Lesson Facilitation Notes

Lesson Facilitation Notes S Garrett

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ALL CLEAR? COMMUNICATION TRAINING

LESSON FACILITATION NOTES FOR TRAINERS

These Lesson Facilitation Notes for Trainers havebeen derived from the EUROCONTROL Air GroundCommunication (AGC) Safety Initiative and theiruse will cover the majority of recommendationsmade in the AGC Action Plan.

DescriptionThese Lesson Facilitation Notes for Trainers have been derived from theEUROCONTROL Air Ground Communication (AGC) Safety Initiative and their use willcover the majority of recommendations made in the AGC Action Plan.

ContextThese Notes are recommended for training where no visual aids or technology isavailable, and/or where facilitation is the preferred method of the Trainer.However, the preferred method should always be to use the videos.


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How to Use these notes The Notes are designed so that they can be used by Trainers stood at the front

of a class as a guide to running a training session based on Q&A (elicitinganswers) from the students.

Pages marked “intentionally blank” are included to ensure that other pagescovering a single topic are facing each other when photocopied double-sided.

The Notes can be printed and used directly as they are, or they can be cut-and-pasted, amended or added to.

Trainers may wish to use the whole set or just relevant parts to suit their ownrequirements.

The Notes can also be used by trainers as a revision/research tool fordeveloping their own training on this subject.

It is recommended that Trainers familiarise themselves with these notes beforeusing them in practice.

Some information may need to be amended where it is pertinent to theTrainer’s airline/ATC Unit/country’s requirements and procedures.

Contents of these Lesson Facilitation Notes

i. Decode

1. Interest and need for training

2. Background to the Initiative

3. Aims

4. Factors contributing to poor communications

5. ICAO SARPS for communications

6. Call-sign confusion

7. Loss of communications

8. Blocked transmissions

9. Local communication procedures

10.Further learning material

11.Conclusions and summary

12.Feedback


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i. DECODE OF LESSON FACILITATIONNOTESAlthough instructions are given throughout the Notes, and they are clear tounderstand, colours and boxes have been used to differentiate different aspects ofthese notes in order to enable easy interpretation.

Bold and italics have been used to provide the same if the Notes are printed inBlack&White, as follows:

GREY BOLD CAPITALS = SUBJECT TITLES

Red Bold = Instructions to Trainers such as“Brief or Discuss”

(grey in brackets) = (suggestions for Trainers)

Grey = information to be briefed

Black and Black Bold inside Box = FactualInformation

Dark Blue italics = Q: Questions

Dark Red italics = A: suggested or possibleAnswers


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1. INTEREST AND NEED FOR TRAINING

Brief some interest on the subject: (optional - this example is just one suggestion)

Accident Summary:1977 - KLM 4805 B747 and PANAM 1736 B747Tenerife, collision on runway, 335 fatalities:

Tenerife congested due to terrorist attack atLas Palmas airport and diverted aircraft.KLM and PANAM back-tracking for take-off.KLM ready for departure and ATC givedeparture clearance.KLM thought they were cleared for take-offand call “we are now at take-off” then startedrolling.PANAM still back-tracking to exit.ATC and PANAM call simultaneously:

o ATC – “Standby for take off we will callyou”

o PANAM – “No … uh we’re still taxiingdown the runway”

KLM heard high-pitched noise for nearly 4seconds due to simultaneous transmissions.


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ATC heard PANAM and respond “report whenclear” – PANAM acknowledge this with read-back.These two messages are heard by KLMKLM flight engineer asks pilots twice – “is henot clear then?”KLM Captain answers “Oh, yes”.


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Q:What communication errors andinadequate communication performancesare highlighted from this short accidentsummary?

Answers:Take-off began without clearance – hearingerror – expectation – lack ofunderstanding?Non-standard phraseology used “we arenow at take-off”Call-signs omittedATC did not pick-up on the significance ofthis read-backCritical transmission was Blocked from KLMregarding PANAM still taxyingKLM Captain “assumed” PANAM was clearCRM issues between FE and FC.

