He figured his landing was at least as good as anything Chuck Yeager could do, or at the very least, General Yeager would approve. Exiting the runway, the air traffic controller in the tower told him to "hold short of the parallel runway 22R" - which the pilot, basking in the glory of his superb landing, proceeded to cross (at a brisk-walk taxi speed as per the Aeronautical Information Manual)!
The tower controller, obviously alarmed, issued a go-around order to the aircraft nearing touchdown on 22R, and in a slightly agitated voice asked the runway intruder to telephone the tower after parking. A brand-new private pilot learned a lot that day, just as the examiner had prophesied. Over the phone, the controller explained that he expected the pilot to not only follow the instructions but to read back the clearance as well, so that both participants would be on the same page. This time the pilot suffered only a bruised ego, and a sharp controller prevented an accident.
Ron Heilmann has been controlling traffic for a total of 48 years, beginning his career in 1952 as an Air Force controller. He is now the manager of the control tower at Milwaukee's Timmerman Field. One of his colleagues is Carol Ramm, an air traffic controller with six years' experience, in addition to several years as an air traffic control assistant at Milwaukee's General Mitchell International Airport. She earned her control tower operator's certificate at one of only three places where it can be earned: through a military training program, at the FAA Academy in Oklahoma City, or, in her case, through specific training acquired at the Community College of Beaver County in Pennsylvania.
Flight safety is certainly in the best interests of pilots and controllers because they often share the responsibility. Trust is one important aspect, as is knowledge. The two kind of work together in aviation as you trust that the other person has the knowledge required to allow for safe operations. This is where expectations come into the picture for both parties. Let's take a look at a few examples of phases of flight, air traffic control (ATC) expectations appropriate to each, common pilot errors associated with each, and suggestions for reducing these errors.
The first flight phase is really the preflight phase and includes everything you do prior to actually starting the aircraft. What does the ground controller expect you to know before you contact him or her for taxi clearance? Heilmann says, "We certainly expect that the pilot has received a proper weather briefing from Flight Service or another approved source, and then expect that he or she has the latest ATIS [automatic terminal information service]." Weather is usually a pilot's first consideration, and it is expected that you have a good overview of conditions in the airspace in which you will be flying. (See "High-Performance Briefing: Leverage Your Weather Knowledge by Checking Multiple Sources," March 2002 AOPA Flight Training). Inform the controller that you have the current ATIS if your airport provides this service -- otherwise he'll have to ask.
What is the most important number on the ATIS? The obvious choices would include visibility, ceiling, or wind -- but thanks to the nature of weather, which can change rapidly, the time of the weather sequence is of utmost importance. "The controller will issue the latest weather or request that you obtain the latest ATIS if the alphabetical ATIS code that you have is old or expired, and this is one of our responsibilities, to ensure you have the latest terminal weather," comments Heilmann.
Next, ATC expects that you are properly qualified to execute the type of flight for which you are requesting a clearance. This is why regulatory knowledge is so important. The controller expects that you know the rules (FAR Part 91 -- General Operating and Flight Rules) and the limitations of your certificates. ATC can expertly guide you through the airspace, but they cannot fly the airplane for you (although many air traffic controllers are certificated pilots as well, which in turn benefits the pilots who enter their airspace).
If the airport from which you are flying has a separate clearance delivery frequency -- primarily larger airports with their own Class B or Class C airspace -- ATC expects that you have received a clearance from the clearance delivery controller before you call ground control for taxi instructions. Clearances are required even for VFR aircraft. Vertically jot down the letters C, T, M, F, and Q on your notepad and copy where you are Cleared to, what heading to Turn to, the altitude to Maintain, the departure Frequency needed after takeoff, and your transponder sQuawk code.
At towered airports in Class D airspace, you normally inform the tower of your intentions such as "staying in the pattern" or "departing northwest to the practice area, 3,000 feet." The controller will most likely clear you "as requested," assign a left or right turn after takeoff, and add any other special instructions. Your transponder code should be the VFR code of 1200, even though many airports within Class D airspace do not have radar capability. However, some have what is called "D-Brite" -- a presentation similar to a radar screen that duplicates what a radar controller at the nearby Class C airport is looking at -- to assist the controllers with traffic identification and separation, the controller's primary mission. Explains Heilmann: "It's a great addition to our tower because it allows the Class C radar controllers to pass along information on incoming IFR flights, allows us to see indicated altitudes for traffic in our airspace, and assists the controller with traffic position callouts. When we ask an aircraft to ident [pressing the ident button on the aircraft transponder] we know exactly where that aircraft is."
When you're ready to taxi to the active runway, ATC will expect you to read back and follow "hold short" instructions if given -- and you're expected not to stray onto other taxiways not in the clearance. Taxiing is not as easy as it seems, especially at busier airports. It is therefore crucial to thoroughly know the AIM's Section 3: Airport Marking Aids and Signs. Another excellent resource -- for taxiway markings and other operational considerations - is the AOPA Air Safety Foundation's Operations at Towered Airports Safety Advisor.
If the taxi clearance is complex, you may need to write it down. Keep an airport diagram in front of you while taxiing - download one for free in advance from the ASF Web site. Use your directional gyro to assist you with situational awareness as you taxi, especially at unfamiliar airports. If in doubt about taxi instructions, have ATC repeat or clarify those instructions. Or you may request a progressive taxi clearance, whereby the controller will direct you to the runway or parking area in incremental steps. The objective is a safe taxi with no runway incursions. For both pilots and controllers safety often depends on catching "readback" errors or "hearback" errors. Listen carefully, communicate clearly!
