I digested the information, wondered why I should expect a descent so far from my destination, and then realized I'd found a minor gotcha. Somehow this controller had the mistaken notion that I was landing at a nearby airport. I politely replied, "Five-Kilo-Charlie's landing Santa Barbara and we'd like to stay at 6,000 until at least Ventura VOR," a navaid some 30 miles ahead.
"Oops," was the controller's quick reply, "I thought you were landing Santa Monica. Thanks for the heads-up." With careful listening and a tactful reply, I'd saved myself some time, fuel, and potential embarrassment. It was a simple case of my digesting a routine instruction and recognizing it for what it was - an erroneous near-instruction that didn't make sense for my flight. We've all received weird instructions from ATC; the trick is to decipher them and, if they're not reasonable, ask for clarification.
Sometimes your listening can net you an ATC instruction of head-scratching proportions. A number of years ago, while flying into Denver's old Stapleton Field, the ILS went down and a sudden runway change was required. To gain some shuffling space, the somewhat flustered controller cleared three eastbound aircraft ahead of us to proceed to the Denver VOR, track out on the 090-degree radial to the 10-DME fix, and hold "outbound."
Each time the clearance was issued, I furrowed my brow, looked at my first officer and asked him, "What does hold outbound mean? There is no such aviation term. I wonder if those airplanes are planning on holding east or west of the 10-DME fix on the 090 radial?" When it was our turn, we received the same confusing clearance. I immediately questioned the controller's intent, and upon learning that he hoped to hold the excess traffic on the east side of the fix, I told him we'd hold east of the 10-DME fix on the 090-degree radial. He no doubt thought he was issuing an acceptable clearance. I remember thinking at the time that this bit of wordsmithing was pure jibberish, comparable to telling me to "hold upwards." It gave new meaning and understanding to the term standard phraseology.
Being a good listener is a two-way street. If you listen carefully you'll find numerous errors that you can correct politely or query for a clarification. Unfortunately, too often the tables are turned and it's the pilot who's responsible for not listening well. Just ask any controller, as I did one day while one was riding on my airliner's cockpit jumpseat from Los Angeles to Houston. Somewhere west of El Paso, I asked him if he had any words of wisdom for general aviation pilots. He smiled and quickly replied, "Listen up. I can't tell you how frustrating it is to repeat call signs time and again in order to accomplish what should be a relatively easy set of instructions."
"Aren't we all guilty of that same error?" I asked. As a matter of fact, it's a standing joke that all airline copilots are capable of only three statements, the first of which is "Was that for us?" in answer to an ATC call that seems to have no reply, making you wonder if you missed your call sign at the beginning of the transmission while discussing some terribly important subject such as vacation spots or ballgame scores. (The other two statements are "clear on the right" and "I'll take the chicken," in reference to the choice of crew meal entr�es.)
My jumpseating controller said, "No, it's not really any problem with the airlines, but GA folks seem to have a lot of trouble with listening well."
Improving your listening begins with creating the right cockpit environment. Airplanes are some of the world's best noise generators, so do your part to eliminate as many distractions as possible. While you're in a noisy environment, keep your sponge-type earplugs handy and use them! Your future FAA hearing tests will be the payback for your diligence now. Purchase a good aviation headset that fits well and suits your needs. Buy the best quality headset you can afford and think of it as an investment in your future auditory health. Consider your overhead speaker as a backup, since it rarely provides the necessary audio quality, or directional output, to ensure clear, intelligible communications when the engine is running.
Listening is easier when you've got little or no competition from outside sources. Take a page from our airline communications manual and observe "sterile cockpit" from the surface up until you have departed the terminal area. Advise your passengers that for their safety no unnecessary chatter is allowed until you're clear of the congestion. You will let them know when it's OK to talk. Safety-related comments, however, are welcome at any time. If you've got a second pilot onboard, have him or her assist you by monitoring the frequency. An extra set of knowledgeable ears can be invaluable.
The airlines aren't immune to the listening problem, but working pilots usually have a quieter environment and good-quality equipment to assist them with their listening. General aviation pilots have several unique problems, such as questionable radio equipment, unfamiliar N-numbers, flying a variety of airplanes - each having a different number - handheld microphones, and sometimes trying to listen to two radios at once, as well as being very busy if you're flying single-pilot in an active ATC environment.
After noise, poor audio equipment is probably the toughest problem to deal with, particularly if you rent well-used aircraft. My partial solution is to bring my own headset and, if necessary, a portable intercom. Speakers in general aviation aircraft are frequently of the dime-store variety. Expecting them to provide anything but minimal communications is asking the impossible. My personal use of the speaker is limited to times when the engine's turned off, prior to start, and I'm monitoring the ATIS when I've got ATC on the headset.
