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wanted us to takeoff from the intersection,
perhaps he should have cleared us for
an intersection departure or depart from the
intersection…” (# 197294)

The reporter could have prevented
any misunderstanding by informing
the controller prior to reaching
the runway that full length would
be required for takeoff. In many
situations, pilots and controllers
giving each other as much advance
information as possible will reduce
the likelihood of miscommunication.
In this case, the phraseology
in question occurred at a busy time
for the flight crew. Unfortunately,
last-minute changes often occur at
the highest workload phases of
flight. In these situations, a sense
of urgency can often cause pilots
and controllers to neglect to clarify
misconceptions as they might have
done if there were no apparent
time constraints. Schedule pressure
plus a complex clearance can equal
instructions in non-standard
phraseology, as the next reporter
discovered.
Takeoff/Initial Climb
When do we turn?
✍ “While in position and holding on
Runway 22L, we received the following
clearance: ‘Turn left heading 140, cleared
for takeoff Runway 22L, will call your turn
in the air.’ I queried the Captain about the
turn and he agreed that ATC would initiate
our turn. As we passed 1,000 feet AGL, the
Tower said, ‘Further left heading 110 degrees,
tighten your turn’…He [could] have
said, ‘Left heading 140, cleared for takeoff
Runway 22L, will call further turn in the
air.’ ” (#141940)

A query directed to the Tower
could have alleviated any misunderstanding,
which in this case resulted
in less than standard separation
from another departing
aircraft. The possibility for confusion
abounds when specific numerical
values are assigned as headings,
airspeeds or altitudes. At
times, the importance of standard
phraseology can become critical, as
the following report illustrates:
Climb
230 what?
✍ “…we finally contacted Departure
passing through approximately 6,500 feet
climbing. The Controller’s response was a
hurried, ‘Roger, maintain 2-3-0.’ The
Captain responded, ‘Roger, 2-3-0.’ At this
point, flight level 230 was selected on the
aircraft’s MCP (Mode Control Panel)…It
was at this point that the Controller said
that we had been assigned 8,000 feet.
The Captain replied that we had been assigned
flight level 230. The Controller’s
response was, ‘I said two-hundred thirty
knots, sir.’…Those numbers can imply
heading, altitude or airspeed.” (# 127825)

According to the AIM, when controllers
issue a speed restriction,
they are to use the word “speed” or
“knots” in the clearance. However,
once again, the flight crew could
have asked for clarification before
this altitude deviation took place.
Come Out With Your
Hands Up!
The Pilot-Controller Glossary
defines squawk as “activate
specific mode/code/
function on the aircraft
transponder.” Therefore,
“squawk your altitude” is a
controller’s instruction to
activate the altitude function
of a Mode 3/A transponder.
Squawking 7500 is the
international code to indicate
a hijacking. The AIM
instructs pilots of hijacked
aircraft to set 7500 into the
aircraft transponder, which
triggers a flashing “HIJK” in
the aircraft’s data block on
the Controller’s radar
screen. The Controller will
then ask the pilot to “verify
squawking 7500.” If the
pilot verifies the code or
makes no response at all,
the Controller will not ask
further questions, but will
continue to flight-follow,
respond to pilot requests,
and notify appropriate authorities.
These procedures
are exactly the ones that
occurred, as this reporter
can testify:
…continued page 19
Issue Number 7 21
Cruise
Cruise flight is often the time when
flight crews can relax, since there is
usually little cockpit activity compared
to other phases of flight. This
lack of activity can inspire flight crews
to let down their guard and disregard
things they might notice if they were
more focused on specific tasks. Nonstandard
phraseology contributed to
this incident in which a Controller
attempted to verify a flight’s altitude
　
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