IMPACT OF COMMUNICATION ERROR

Brief a short introduction:We want to ascertain not just the potentialconsequences of poor communications but alsothe size of the risk which exists today.


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RISK = LIKELIHOOD x CONSEQUENCES

Q: What voice messages are normallypassed between controllers and pilots?

Answers:Instructions – clearances – level, heading,routing, altimeter settings, frequencies etcInformation – weather, traffic, terrain,airport etcIntentionsRequestsAdvice – weather, traffic, terrain, airport etcEmergency service

Q: When messages are not transmitted orreceived, or misunderstood what is likely toresult?

Answers:Failure to follow intended clearancesand/or obey instructionsFollowing wrong clearanceWrong aircraft following clearanceUnnoticed deviations from clearanceFailure to act on information and adviceand/or provide a service


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Likely to act on expectations andassumptionsLoss of situational awareness – third parties

Q: If clearances are not flown, or incorrectclearances are flown (for whatever reason)what are the potentialhazards/consequences?

Answers:Runway Incursion – ground collisionLevel Bust – mid-air collisionPenetration of airspaceLoss of lateral separationCFITIncreased workload for ATCO due to impacton other traffic – coordination anddeconflictionMilitary Interception


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Runway Incursions:There are two Runway Incursions reportedevery day in Europe

Level busts:10 level busts per day in Europe10 % result in a loss of separation of lessthan 1nmCommunication problems are the mostcommon causal factor in Level Busts

Contributory Influence:Communications are causal factors in 30% ofapproach and landing accidents


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Brief the need for training:

The Future:traffic increasing at around 6% per yearfrequencies are becoming more congestedcapacity from data-link is a long way awayin the meantime there is a need to reducethe risk posed by poor communications.


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2. BACKGROUND TO THE AGC INITIATIVE(optional)The Air Ground Communication (AGC)Safety Improvement Initiative waslaunched by the Eurocontrol Safety Team in2004.

As part of the Initiative the Dutch NationalAerospace Laboratory (NLR) conducted:

a safety study of over 500 reportedoccurrences of communication problemswithin Europe over a 13-month period during2004-05, anda survey of pilots and controllers to identifylessons and recommendations.

The AGC Initiative is also addressingcommunications issues identified in the RunwayIncursion and Level Bust safety improvementinitiatives.

An AGC Action Plan was released in May 2006which contains several briefing notes ondifferent communication issues;recommendations for best practice aimed atEurocontrol, National Regulators, Aircraftoperators, Air Navigation Service Providers,Pilots and Air Traffic Controllers.


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The AGC Action Plan also contained acommitment to produce an AGC Toolkit aimedat raising awareness of the issues andencouraging the widespread use of ICAOStandards and Recommended Practices(SARPS), the application of industry best-practice, and the promotion ofrecommendations resulting from the Initiative.

This briefing session has resulted from the AGCSafety Improvement Initiative and is based oninformation contained within the AGC Toolkit.Holding this session fulfils one of therecommendations for Aircraft Operators toprovide training.

The Action Plan has been endorsed by thefollowing organisations:

International Federation of Air TrafficControllers’ Associations - IFATCAFlight Safety Foundation – FSFEuropean Cockpit Association – ECAEuropean Regions Airline Association – ERAEUROCONTROL.


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3. AIMS

Q: What would you personally hope to gainfrom the session in terms of reducing therisks from air-ground communications?

Answers?Discover what the main findings of theSafety Study wereFind out what recommended best-practicesare in the Action PlanReview ICAO SARPSReview company proceduresDiscuss operational issues on XXX aircrafttype/human-machine interfaceTalk about sterile cockpit conceptImprove communication/radio disciplineLearn some “tips”

Add your own AIMS and CONTENTS for yourtraining session:


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4. FACTORS CONTRIBUTING TO POOR COMMUNICATIONS

Brief: There are various elements within a typicalcommunication system that can affect the qualityof communications, these could be: technical (systems, equipment and

environmental) operating procedures routine practices, or human performance.

