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“Expect higher,” instead of “Expect 12,000 feet.”
Hope the reporter gets a chance to read this
article.
Space doesn’t permit, but I wish that we could
have included more ASRS report narratives
because, as previously stated, there are important
lessons to be learned from other folks’ misadventures.
Factors
Communications
A communication error is the most frequently cited
problem element of incidents reported to ASRS,
and you probably noted that some type of communication
problem played a role in each of the
“expect” incidents presented in this article.
Communication problems take a variety of forms.
Equipment deficiencies, phraseology, similar
callsigns, speech rate, blocked transmissions, and
failure of the readback/hearback process are just a
few types of communications problems. The
subject is too broad to be covered to any great
degree in this article, but I do want to make the
point that communication problems often lead to a
“Flawed Information Transfer” (FIT), and if the
flawed information is not corrected soon enough,
the result may be an “Occasional Semi-Hysterical
Information Transfer” (acronym unknown).
Other Factors
In addition to communications factors, there are
other factors which contribute to “expect” incidents.
Some are: pilot/controller training in
progress, pilot/controller experience level, pilot/
controller distractions, pilot/controller work load,
weather, fatigue, schedule pressures, cockpit
coordination/management, controller planning/
technique, charts/publications, traffic volume, etc.
The Unexpected Results of…
"Expect" Clearance Technique
Issue Number 4 17
The Problem
Sometimes very unexpected and undesirable actions are taken by pilots after they have received an “expect” transmission
from a controller, or after misinterpreting some “expect” information printed on a chart. The intended transfer of information
(verbal or visual) may be misheard, misunderstood, mis-stated, misread, misinterpreted, or simply missed.
The Cure
Summary
Pilots
✈ When a controller or a chart
says to “expect” something, it
means that there is a tentative
plan in place, but the pilot
should NOT take action until
receiving a specific ATC clearance.
Keep in mind that the
actual clearance may be different
from what you had been told
to expect because the air traffic
situation has changed.
✈ Try to give a precise readback as
soon as frequency availability
permits; always report leaving a
previously assigned altitude.
Even better, any time an
altitude change is about to be
made, the pilot should advise
ATC of the altitude that is being
vacated as well as the intended
(target) altitude. For example,
aircraft XYZ has just been
cleared to descend from flight
level 220 to 11,000 feet. Good
technique would be for the flight
crew to call ATC prior to initiating
the descent, saying “ABC
(Center), XYZ leaving flight level
two-two-zero for one-one thousand,
that’s eleven thousand.”
Pilots and Controllers
✈ Work to enhance radio communication
skills. Adopt the policy
of not accepting doubtful
messages, and ask for clarification
or repeat of any unclear
transmissions. Check technique
for clear, concise phraseology
and acceptable speech rates.
✈ Be alert to the possibility of
other contributing factors being
present. While these other
factors may not be directly
controllable, it should help if we
are aware of the fact that they
may be affecting our performance
at any given time, and
that we must take precautionary
steps to minimize their
effects. For example, when the
flight crew fatigue factor is
present, and the flight crew is in
a “hurry-up” mode due to
schedule pressure — it is time to
take a deep breath and a few
extra seconds to check, and then
recheck.
Controllers
✈ Avoid, whenever feasible,
issuing specific values (such as
altitudes or airspeeds), by
instead transmitting phrases
like “expect higher altitude,”
“expect turn shortly,” “expect
speed reduction prior to (fix),”
etc.
✈ When using your “expect”
technique, try putting a lot of
emphasis on the word
“expect.”
✈ Use your “expect” technique in a
　
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