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“big one” when it comes to causative factors.
Yes sir, old number one-one (that’s eleven) is a
really critical factor.
“The controller was busy, a lot of traffic.
Contributing factors: Fast talking, bad
radios, long clearances, a lot of numbers—
given too fast to comprehend or write down.”
“I don’t know who was correct, but I know
that I was incorrect in not requesting a
confirmation of the clearance, since some
doubt existed.”
Confusing Phraseology
Controllers and pilots are frequently misunderstood
due to their use of improper
phraseology.
“We had understood and read back ‘descending
to 10,000.’ Phraseology contributed
to this incident.”
“To correct future problems like this, the
altitude should be given in the form of ‘ten
thousand’ or ‘eleven thousand’, instead of
saying ‘one-zero’, or ‘one-one-thousand.’
There is too much of a chance of error. We
are used to hearing ten, or eleven, or twelve
in everyday life.”
So…What are you going to do about it?
Here are a few starter suggestions.
CorrectiveMeasures
Saying it Twice—Differently
Controllers and pilots are encouraged to use
both single digit and group form phraseology
in order to reinforce altitude assignments
whenever there is the possibility of misunderstanding.
Consider the following examples.
Controller transmission: “(Ident) descend and
maintain one-zero-thousand, that’s ten (with
emphasis) thousand.”
Pilot transmission: “Roger (callsign), leaving
one-seven-thousand for one-one-thousand,
that’s eleven (with emphasis) thousand.”
Note: Recent Air Traffic Procedure 7110.65
Handbook change allows controllers to use
this phraseology to reinforce an altitude
assignment. Many “old” pilots have used the
technique for a long time and find that it
helps.
Radio Technique
Take a good hard look at your radio communication
techniques. Do you check to make sure
the frequency is clear before transmitting? Do
you activate transmitter before starting to
speak? Do you use full and correct callsign? Do
you use an acceptable speech rate? Do you
enunciate, and emphasize when necessary for
clarity? Do you ask the other party to repeat if
transmission was not clear, or may have been
stepped on? Do you listen up for similar
callsigns?
These are just a few of the questions you
should ask yourself. I’m sure you can think of
many other good technique questions.
10 ASRS Directline
…Or Was That Eleven Ways?
Area Familiarity
Pilots should work to improve their “situational
awareness” skills. For instance, you
often fly in the Dallas/Ft. Worth area and have
observed that normally the departures are
restricted to 10,000 feet, and the arrivals are
held up to 11,000 or higher until arrival and
departure routes have crossed. You probably
should question any altitude assignment
which appears to be in conflict with these
normal ATC procedures. Most terminal ATC
facilities utilize standard routes and altitudes,
and your situational awareness can help
prevent an incident.
Reduce the Number of Numbers
Controllers can help make a conscientious
effort to defeat the hearback problem, by being
aware of the nasty effects of including too
many numbers in the same transmission, and
by using named intersections rather than
number of miles when issuing crossing restrictions.
(If necessary, consider changes to local
procedures or to letters of agreement.)
Summary
Let’s take a final look at some of the reasons
for the 10 thousand/11 thousand altitude
problem. Factors include:
• Similarity in the sound of one-zero and oneone-
thousand, particularly when other
numerical information is being transmitted
at the same time.
• Pilots may be spring loaded to expect a 250
knot airspeed in conjunction with a 10,000
foot altitude, thus a clearance for an airspeed
of 250 knots may lead the flight crew
to mistakenly assume an altitude requirement
of 10,000.
• Failure to question an unexpected or
unusual clearance; anticipating 10 when
hearing a lot of zeros; flight crew and
controller distraction; and breakdown in
cockpit management.
• The 10K/11K quandary seems to be rooted
in confusing phraseology and improper
radio technique—compounded by the
　
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