(Option to introduce/revise the S-H-E-L model)

Q: What equipment and environmentalfactors increase the chances of poorcommunication between pilots andcontrollers?

Answers:Equipment failures, malfunction or poorperformanceIneffective use of equipmentCockpit background noiseFrequency congestionInterference


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Blocked transmissions/simultaneoustransmissions


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Intentionally blank


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Brief:Often we do not help ourselves whencommunicating with each other; in fact wesometimes make it difficult to be understood.

Q: In what ways do we contribute throughour day-to-day practices to (or: whatexamples have you experienced of)inadequate, ineffective and/or wrongcommunication between pilots andcontrollers?

Answers:Poor procedures and practicesInadequate trainingOmission of call-signIncorrect use of abbreviated call-sign (seebelow)Incomplete read-backNon-standard phraseology andcolloquialismsNot pacing our speechNot speaking clearlyAccent and toneLanguage other than EnglishLack of monitoring and cross-checking


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Transmitting too many instructions in onemessageNot clarifying/separating headings fromflight levelsNot ensuring that call-signs are de-conflictedNot recording (writing down) clearancesClipping transmissionsNot listening before transmittingNot allowing enough time to comply with aconditional clearancePilots not informing ATC promptly ofintentions to deviate due to operationalcircumstancesControllers accounting for aircraftperformance and issuing clearances too late

Brief: As humans we are susceptible to certaininfluences (physical and mental) on ourperformance

Q: What physical and mental factors canaffect our communication performance?(from your own experience?)


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Answers:FatigueIllnessHearing deficiencyHigh work loadDistractionsConflictsMemory lapseExpectationsSimilar sounding words, numbers orphrases - confusion

Provide some examples:These examples highlight how our assumptionsand expectations play a key role incommunication error.

For Pilots:Following a detailed departure brief, or whenflying a routine familiar approach procedure,expectations of certain cleared levels, headings,squawks and frequency changes are very high.Inattention will often lead to hearing what youwant to hear and not what was actually said.


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For Controllers:When issuing routine clearances andinstructions less attention can be paid tolistening to the pilots’ read-backs (ie hear-back)– it is best not to assume that all pilots arefamiliar with the airspace, and therefore tothem the instructions and clearances may notbe “routine – same as always” and they couldmis-hear.

Draw the communication loop – and explain:Ensuring that the loop is always completedreduces the possibility of error.

Transmit

Transmit

ATC Clearance

Pilot’sRead-back

Controller’sHear-back

Listen

Listen

Transmit

Acknowledge or Correct

Pilot’sHear-back

Listen

Transmit

Transmit

ATC Clearance

Pilot’sRead-back

Controller’sHear-back

Listen

Listen

Transmit

Acknowledge or Correct

Pilot’sHear-back

Listen


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Q: If the communication loop breaks downdue to technical, procedural or humanfactor problems, what can we do to enhanceour further understanding ofcommunication errors?

A: File an Air Safety ReportA: Make recommendations for changingprocedures to reflect best practice


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5. ICAO SARPS FOR COMMUNICATIONS

Q: How can we prevent many of theproblems we have discussed (such aslanguage, speech characteristics andmessage formats and contents)?

Answers:Comply with ICAO standards andrecommendations, including phraseologiesWrite better SOPsAlways ensure the communication loop iscompletedPay attention to our own speechcharacteristicsImprove listening skillsAdhere to monitoring and cross-checkingprocedures and best-practicesRestrict the number of elements(requests/instructions) in a message to justtwoClarify (ie separate) headings from flightlevelsTransmit in good timeBe very clear with conditional clearances –both issuing and complying with them


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The AGC Safety Initiative recommends theobservance of ICAO SARPS, including standardphraseologies. Adhering to these will improveradio discipline and help to harmonisecommunication standards across Europe.