We know that the ATC environment is becoming more complex every day as technology and traffic increases, or traffic is placed under new sets of regulations to comply with security issues. New security directives have increased traffic at some smaller airports. In addition, temporary flight restrictions for major or special events can occur beneath the umbrella of major airports, affecting nearby general aviation airports as well. More traffic means that more communication is required with continued vigilance to avert misunderstandings between pilots and controllers. Your ability to communicate effectively and professionally with air traffic controllers can spell the difference between a safe flight and a dangerous incident. Standard phraseology cannot be emphasized enough.
ATC expects you to keep your communications short and precise (communication airtime is a valuable and sometimes scarce commodity). Gather your words together before speaking and then wait for an appropriate break before pressing your mic button, so that you avoid "stepping" on another pilot's or controller's transmission. Such simultaneous transmissions, with the accompanying squeals, are most annoying and can contribute to unsafe situations. If you have a question but things seem busy for ATC, start by asking, "I have a request" or "Do you have time for a question?" The response will be "Stand by" or "Say request." Your prime objective is to fly the airplane, while the controller's task is to separate traffic. Help them to do their job by being professional on the radio.
If for some reason you cannot communicate with ATC as you approach the airport traffic area, light gun signals will be used to keep your arrival safe and orderly. Ramm says that knowing ATC light gun signals is important, and she utilizes this tool more than pilots realize. "Sometimes we will hear an aircraft's communications perfectly clear, but the aircraft for some reason will not be able to hear us." This dilemma is sometimes caused by pilots who have inadvertently turned down the volume control on the comm. "Keep a little note card with the light gun signals within reach. You never know when we may have to communicate this way," advises Ramm. See AIM Section 4-3-13.
When in your VFR en route phase of flight, ask the controlling radar facility (find the frequency on your sectional chart) for VFR traffic advisories, also known as flight following. The controller will comply if workload permits, and you can expect this ATC service to the limits of his radar coverage. At this point he will advise, "Radar service terminated, squawk 1200, frequency change approved." To continue radar flight following, ask this controller for the next frequency for radar coverage, usually originating from another facility near your route. Utilize this service if it is available. Another set of eyes looking out for traffic with you is most helpful.
Remember that if you request to enter Class B airspace and the controller assigns a discrete transponder code only, this does not mean you are cleared to enter the airspace. He or she may assign a code and say "maintain VFR outside of Class B airspace." Do as instructed and be patient. The controller will get back to you soon and may even estimate the time required before you can expect to enter the airspace. Once you are cleared in, the controller expects you to adhere to assigned headings and altitudes while in the airspace.
Within the AIM is the Pilot/Controller Glossary. When was the last time you reviewed this treasure of information or the AIM's section on radio communications phraseology and techniques? Whether you fly at Cessna 152 or a Boeing 747, our method of aviation communication is the same.
Take the frequently used word "Roger" from the Pilot/Controller Glossary. Roger means "I have received all of your last transmission," and should not be used to answer a question requiring a yes or no answer (say "affirmative" or "negative"). However, misusing "Roger" or other aviation terms can cause problems for controllers. "Sometimes pilots will acknowledge an instruction with a 'roger' but then do something completely unexpected, which means the pilot probably did not understand the instruction fully," explains Ramm. "Perhaps the pilot will acknowledge a complex taxi instruction with just a 'roger,' but then make a turn onto a taxiway not in the cleared route. Or, for example, if several aircraft are in the pattern, sequencing becomes a priority for me. I'll ask the Piper pilot if he has the Cessna traffic in sight that he's following, and I'll hear a 'roger' as a response and nothing else. Next the Piper closes in rapidly on the Cessna on final who is 30 knots slower. Now does the Piper really see the Cessna? Probably not, and now I'll have to watch him carefully and be prepared to issue an 's-turn on final' or a go-around."
The solution to this information gap? "Be more specific with responses to ATC when operating within a dynamic environment like the pattern. Better to say, 'Roger, traffic not in sight yet, looking' rather than to introduce an uncertainty for the controller," Ramm says.
If there is a conflict in the making on approach, who should initiate the go-around? "The PIC [pilot-in-command] is always the final authority on safely conducting the flight, but it is our responsibility to separate the traffic," says Heilmann. "So if we have placed an aircraft 'into position and hold,' we must also inform him that there is traffic inbound perhaps already cleared to land. In that case, we also must inform the inbound aircraft that traffic is in position and holding. We may clear the holding pilot for takeoff 'without delay,' or clear him for 'immediate takeoff.' When we say 'immediate' we mean right now," adds Heilmann.
If pilot error created a conflict, what happens? The controller may ask the pilot to telephone the tower after landing to discuss the situation. Usually that will clear things up. However, if a pilot has caused a clearly dangerous situation, then the controller may recommend that the local FAA Flight Standards District Office review the matter to determine if a violation has occurred. In any event, the pilot should submit a NASA Aviation Safety Reporting System (ASRS) form within 10 days to help improve aviation safety -- an added incentive is the potential waiver of sanction if it's eventually determined that an unintentional violation occurred. FAA Advisory Circular 46D details the ASRS program. ASRS forms are available at FAA field offices and also can be downloaded from the ASRS Web site and from AOPA Online.
It is clear that a good pilot and a sharp controller complement each other in the quest for air safety. Concludes Carol Ramm: "Pilots and controllers need to work together as a team to achieve flight safety." Well said, by a controller who knows.
Joel Stoller is a Douglas DC-9 captain for Midwest Airlines. He is also a part-time CFI who has more than 16,000 flying hours, including more than 600 hours of dual instruction.
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