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Aircraft Performance #105785
There I Was... #68636
...At Least I Thought I Was #44466
#41266
#117306
The Tiger In Your Tank #119619
Time Allocation and #118642
Navigation Errors #118988
#117339
Although the discussions in this issue were inspired by reports
received in the current quarter, the authors, in the course of
preparation, routinely searched the ASRS data base to avail
themselves of pertinent reports related to the topic.
these reports are available without charge to interested readers.
W. D. Reynard
Director ASRS
P.O. Box 189
Moffett Field, California
Copies of
To obtain them, write to:
94035
ASRS Directline Page - 3
READBACK /
HEARBACK
by Bill Monan
Problems
What’s going on up there? puzzle ATC controllers in
their reports to the ASRS involving numerous pilot
errors in clearance readbacks. What’s going on down
there? query airmen reporters who dutifully read back
ATC instructions only to be subsequently informed
that they have “busted” their altitudes, turned to
wrong headings, lined up with wrong parallel runways
or have descended below minimum safe altitudes.
“What’s going on”—as indicated in ASRS data—is
that all too frequently airmen are reading back wrong
numbers and the ATC controllers are failing to catch
the pilots’ errors in the readbacks. We call this the
hearback problem.
The ASRS has published several studies on pilot/
controller communications breakdowns. The FAA and
the industry have actively campaigned for improvement
in these areas. Yet, ASRS submissions confirm
that hearback problems in pilot / controller communications
continue to be acute.
Causes of Communications Breakdown
Why aren’t pilots “getting it straight?” We examined
a sample set of ASRS reports from airmen and controllers,
and identified four major patterns of causal
sources for pilot errors in their readbacks.
Readback Problems
(1) Similar aircraft call signs. Airlines with their
hub operations, have set a major trap for their
airmen. Trips 401, 402, 403 .... Flight ABC1 and
XYZ1, GYC and GYE—all operating on the same
frequency, at the same time and in the same
airspace. “Good for marketing,” protested a
reporter, “no good for us.”
Flight 401, cleared to 9 thousand
Roger, Flight 501 cleared to 9
(2) Only one pilot listening on ATC frequency.
“Picking up the ATIS” and “talking to the company”
represented a time-critical gap in backup
monitoring during two-pilot operations.
(3) Slips of mind and tongue. The typical human
errors in this category included: Being advised of
traffic at another flight level and accepting the
information as clearance to that flight level; the
classic “one zero” and “one one thousand” mix-up;
the L/R confusion in parallel runways; the interpretation
of “maintain two five zero” as an altitude
rather than an airspeed limitation.
(4) Mind-set, pre-programmed for..., and expectancy
factors. The airmen who request “higher”
or “lower” tend to be spring-loaded to “hear what
we wanted to hear” upon receipt of a blurred call
sign transmission.
The incident set included traffic conflicts, altitude
busts, crossing restrictions not made, heading/track
deviations, active runway transgressions, and mix-ups
of takeoff clearances and parallel runways. Two
reports of controlled flight toward terrain were
reported.
Hearback Problems
“Why didn’t the controller catch the pilot error?” was
the questioning theme in the data set. While the
sources for pilot readback failures were clearly delineated
in the narratives, hearback deficiencies diffused
into a tangle of erratic, randomly overlapping causal
circumstances. But the underlying problem seems to
be the sheer volume of traffic: the 9 a.m. - 5 p.m. rush
of departures/arrivals; the behind-the-scenes tasks of
land-lines, phones and hand-offs; the congested
frequencies with “stepped on” transmissions; the
working of several discrete frequencies; and, at times,
the time and attention-consuming repeats of call-ups
or clearances to individual aircraft. These activities,
together with human fallibilities of inexperience,
distractions and fatigue set the stage for hearback
continued next page...
Page - 4 ASRS Directline
failures. Indeed, a series of pilot narratives recognized
　
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