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ICAO REFERENCES


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PANS-ATM DOC4444 contains procedureswhich are complementary to the SARPScontained in Annex 2 - Rules of the Air and inAnnex 11 - Air Traffic Services. They aresupplemented when necessary by regionalprocedures contained in the RegionalSupplementary Procedures (Doc 7030).

Although the procedures are mainly directed toATS personnel, flight crews should be familiarwith the procedures contained in severalchapters of the Document.

Chapters 4, 5 and 12 contain procedures forair-ground communication including:clearances, read-backs, phraseologies, anddeviations.

Note: Pilots and Controllers should befamiliar with the phraseologies contained inChapter 12.3.

Annex 10, AeronauticalTelecommunications, Volume II,Communications Procedures containsSARPS for communications proceduresincluding: discipline, use of language,pronunciation/phonetics, and techniques. Someof these procedures are denoted as PANS.


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EXAMPLES FROM ICAO DOCUMENTSBrief: One of the critical elements of theCommunication Loop is the pilot’s read-back.

Clearances and Read-back:Quote: ATC clearances must be phrased in astandard manner and issued early enough toensure that the aircraft can comply withthem.Quote: The flight crew shall read back safety-related parts of clearances.

Q: What items should always be read back?

Answers:Route clearancesClearances for any runway to:EnterLandTake-offHold short ofCrossTaxiBacktrackRunway in use


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Altimeter settingsSSRR codesLevel instructionsHeading and speed instructionsTransition levels (from controller or ATIS)

Q: What about other clearances andinstructions, such as frequency changes?

A: Ideally always read frequencies back too.

Brief: Note that read-back of frequencies are notmandated. However, to complete theCommunication Loop both read-back and hear-back should be attempted.

Quote: The controller shall listen to the read-back to ascertain that the clearance orinstruction has been correctly acknowledged bythe flight crew. If not, they must takeimmediate action to correct any discrepancies.

Q: What rules apply to the issue ofconditional clearances concerning an activerunway?


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A: The aircraft or vehicle(s) concerned mustbe seen by the appropriate controller andpilot.

Quote: In all cases a conditional clearance shallbe given in the following order and consist of:a)Identification;b) The condition;c)The clearance; andd)Brief reiteration of the condition, for example:

“AERO 123, BEHIND DC9 ON SHORT FINAL,LINE UP BEHIND”

Q: What other examples of conditionalclearance have you experienced, and whatpotential problems can arise from their use?

Discuss:LANGUAGE

Brief: The inappropriate use of differentlanguages not only makes communication errormore likely, it will also lead to loss of situationalawareness for third parties.

Q: What language does ICAO insist shouldbe used for air-ground communications?


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A: The language normally used by thestation on the ground!A: Pilots flying internationally, andControllers handling International traffic,should communicate in English.

Quote: It is recommended that all internationalAGC be conducted in English, and thatlanguages are not mixed on the samefrequency.

Note: By March 2008 pilots and controllersneed to demonstrate a level of competency toICAO level 4 in the language they use for air-ground communication.


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Brief: ICAO also requires and recommendstransmitting techniques to enhance the clarity ofspeech.

Q: What steps can we take to enhance theclarity of our speech?

Answers:Always use ICAO standard phraseologyUse normal conversational toneEnunciate each word clearly and distinctlyNeutralise strong accentsMaintain an even rate of speech – slowerfor messages that need to written downMaintain a constant level of volumeUse (slight) pauses appropriately – egbefore and after numeralsUse microphone appropriately – eg don’tspeak with head turned away; keepconstant distanceUse standard phraseologiesPronounce numbers and key wordsphoneticallySpell difficult words using the phoneticalphabet


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Brief: Even when two people communicating witheach other speak English as their native language,they can be misunderstood due to heavy accents.

