This draft stated in part: "In developing procedures, it is important to consider existing pilot workload prior to takeoff and before landing. Consideration should be given to some of the tasks that make up the normal workload of all pilots, such as accomplishing checklists, setting navigational aids, configuring the aircraft for takeoff and landing, and managing communications with air traffic control.
"The flight crew can help enhance the controller's understanding by responding appropriately and using standard phraseology. Flight crewmembers must be able to focus on their duties without being distracted by nonflight-related matters, such as engaging in nonessential conversation."
Communication is a major factor, but the focus is on pilots. The FAA should include itself in this assessment.
I fly at a busy airport that ranks high on the FAA's airport runway incursion list. It has two parallel runways and a never-ending mix of general aviation and airline traffic. A solo student pilot was killed here a few years ago as a result of a wake turbulence encounter. After that, controllers were obviously instructed to give extensive warnings about jet traffic and wake turbulence, but these warnings have now exceeded any level of reason, and the excesses have created a major distraction.
I know that our legalistic society compels the FAA to cover its backside against accidents of any sort, but actions that compromise flight safety must be avoided. All communications must be timely and succinct. Extraneous communications are a distraction.
Pilots who insist on reading back every transmission tie up the frequency and distract both pilots and controllers. The Aeronautical Information Manual (AIM), section 5-5-2, defines pilot responsibilities for clearances, and the AIM pilot-controller glossary lists the proper words and phrases to use.
It doesn't make a pilot look trendy, knowledgeable, or proficient when he or she doesn't comply with standard procedures. To the contrary, it makes the pilot look sloppier, less knowledgeable, and less proficient.
Pilots must read back hold-short-of-runway instructions issued by controllers. For other instructions, pilots must acknowledge that they have received and understood the information. Using the terms wilco - I received your message, understand it, and will comply with it - and roger - I received all of your last transmission - is proper and can eliminate unnecessary readbacks. If, however, you are unsure about an instruction or clearance, read it back to confirm you heard it correctly.
Many pilots talk fast and omit the aircraft identification or state only the last few numbers or letters, thinking this will reduce frequency congestion. Not so. Listen to a good controller and you'll hear a normal speech rate, concise wording, and proper aircraft identification procedures.
Your initial contact with air traffic control must contain your full call sign, Rocket-One-Two-Three-Four-Romeo, for example. If the controller responds with Rocket-Three-Four-Romeo, you can use this abbreviated call sign in further communications with that controller. If the controller doesn't use an abbreviated call sign, neither should you. There may be another aircraft on the frequency with a similar call sign, and abbreviating could cause a misunderstanding and subsequent error.
No one benefits from yackety-yak. Use common sense, remember that an aircraft radio frequency is a party line, and be a good communicator.
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