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problems, response to schedule pressure,
etc., affect controllers and pilots
alike. Following are some typical examples
of flawed communications
technique with which most pilots can
identify.
Too Casual
In the following report, the pilot’s
phraseology is too casual for the task
at hand:
✍ “The low altitude Controller issued
the aircraft a clearance of: ‘Cross WHIGG
intersection at and maintain one-five
thousand, and two-five-zero knots.’ The
pilot responded with: ‘[Air Carrier X],
we’ll do it.’ At WHIGG the aircraft’s
Mode C altitude readout on the
Controller’s scope indicated 16,500 feet
MSL, and the ground speed readout indicated
that the aircraft was still well above
the 250 knot restriction. When the Controller
questioned the pilot,…the pilot responded
with an unconcerned, ‘…yeah, I
know…’ ” (# 105229)
24 Issue Number 7
Sentence Construction
Even when the proper words are uttered
over the frequency, the inflection
or cadence used can significantly
change the meaning.
✍ “Center cleared us to ‘Descend to
13,000 at MAJEK (pause) 250 knots at
14,000 feet’…Something didn’t sound
right, so my response on readback was, ‘I
understand, flight cleared to descend to
13,000, slow to 250 knots upon reaching
14,000 feet.’ Center response was
‘Roger.’…About that same time an aircraft
behind us was cleared, ‘Cross
MAJEK at 14,000, 250 knots, then descend
to 13,000 feet.’ We were at approximately
13,700 feet, 250 knots when
the copilot and I both decided that the
Center wanted us at 14,000 feet until
MAJEK…” (# 113536)
Fatigue and CRM
A high-workload phase of flight, frequency
congestion, heavy traffic, and
fatigue sometimes combine with less
than optimum cockpit resource management
to push pilots and controllers
to their limits. When non-standard
phraseology enters the picture, things
can quickly fall apart as they did in
this airborne conflict near Denver.
✍ “The Controller was very busy, on the
verge of overload…The Controller, with
no warning or explanation called, ‘[Air
Carrier X], the traffic you’re following is
turning final for Runway 26, a company
[jet].’ We looked at our 3 o’clock position
and saw a [jet] inbound for the runway.
My F/O, without asking me, called the
traffic in sight [to ATC]…Just prior to our
turn to final the Controller called with a
frantic, ‘You followed the wrong aircraft,
turn right heading 270 degrees and climb
to 5,000 feet’…I feel this was caused by
improper phraseology and procedures,
heavy traffic, crew fatigue, 12th leg in 27
hours, and a breakdown in cockpit communications.”
(# 248002)
Say it Again, Sam
It should be evident to anyone listening
to an ATC frequency that nonstandard
phraseology is common.
Whether it is a significant factor in
aviation incidents is open to discussion.
The reports reviewed here are but
a fraction of those in the ASRS database.
Regardless of the magnitude of
the problem, there certainly are ways
to help avoid these problems in the
first place, or to minimize their effect
on day-to-day operations.
}If a clearance or instruction seems
the least bit out of the ordinary or
ambiguous, flight crews should not
hesitate to clarify the clearance or
instruction until no doubt remains.
}Pilots and controllers should make
a conscious effort to use standard
phraseology in all ATC communications.
In addition, inflection and
the placement of pauses in a transmission
may be significant.
}A recurrent training session is the
perfect venue for pilots to review
the AIM and other pertinent resources
discussing standard phraseology.
}Before the first trip as a flight crew,
the Captain should take the initiative
to discuss phraseology issues as
they pertain to inter-crew as well as
ATC communications. This may
help to prevent misunderstandings
among the crew, and to heighten
alertness for non-standard phraseology
used by ATC. It is equally important
for flight instructors to discuss
these issues with their
students, since frequent intra-cockpit
communications take place during
instructional sessions. _
ISSUE NO. 8
The Aviation Safety Reporting System is a cooperative program established by the Federal Aviation
　
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