Discuss: How can (do) you neutralise your ownaccent?

Discipline

Q: Assuming that others are not so diligentat maintaining high standards of speakinghow can we improve our listening ability?

Answers:Use headsets – SOPs for radios?Good use of volumeBoth pilots monitoring frequency duringbusy or critical phases of flightBe extra vigilant if other pilot/colleague is“off radio”Write down all messages/requestsControllers - always insist on pilot read-backs and acknowledge or correctPilots - always read back messages in fullControllers - playback recordings if possible


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Q: If we are ever unsure of any message, orwhether a message was meant for us, whatshould we do?

A: Query and ask for clarification

Querying a message

Brief: It is human nature that when invited tosay “yes” we often do, especially when distractedor busy. This situation often occurs when pilotsask for confirmation from ATC or vice versa.

Demonstrate with examples:

Closed question style:(Using a rising tone of voice) “Clear directVOR climb FL330 RUSHAIR 123?”“ATC confirm RUSHAIR 123 cleared NDB?”“did you copy that last clearance RUSHAIR123?”

Q: How can we guarantee that errors arenot compounded whenever there isuncertainty that a pilot has received thecorrect clearance?


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A: Re-issue the clearance, listen to read-back and acknowledge or correct it, orA: Ask an OPEN question

Demonstrate with examples:

Open question style:“ATC XY say again for RUSHAIR 123”“ATC XY who was that last message for?RUSHAIR 123”“RUSHAIR 123 read back clearance”

NON-STANDARD PHRASEOLOGY

Brief: Some States will allow deviations fromstandard ICAO phraseology, and publish these intheir relevant manuals. These manuals will notalways be readily accessible to pilots; who oftenhave to learn through experience. Fewer deviationswould improve harmonisation and therefore safety.

Q: What phrases are commonly used whichcan sometimes add confusion or differ fromICAO standards?

Q: What non-standard use of language haveyou experienced that adds to clarity and ishelpful.


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Give some examples of non-standardphraseologies that may be encountered:

In UK airspace Flight Levels 100, 200 and 300are transmitted as wun hundred, two hundredand tree hundred to avoid confusion with 110,220 and 330.

The ICAO phrase “taxi to holding position” hasrecently been replaced by the phrase “taxi toholding POINT”. This is to avoid confusion withthe non-standard phraseology used in the USA“taxi into position and hold” which is equivalentto “line up and wait”.

Brief: Some phrases and words which wecommonly use can actually add to communicationconfusion.

Q: What phrases and words should we aimto avoid?

Answers:Always use a full message read-back withcall sign instead of “roger” or “wilco”Use of the phrase “go-ahead” can bemisconstrued as authorisation for anotheraircraft to proceed.


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Use of the words “to” and “for” could beinterpreted as “two” and “four” avoid theiruse where there could be confusion eg“climbing to 80” (280?).Also non-standard phrases and words canbe interpreted differently by differentcultures.

Brief: If it is necessary to use non-standardphrases within a message, it is advisable toensure the receiving party is aware of this.

Q: How can we draw attention to the use ofa non-standard phrase or word, if it isdeemed necessary to use them?

A: Placing appropriate stress (tone, volume,repetition) on the phrase or word.

CALL-SIGNS

Brief: Call signs should be used in conjunctionwith all transmissions (especially clearance issuesand read-backs) – although, during a continuoustwo way conversation they may be omitted untilthe call is terminated.

When establishing communications an aircraftshould always use its full call sign.


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ICAO identifies three types of call sign:

Type A – Registration marking with or withoutaircraft manufacturer or model as aprefix.

ABCDE or AIRBUS ABCDE

Type B – Telephony designator of operatorfollowed by last four digits ofregistration.

RUSHAIR BCDE

Type C – Telephony designator of operatorfollowed by flight identificationnumber.

