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occur in airspace where controllers are often very
busy, and the potential seriousness of the problem
is increased if the controller fails to detect an error
in the readback — a traffic conflict may well be the
result.
Whenever a pilot requests an altitude change, or if
the controller wishes to alert the pilot that a new
altitude assignment will be forthcoming, the
controller often uses the terminology, “Expect
[specific altitude] in XX minutes/in YY miles/ at
[fix]/after passing [traffic], or after [meeting some
other condition].”
The ASRS database contains many reports
of pilots misinterpreting this type of transmission
as being a clearance to climb/
descend to the specific altitude mentioned.
The problem has been alleviated to some degree by
a change in the ATP 7110.65 Handbook. Paragraph
4-46 now enables the controller to inform an
aircraft when to expect climb or descent clearance
without stating a specific altitude. The phraseology
now reads, “EXPECT HIGHER/LOWER ALTITUDE
IN (numbers of miles or minutes) MILES/
MINUTES.” Nonetheless, “expect” type deviations
continue to occur because some controllers are not
aware of, or have forgotten it.
14 Issue Number 4
Situation #1
Altitude Deviation
Less Than Standard Separation:
“…[Air carrier] X west bound through my sector
at flight level 370 and…[light transport] Y on the
FEVER 2 STAR to SDL... Y was issued a descent
to flight level 390 and the pilot asked if the
descent was at his discretion. I told him
affirmative, however to expect to cross FEVER
Intersection at 11,000 [feet] and 250K.
The…[flight crew] misunderstood my expect for a
clearance and started descent, …[and passed
through flight level 390] resulting in a loss of
separation.”
Supplemental Information from ACN 127770:
“[Air carrier] X noticed an aircraft on descent
through our altitude in front of us…Y was in a
rapid rate of descent. ATC indicated…Y was
descending into Scottsdale, and was cleared to
descend from flight level 450 to flight level 390
and to expect further descent.”
(ACN 128222, 127770)
★Analysis
If the Controller had delayed any mention of
11,000 feet until the aircraft had passed each
other, there probably would have been no incident
to report.
Situation # 2
Speed Deviation:
“Both the Copilot and I misread the GLAND SIX
Arrival chart as ‘expect clearance to cross
GLAND at 10,000 feet and 250 knots.’ Actually, it
said ‘Cross GLAND at 250 knots, expect clearance
to cross at 10,000 feet.’ When we were
cleared to cross GLAND at 10,000 feet, we
discussed the clearance and decided that, since
the Controller did not give a speed restriction,
none was required. We were [then] switched from
Center to Approach at GLAND. The [Approach]
Controller asked our airspeed and we told him it
was 290 knots. He said it should have been 250
knots, since that was a ‘mandatory,’ not an
‘expect,’ restriction. He said the slower speed was
important for vectoring onto the approach. It is
difficult to read small print on approach charts.
Pilots anticipate mandatory restrictions only on
profile descent charts. You see what you expect to
see. Speed restriction [was] not given by [the]
Controller when 10,000 foot altitude restriction
given, since it was on the chart. I recommend an
underline, shadow, or some other highlight for
mandatory altitude or airspeed restrictions on
non-profile charts. Controllers should restate
mandatory airspeed restrictions when altitude
restriction is transmitted.” [Emphasis added]
(ACN 137454)
★Analysis
The STAR Chart for this arrival has an expect
crossing altitude, but airspeed is mandatory — not
an uncommon situation. Perhaps the flight crew
did not adequately brief the descent and approach.
The Unexpected Results of…
"Expect" Clearance Technique
Issue Number 4 15
Situation # 3
Altitude Deviation
Potential traffic conflict:
“Positioned north of airport and heading approximately
230 degrees, on approach to…6R.
Controller asked if we could accept visual to 6R.
We accepted and were told to descend to 4000 feet
(on current heading) and to report runway in
sight. I called runway in sight out of 5000 feet
while approaching 4000 feet; however, the radio
call was delayed due to another transmission
from Approach. Continuing descent, at about
　
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