It's important to spend the time to get acquainted with your ship's audio system before you fly, particularly if you're solo. Does the audio panel have an automatic selector system for receiving so you'll hear only the radio you're transmitting on? Do you have to turn up the volume on one, then turn down the volume on the other transmitter before keying the mic? You can see how listening can be severely inhibited when you're hamstrung by unfamiliar or malfunctioning radios. Don't accept a takeoff clearance or launch your flight until you get it sorted out.
Recalling an unfamiliar N-number requires practice. Write it down on your kneeboard or scratchpad and try saying it out loud several times. Imagine how your strange N-number will sound when someone calls you. Preface your transmissions with your airplane type, which describes who you are and what your speed capability is. "Skyhawk Three-Six-Four-Five-Sierra" and "Bonanza Eight-Three-Six-Six-Whiskey" give the controller some idea of your speed capability, rather than using just the manufacturer's name, such as Cessna or Beech. My final solution for unfamiliar N-numbers is to look directly at the N-number placard before each transmission, to be sure I'm using the right digits and letters.
You can avoid the handheld-mic hassles of strange airplanes by using a good portable intercom system with a yoke-mounted push-to-talk switch. This can make the difference between total frustration and enjoyable flying. While instructing at a large flight school in Northern California years ago, I saw many students speak into the wrong side of the microphone or place it to their lips at an angle, trying to look cool. The end result was terrible transmissions. Most microphones need to be held close to the lips to eliminate external noise. Fortunately, headsets with attached boom mics have cured the wrong-side syndrome, but the mic still needs to be positioned close to the lips to ensure clear communications.
Listening well for the single pilot in a busy ATC environment is a full-time job. It begins with preparing yourself by getting the information you need as far in advance as possible. Tune in the ATIS as early as you can and write it down so you'll know what to expect. If you hear another aircraft using a later ATIS suffix, you'll know that it's time to recopy the information and perhaps plan for some changes. Be ready to give your first approach controller the current ATIS code so he won't have to waste time by asking if you've received it.
Listen before you transmit and before you switch frequencies after receiving a frequency change. Remember we're dealing with "two-way communications," and that usually means a reply to each instruction. Let the speakers exchange information before you begin. Question any strange instructions you receive (change your transponder code, proceed to a destination or other fix not filed or recognized by you, terminology that you don't understand). If the words don't make sense, it's frequently because of some confusion - probably on the controller's part.
Be aware of what's going on around you. Listen to the communications of others to determine what's happening, be it too many aircraft in one place at one time, or too many blocked radio calls. You might anticipate a possible 360-degree turn for spacing or a runway change to sort out the snarl. Plan ahead with the information you gather and figure out what you can expect to do in another three to five minutes. Even simple actions such as presetting upcoming frequencies can help you stay cool and calm when the radio pace picks up and rapid-fire instructions start coming your way.
So what is listening? It starts with system familiarity (remember when you couldn't fathom anyone understanding that gibberish coming from the radio?), proceeds to cockpit familiarity (knowing your equipment and how to use it to your advantage), and ends with making listening easier by being ready and receptive.
Probably the best tip for listening is that last phrase: being ready and receptive. Keep your pencil handy and use it to organize your thoughts before transmitting, as well as to copy ATC's instructions. If you're feeling a bit behind, or your listening skills are somewhat rusty, ask your CFI to give you some "busy terminal" dual instruction. Another good (and cheaper) alternative is to ride along with a fellow pilot who's current and proficient at radio communications. Tell him or her that you're trying to improve your communications skills and may ask some questions when time permits. Bring your own headset and a notepad so that you can record any tips as you practice your listening en route. If you're ground-bound, you can tune in a nearby tower frequency on a handheld and monitor the progress of several aircraft. Concentrate on what's being said and how each airplane responds, even if you can't hear the ground-controlled side of the radio exchange.
Listening, like flying, is a learned skill. Some recurrent listening training will do wonders to upgrade your proficiency and confidence. It's one of the cheapest, most effective flying aids I've come across in aviation, as well as the key to unraveling the mysteries of radio communications. Listen well and ask questions when you don't understand the game plan, and you'll find your communications exchanges will soon net you topnotch service and label you as an aviation pro.
Karen Kahn is a captain for a major U.S. airline and author of the book Flight Guide for Success - Tips and Tactics for the Aspiring Airline Pilot. Type-rated in the MD-80 and Lockheed JetStar, she's an FAA aviation safety counselor who holds ATP and Gold Seal CFI certificates. Kahn is rated in gliders, seaplanes, and helicopters. Visit her Web site ( www.AviationCareerCounseling.com ).
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