RUSHAIR 1234

Brief: Only two of these may be abbreviated.

Q: Which ICAO Call-sign type can not beabbreviated?

A: Type C - Call signs which contain theflight identification.


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Call-sign abbreviations:Type A – First character and at least the last 2characters.

AIRBUS (optional) ADE or ACDE

Type B – Telephony designator and at least thelast two digits of the flight number.

RUSHAIR DE or RUSHAIR CDE

Q: When can abbreviated call signs beused?

Answers:Only after satisfactory communication hasbeen established, and provided that noconfusion is likely to arise.

Q: Who can initiate the use of abbreviatedcall signs?

A: Only the ground station.

Brief: An aircraft shall not change its call sign inflight unless temporarily instructed by ATC on thegrounds of safety.


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The Air-Ground Communication Safety Studygrouped the most common communicationerrors into 4 categories responsible for thehighest risk:

1.call sign confusion2.prolonged loss of communication3.simultaneous transmission, and4.radio discipline

The last is also relevant to the first threecategories and much of this has already beencovered. We are going to cover each of thefirst three categories in turn and discuss waysof eliminating or decreasing the associatedrisks.


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6. CALL-SIGN CONFUSION

Brief: Call sign confusion is the major cause foraircraft taking a clearance not intended for them,and therefore carries the risk of potentially severeconsequences.

Q: What would be the most effective way ofensuring the risk from call sign confusionwas eliminated?

A: Plan so that no two aircraft with similarsounding call signs were using the sameairspace at the same time.

Eurocontrol CFMU is currently investigatingpossible methods for de-conflicting call signsthrough the flight plan process, and the AGCSafety Improvement Initiative recommendsnational authorities and aircraft operators takemeasures to reduce the chances of call signconfusion.

However, until such time as a widespreadcoordinated system is accepted andimplemented, controllers and pilots need to beaware of the issue and understand ways ofpreventing confusion from occurring.


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The AGC Safety Study analysis highlightedcertain call sign formats as being moresusceptible to confusion than others. Such as:• Number sequences beginning with a low

number (five and below)• Long number sequences (four or more)• Repeated digitsLetter sequences corresponding to the last twoletters of the destination ICAO location identifier

Q: From your own experience what call signelements and formats are more easilyconfused with each other?

Discuss: company call-signs/common call-signs,and how they may add to the chances ofconfusion.

Possibilities:Call-signs issued in sequences of numbers,therefore company departures often conflictwith each other.Similar call-signs to other carriersTelephony identifier common ie Air, or AeroUse of similar sounding elements ie “tree”and “charlie”, “two” and “zulu”


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Brief: It is a common human factor to transposenumbers and letters when reading and/orspeaking back something heard.

Q: Has anyone experienced, or witnessed anincidence of call-sign confusion?

Q: What happened?

Q: Apart from written call-signs beingalpha-numerically similar, what otherfactors could increase the chances of call-signs being audibly confused?

Answers:Clarity of speech, including accent and rateof speechDistraction – inattentionExpectation and assumptionFatigueFrequency congestionClipping and/or clipped transmissions


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Q: What actions, in the air, can be taken tohelp prevent call sign confusion?

Answers:Be prepared – look for potential conflictWarn ATC/pilots/adjacent sectors ofpotential call sign conflictsUse full call-signsAccept/issue temporary call sign change ifnecessaryClarify clearances if uncertainty exists:Use “open” questions not read-backAlways give/insist on full read-backWhen a frequency is congested/at criticalstages of flight (below 10,000ft) – bothpilots monitor radioTransmit all messages clearly using full callsign and standard pronunciation – don’t addto the confusionAvoid clipping transmissionsBe alert for blocked transmissions

Note: responding to a message directed atanother aircraft may block their transmission ofread-back: this may not be noticed by ATC.


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Q: If a call sign confusion incident occurs,or a potential problem was observed, whatcan we do to help us understand moreabout this problem in the long run?

