two five, hold short of runway one three E. Nothing, because the controller doesn’t know what he is talking about.

27. You may think that answer “E” is correct but actually answer “D” is the most correct. Pilots must state their assigned takeoff runway and any runway hold short instructions. Again, there is nothing wrong with reading back everything but common sense should prevail.

28. You are flying a C172 into a busy airport. The controller instructed you to follow a PA32 on a two mile final and you that you are cleared to land. When you are short final, you notice that the PA32 has missed the first taxiway and has a few hundred feet to go to the next taxiway that is 5,000 ft. down the runway. The tower is very busy, there is constant chatter on the frequency and you can’t get a word in. What should you do?

29. A. Key up your microphone until everyone is tired of the squealing and quits talking. B. Transmit on the emergency frequency to the tower to verify landing clearance. C. Go around D. Overfly the PA32 and then land on the remaining length. E. Continue to land

30. A. Key up your microphone until everyone is tired of the squealing and quits talking. B. Transmit on the emergency frequency to the tower to verify landing clearance. C. Go around D. Overfly the PA32 and then land on the remaining length. E. Continue to land

31. English- The Official Language of Aviation?

32. Scene 1 Take 1 Roll Video Tape

33. Differences between the FAA and ICAO

34. We hope you enjoyed this! Any comments may be sent to: Orlando International Tower c/o Rick Crose 9399 Airport Blvd. Orlando, Florida 32827 -4335, or by e-mail at RLCrose@earthlink.net

35. Land and Hold Short Operations Controllers need a full read back of all Land and Hold Short Operations including the phrase of “Hold Short of (runway, taxiway, or point)”

36. Taxi Instructions Pilots should always readback the runway assignment when taxi instructions are received from the controller. Pilots should always read back any hold short instructions, particularly those concerning runways. Controllers are required to confirm any runway hold short assignments

37. ATC Clearance or Instructions Readback Pilots of airborne aircraft should read back those parts of ATC clearances and instructions containing altitude assignments or vectors as a means of mutual verification.

38. ATC Clearance or Instructions Readback The readback of the “numbers” serves as a double check between pilots and controllers and reduces the kinds of communication errors that occur when a number is either misheard or is incorrect.

39. ATC Clearance or Instructions Readback Precede or append the readback or acknowledge instructions with the aircraft identification. This aids controllers in determining that the correct aircraft received the clearance or instruction.

40. ATC Clearance or Instructions Readback Readback altitudes, altitude restrictions, and vectors in the same sequence as they are given in the clearance or instruction. Altitudes contained in charted procedures, such as SID’s, instrument approaches, etc.., should not normally be read back unless they are specifically stated by the controller.

41. IFR Clearance VFR-On-Top Pilots who receive a VFR-On-Top/VFR Conditions clearance must comply with the IFR flight rules that apply to that flight such as. –minimum IFR altitudes –position reporting –radio communications –course to be flown –report leaving an altitude

42. Required reports at all times When vacating any previously assigned altitude for a newly assigned altitude. Warrior three one one, descend and maintain four thousand.

43. Required reports at all times When an altitude change will be made if operating on a clearance specifying VFR- On-Top/VFR Conditions

44. Required reports at all times When unable to climb/descend at a rate of least 500 feet per minute. I think I can, I think I can. Canary one twelve, climb and maintain one four thousand.

45. Required reports at all times When approach has been missed, along with your intentions. Approach, Air Force two is missed approach requesting vectors for the ILS again.

46. Required reports at all times Change in the average true airspeed (at cruising altitude) when it varies by 5% or 10 knots (whichever is greater) from that filed in the flight plan.

47. Required reports at all times The time and altitude upon reaching a holding fix or point. When leaving any assigned holding fix or point. Approach, Navajo niner Whiskey Tango, entering holding over Herny at zero one three zero, level four thousand.

48. Required reports at all times Any loss, in controlled airspace, of VOR, TACAN, ADF, LF, complete or partial loss of ILS capability or any impairment on air/ground communications capability. Reports should include aircraft identification, equipment affected, degree to which the capability to operate under IFR is impaired and the nature and extent of assistance desired from ATC.

49. Required reports at all times Any information relating to the safety of flight to include, –weather conditions which were not forecasted. –hazardous conditions which were forecasted and encountered.

50. Required reports when not in radar contact. A corrected estimate anytime it becomes apparent that the previous estimate is in error by more than 3 minutes. When leaving the final approach fix inbound on the final approach of a non-precision approach. Leaving the outer marker (or fix used in lieu of) inbound on final approach of a precision approach.

51. Radio Message Format Initial Callup (Towers*, or after a handoff) –The name of the facility that you are calling. –Your full aircraft identification. –Your message. –the word “over” if you think it is necessary. Towers refer to all operating positions in the control tower... Clearance Delivery, Ground Control, Local Control.

52. Radio Message Format Initial Callup (Center, Approach Control or FSS) –The name of the facility that you are calling. –Your full aircraft identification. –(FSS) the frequency you are listening on. –the word “over” if you think it is necessary.

53. Radio Message Format After Initial Callup (Center, Approach Control or FSS) –Your full aircraft identification. –Your message*. –The word “over” if you think it necessary. PThe message should include your position, alititude, and what you want to do.

54. Radio Communications -Tips Do not shorten your aircraft identification until the controller does. Be alert to the description of your aircraft using aircraft type and color. Do not sit on microphone or wedge it against your leg or a windshield. Use a headset. If you don’t have one, buy one!!

55. Radio Communications -Tips Especially in a terminal environment, listen all all communications, not just the ones directed to you. This will allow you to develop a mental picture of what is going on around you.