Air Traffic Control Communication

At all times, pilots should build and update a mental picture of the other traffic in the vicinity of their intended flight or ground path. Frequency congestion significantly affects the correct flow of communications during critical phases such as takeoff and departure, and approach and landing, particularly at high-density airports. Omitting the call sign or using an incorrect call sign jeopardizes an effective readback and hearback process. ICAO Annex 11 requires that the safety-related part s of any clearance or instruction be read back by the pilot to the controller.

Readback of a hold short, crossing, takeoff or landing instruction shall always include the runway designator. Any readback by the pilot requires a hearback by the controller in order to close the communications loop. Most pilots perceive the absence of an acknowledgement or correction following a clearance readback as an implicit confirmation of the readback.

The absence of acknowledgement by the controller is usually the result of radio frequency congestion that requires the controller to issue clearances and instructions to several aircraft. A deviation from a clearance or instruction may not be detected until the controller observes the deviation on the radar display. Less-than-required vertical or horizontal separation , near midair collisions and runway incursions are usually the result of hearback errors.

Perceiving what was expected or wanted not what was actually said.

The bias of expectation can affect the correct understanding of communications by pilots and controllers. The potential for misunderstanding numbers increases when a given ATC clearance contains more than two instructions. Failure to request clarification may cause the flight crew to believe erroneously that they have received the expected clearance e.

How Air Traffic Control Works

Failing to question an incorrect or inadequate instruction may cause a crew to accept an altitude clearance below the sector minimum safe altitude MSA or a heading that places the aircraft near obstructions or on a collision course with another aircraft. This usually occurs when two aircraft with similar-sounding call signs are on the same frequency and are likely to receive similar instructions or if the call sign is blocked by another transmission.

When pilots of different aircraft with similar-sounding call signs omit the call sign on readback, or when simultaneous readbacks are made by both pilots, the error may not be noticed by the pilots and the controller. Some national authorities have instituted call sign deconfliction programs see the briefing note Level Bust to minimize or eliminate this threat. Eurocontrol recommends that all operators study their schedules and arrange call signs to reduce the chances of company aircraft operating in the same airspace at the same time with similar call signs.

Effective communication requires active and intensive listening by all those involved concentrating on each part and word in order to fully understand the whole message. Because of other flight deck duties, pilots tend to filter communications, listening primarily to communications that begin with their aircraft call sign and not hearing other communications. For workload reasons, controllers also may filter communications e. To maintain situational awareness, this filtering or selection process should be adapted according to the flight phase for more effective listening.

Deviating from an ATC clearance may be required for operational reasons e. Both the pilot and the controller need time to accommodate such deviations; therefore, the controller should be notified as early as possible to obtain a timely acknowledgement. Similarly, when about to enter a known non-radar-controlled FIR , contacting the new air route traffic control center ARTCC about 10 minutes before reaching the FIR boundary may prevent misunderstandings or less-than-required separation. An excessive pause in a message such as holding the push-to-talk switch while preparing the next item of the transmission may also result in blocking part of the response or part of another message.

Simultaneous transmission by two stations two aircraft or one aircraft and ATC results in one or both transmissions being unheard by the other stations or being heard as a buzzing sound or squeal. The absence of a readback by the pilot or the absence of a hearback acknowledgement by the controller should be considered as an indication of a possibly blocked transmission and thus prompt a request to repeat or confirm the information. Blocked transmissions are responsible for many altitude deviations, missed turnoffs and takeoffs and landings without clearance.

In case of suspected or confirmed total loss of voice communications , the flight crew should comply with prescribed general procedures or with the special procedures published for the specific airspace or airport. Broadcasting in the blind or using another aircraft as a relay may be done in areas of known low-quality HF or VHF transmissions.

In an emergency, the flight crew and the controller should adopt a clear and concise communication pattern. In an emergency, the flight crew should be aware that the controller may not be familiar with the aircraft and its performance capability. The controller may not understand a message that is too technical; a simple message should be used to inform the controller of the prevailing condition. Then, to explain the situation, simple and short messages should be used highlighting the operational implications of the prevailing condition.

Special emphasis should be placed on pilot-controller communications and task management during emergency situations. Achieving effective pilot-controller communications requires a holistic approach and emphasizing these key points:.

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Human Factors Content source: Aircraft will deviate around storms, reducing the capacity of the en-route system by requiring more space per aircraft or causing congestion as many aircraft try to move through a single hole in a line of thunderstorms. Occasionally weather considerations cause delays to aircraft prior to their departure as routes are closed by thunderstorms. Much money has been spent on creating software to streamline this process. However, at some ACCs, air traffic controllers still record data for each flight on strips of paper and personally coordinate their paths.

Air traffic control

In newer sites, these flight progress strips have been replaced by electronic data presented on computer screens. As new equipment is brought in, more and more sites are upgrading away from paper flight strips. A prerequisite to safe air traffic separation is the assignment and use of distinctive call signs. These are permanently allocated by ICAO on request usually to scheduled flights and some air forces and other military services for military flights.

As such they appear on flight plans and ATC radar labels. There are also the audio or Radiotelephony callsigns used on the radio contact between pilots and air traffic control. These are not always identical to their written counterparts. An example of an audio callsign would be "Speedbird ", instead of the written "BAW".