A: File an Air Safety Report after the flight


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7. PROLONGED LOSS OF COMMUNICATIONS

40% of reported incidents of lostcommunications were for a “prolonged” period,this type of incident is called PLOC.

Whether the loss of communications is brief orprolonged in some instances the consequencescan be severe. In all cases there is additionalwork load placed on both pilots and controllers:a controller can become pre-occupied with oneaircraft for a substantial period of time.

In 2004 there were 120 military intercepts ofcommercial aircraft in Northern Europe alone:subsequent reports of these intercepts indicatethat many civil pilots do not routinely monitorthe “emergency” frequency 121.5 MHz.

Q: Has anyone experienced a prolonged lossof communication and/or a militaryinterception?

Q: What happened?


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Q: What are the most likely causes of loss ofcommunications?

Answers:Equipment failureOut of communication rangeRadio interferenceIssuing or Selecting the wrong frequency

Q: When is it most likely to occur, ie whenare you most likely not to notice?

Answers:During expected quiet periods ie in thecruiseDuring periods of high cockpit activity –climb and descentDuring periods of high sectorcapacity/workloadHandover to new ATC sector where range isknown to be an issue:Just prior to handover to new ATC sector,andJust after accepting a new aircraft intosector


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Q: Are there any areas you encounter onyour sector/operations where this iscommon?


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Brief: Frequency changing is one areawhere mistakes can be reduced especiallythrough strict adherence to thecommunication loop. There can be atendency to “sign off” by reading back thefrequency and then immediately switchingfrequencies without waiting for the hear-back confirmation/correction.

Q: How could pilots, during “sign off” simplyobtain a double-check that the newfrequency is correct?Answers:Read-back complete frequencyDon’t switch frequencies immediately –pause and listen to any acknowledgementor correction from ATC

Q: How could controllers reduce thechances of loss of communicationsassociated with the problems of frequencychange?Answers:Issue vital clearances (headings and levels)in advance of any frequency changeIssue the new frequency in good time, witha condition to change by XYZ if range is anissue


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Issue frequency change separate to anyclearancesDon’t be distracted – pause and listen toany read-back from the pilotIf no read-back is forthcoming – insist onone

Q: Assuming the right frequency wastransmitted and received what otheropportunities exist for pilots selecting thewrong frequency and why?

Answers:Simple mistake, Memory lapse, Expectation,No cross-checking, Poor equipmentRight frequency set, but “RADIO” notselectedSquelch set inappropriately

Q: If no contact can be established on a newfrequency/newly accepted aircraft whatshould be attempted?

Answers Pilots:Check equipment and settingsReturn to previous frequency and checkTransmit blind?


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Ask for relay?

Answers ControllersTransmit blind?Ask for relay?Provide precautionary clearances to otherconflicting aircraft as soon as possible –don’t assume contact will be madeTry 121.5MhzMonitor aircraft’s progress againstclearanceCheck with previous sectorContact the airline (relay via companyradios)Ultimately contact the authorities inaccordance with national securityprocedures

Brief: Often when returning to the previousfrequency the sector is no longer in range – this isa common situation which often leads to a PLOCincident.

Q: How can we avoid such situations?


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Answers:“Signing off” before going out of rangePrior communications planningWriting down clearancesReading back all frequency changes

High Workload - Frequency congestion oftencoincides with periods of high workload for bothcontrollers and pilots.

Q: What measures can be taken to ensurethat messages are heard and recordedcorrectly during periods of high workload?

Answers:Use headsetsBoth pilots monitoring active frequencyWrite down clearances (includingfrequencies)Reading back all frequency changesPlanning to reduce the number of radarvectorsProviding clearances in good timeIssuing only one instruction per message


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Discuss Sleeping Receivers if relevant:(optional)

Reported incidents of the phenomena known assleeping receiver have been on the increase.The symptoms are that no reception of anytransmissions is heard. If this scenario isencountered in-flight the solution is generally tokey transmit; thereafter the reception isnormally restored.

