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another Cessna as I made my getaway.
Our reporter came up with a creative and creature-friendly
solution that other pilots in similar circumstances may want
to consider. Cowling covers that restrict access to the engine
compartment are another possibility.
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/
Number 251 May 2000
ASRS Recently Issued Alerts On…
A reported charting error involving a Prohibited Area
CL65 stabilizer and mach trim failure during a takeoff
Non-compliance with Required Inspection Items (RIIs)
MD-80 in-flight loss of control following trim maintenance
Problems with a ATC Rapid Data Voice Switching system
March 2000 Report Intake
Air Carrier / Air Taxi Pilots 2287
General Aviation Pilots 655
Controllers 53
Cabin/Mechanics/Military/Other 204
TOTAL 3199
Readback/Hearback:
Much to Be Heard on Both Sides
There has been much discussion lately about pilots’ and
controllers’ respective responsibilities for accurate verbal
communications. Several recent ASRS reports present
suggestions aimed at improving communication on both
sides. We begin with a Captain’s account of a clearance
misinterpretation that led to a rejected takeoff.

Tower gave us, Company X15, position and hold [on]
Runway 12R “for spacing.” As we set the brake we thought
we heard, “Company X15 right turn, right turn you are
cleared for takeoff.” I responded, “Company X15 right
turn, right turn cleared for takeoff Runway 12R.” We next
heard, “Tower, Company Y15, verify that clearance was for
us.” We aborted immediately (from taxi speed) and called
“Company X15 aborting.” Tower instructed us to clear to
[the] right and taxi back to the end, which we did.
Company Y15 took off, and then we did.
It appears that we took their similar call sign. We made a
mistake. Factors:
✈ Taxiing out, we were told to anticipate a left turn. The
“right turn, right turn” helped to suck us in.
✈ We were not told “traffic departing crossing runway”
when we were put in position.
✈ The Tower did not state the runway, to my knowledge.
After a similar incident years ago (I was the cleared one), I
started always using call sign and runway on Tower
frequency. If we all used call sign and runway on Tower
frequency, would it not be a step in the right direction to
avoid such incidents?
Including the runway in the takeoff clearance as well as
crossing clearances would help prevents such incidents,
too.
The Pause That Confuses
A popular punctuation joke presents a “Dear John” letter in
two versions, each version consisting of the same words, but
quite different meanings. Excerpts follow:
Version 1
“...I have no feelings whatsoever when we’re apart. I can
be forever happy–will you let me be yours?”
Version 2
“...I have no feelings whatsoever. When we’re apart, I can
be forever happy. Will you let me be?”
The analogy in pilot-controller verbal communications is the
pause – where it falls in the transmission, and how long it
lasts. A recent Captain’s report to ASRS illustrates the
confusion that can result when the timing of the pause is off.

Upon receiving takeoff clearance, Tower modified the SID
to fly runway heading (010°). Upon climbing through 1,000
feet MSL, Tower instructed us to do the following:
“[Aircraft call sign] Start your turn to heading 030° (same as
SID) – pause/breath – at 4,000 feet contact [Departure] on
120.9.”
What the Tower meant to say was:
“Start your turn to heading 030° at 4,000 feet. Contact
[Departure] on 120.9.”
Depending on where the pause/breath was taken, the
instructions from Tower have different implications. After
contacting [Departure], they asked our heading and advised
us of traffic...ahead. We acknowledged the traffic in sight
and asked if they wanted us back on a 010° heading. Several
seconds went by. Then [Departure] assigned us a heading of
350°, direct [fix] when able.
ImPROPer Engine Starts
Many small airplanes have impulse magnetos installed
which use sensitive spring-loaded coupling to produce
a series of sudden rotations – and hot sparks – during
starting. If the magnetos are ON, even the slightest
manual turn of a prop may be enough to snap the
　
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