This is used to reduce the chance of confusion between ATC and the aircraft. The short Radiotelephony callsigns for these tail numbers is the last 3 letters using the NATO phonetic alphabet i. In the United States, the prefix may be an aircraft type, model or manufacturer in place of the first registration character, for example, "N" could become "Cessna ". Due to the larger number of new airlines after deregulation, ICAO established the 3-letter callsigns as mentioned above. The IATA callsigns are currently used in aerodromes on the announcement tables but never used any longer in air traffic control.

Flight numbers in regular commercial flights are designated by the aircraft operator and identical callsign might be used for the same scheduled journey each day it is operated, even if the departure time varies a little across different days of the week. The callsign of the return flight often differs only by the final digit from the outbound flight.

Generally, airline flight numbers are even if eastbound, and odd if westbound. In order to reduce the possibility of two callsigns on one frequency at any time sounding too similar, a number of airlines, particularly in Europe, have started using alphanumeric callsigns that are not based on flight numbers i.

Additionally, it is the right of the air traffic controller to change the 'audio' callsign for the period the flight is in his sector if there is a risk of confusion, usually choosing the tail number instead. Many technologies are used in air traffic control systems. Certain types of weather may also register on the radar screen.

These inputs, added to data from other radars, are correlated to build the air situation. Some basic processing occurs on the radar tracks, such as calculating ground speed and magnetic headings. Usually, a flight data processing system manages all the flight plan related data, incorporating — in a low or high degree — the information of the track once the correlation between them flight plan and track is established. All this information is distributed to modern operational display systems , making it available to controllers.

However, the centre was initially troubled by software and communications problems causing delays and occasional shutdowns. E-strips allows controllers to manage electronic flight data online without paper strips, reducing the need for manual functions, creating new tools and reducing the ATCO's workload.

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The firsts electronic flight strips systems were independently and simultaneously invented and implemented by Nav Canada and Saipher ATC in DECEA in Brazil is the world's largest user of tower e-strips system, ranging from very small airports up to the busiest ones, taking the advantage of real time information and data collection from each of more than sites for use in air traffic flow management ATFM , billing and statistics. Change in regulation in admittance for possible A.

Many countries have also privatized or corporatized their air navigation service providers. The first is to have the ATC services be part of a government agency as is currently the case in the United States. The problem with this model is that funding can be inconsistent and can disrupt the development and operation of services. Sometimes funding can disappear when lawmakers cannot approve budgets in time. Both proponents and opponents of privatization recognize that stable funding is one of the major factors for successful upgrades of ATC infrastructure. Some of the funding issues include sequestration and politicization of projects.

Another model is to have ATC services provided by a government corporation.

Listen to Live ATC (Air Traffic Control) Communications | www.newyorkethnicfood.com

This model is used in Germany, where funding is obtained through user fees. Yet another model is to have a for-profit corporation operate ATC services. This is the model used in the United Kingdom, but there have been several issues with the system there including a large-scale failure in December which caused delays and cancellations and has been attributed to cost-cutting measures put in place by this corporation.

In fact, earlier that year, the corporation owned by the German government won the bid to provide ATC services for Gatwick Airport in the United Kingdom. The last model, which is often the suggested model for the United States to transition to is to have a non-profit organization that would handle ATC services as is used in Canada. The Canadian system is the one most often used as a model by proponents of privatization. Air traffic control privatization has been successful in Canada with the creation of Nav Canada, a private nonprofit organization which has reduced costs and has allowed new technologies to be deployed faster due to the elimination of much of the bureaucratic red tape.

This has resulted in shorter flights and less fuel usage. It has also resulted in flights being safer due to new technology. Nav Canada is funded from fees that are collected from the airlines based on the weight of the aircraft and the distance flown. For more information regarding air traffic control rules and regulations, refer to the FAA's website.

From Wikipedia, the free encyclopedia. For the military concept, see Air supremacy. For the English band, see Air Traffic. For the Canadian band, see Air Traffic Control band. For the video game, see Air Control video game.

Aeronautical phraseology and Aviation English. Air Navigation Service Provider. Archived from the original on June 7, Archived from the original on February 20, Retrieved July 3, Retrieved February 22, Retrieved December 4, Archived from the original PDF on March 27, Retrieved December 5, Archived from the original on June 16, Epiphan Video capture, stream, record.

Archived from the original PDF on November 9, Archived from the original on July 4, Have the Reforms Worked? Professional Aviation Safety Specialists. Retrieved November 25, Explicit use of et al. The Journal of Air Traffic Control.

Pilot-Controller Communications (OGHFA BN)

Airline codes Airline holding companies Charter airlines Low-cost airlines Passenger airlines Regional airlines. Hypermobility Impact on environment. As the plane leaves that airspace division and enters another, the air traffic controller passes it off to the controllers responsible for the new airspace division. Some pilots of small aircraft fly by vision only visual flight rules , or VFR. These pilots are not required by the FAA to file flight plans and, except for FSS and local towers, are not serviced by the mainstream air traffic control system. Pilots of large commercial flights use instruments to fly instrument flight rules , or IFR , so they can fly in all sorts of weather.

They must file flight plans and are serviced by the mainstream air traffic control system. How Black Boxes Work. How Air Traffic Control Works. It also manages air traffic control within centers where there are problems bad weather, traffic overloads, inoperative runways.