Sleeping receivers are often the cause of PLOCleading to a military intercept.


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8. BLOCKED TRANSMISSIONS

Blocked transmissions are caused mostly by:simultaneous transmissions orradio interference

Both situations are increasing due to thecongestion of the radio frequency spectrum andgrowing numbers of airspace users. This latterproblem leads to pilots “needing” to jump inquick with their requests often blockinganother’s transmission.

Brief: Generally simultaneous transmissions arenoticed by pilots on frequency through an audiblesqueal and no reception of either transmittedmessage.

However, where a controller is using multiple RTFfrequencies, pilots on different frequencies will beunaware of the other’s transmission.

Pilots are also unlikely to suspect a blockedtransmission if the controller does notroutinely acknowledge all read-backs.

Controllers who employ Best Signal Selection(BSS) often do not register a simultaneous


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transmission; they are therefore reliant on pilotsfor this information.

Q: What steps can be taken to reduce thelikelihood that we transmit at the same timeas someone else?

Answers:Listen out to ensure a two-wayconversation is not on-goingRelease ‘press to transmit’ immediatelyafter we have finished transmittingAvoid long pauses during a message whichmight encourage someone else to “jump-in”Controllers should carefully listen to allread-backs and acknowledge them

Discuss actions to take if a blockedtransmission is witnessed between otheraircraft and ATC:

Some pilots who witness such an incidenttransmit immediately afterwards “BLOCKED” –although this is not official procedure.


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Q: If we experience safety problemsthrough blocked transmissions, orencounter radio interference, what can wedo to help others learn more about thesesituations?

A: File a safety report

Q: What information can we provide thatwill make a report more useful?

A: Time, location, frequency, starttime/location, end time/location, aircraftinvolved, nature, and impact

Any incident of radio interference should bereported, with as many supporting details asare available: frequency, time and location ofstart, time and location of stop, FL, effect oncommunications, further impacts etc.


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9. LOCAL COMMUNICATION PROCEDURES(Optional, but recommended)

Brief from the following list:Airline/Unit communications proceduresSterile cockpit conceptOperations/Comms ManualsProcedures for use of 121.5MHzActions on being intercepted by the militaryNational variationsCompany and national reporting requirements


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10. FURTHER LEARNING MATERIAL

Distribute as required:European Air Ground Communications SafetyImprovement Initiative (eg Safety Briefing Notes)Company training materialNational training materialTop 5 Tips

Resources:All AGC safety training material is availablefrom:

Trainers Memory stick, andwww.allclear.aero

Learn-on-line www.allclear.aero

The AGC Action plan has recommended that AirNavigation Service Providers (ANSPs) provideresources for self-improvement in the use ofthe English language.

Brief: Where English Language Training can beaccessed if appropriate, and if available:NationallyFrom the local ANSPWithin the company


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11. CONCLUSIONS AND SUMMARY

Brief your conclusions/key points:

Q: How can we contribute to goodcommunications?

Q: What best practices can be employed tohelp prevent communication error?

Q: What are the key points learnt from thislesson?

For example:Use ICAO Standards and RecommendationsUsing full call sign – alwaysRead back clearances in fullRead back frequencies in fullSpeak clearly – accent, pace, concisely,standard phraseologyListen carefully – write down clearancesCross-monitoring each otherAsking “open” questions if unsureTransmitting at right time and in good timeUsing headsets during busy and criticalstages of flight (ideally for all clearancesand below 10,000ft)


Task Q06/11093SA

Pause before changing frequencyPause before speaking


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12. FEEDBACK

Ask for feedback on:the content of the course,the scope of the subjects covered, andthe recommendations made.

Send any feedback to:[email protected]


Task Q06/11093SA

Documents

Lesson Facilitation Notes