Dear reader,
given its succes, and to make things easier to manage, but also easier to read for you, this blog has been moved to www.plasticpilot.net
I'm sorry if this cause any inconvenience to you, but hope to see you there soon !
PlasticPilot
Tuesday, August 28, 2007
Saturday, August 18, 2007
Phraseology is your business card
A wise man once told me...
I've made my basic training on a quite busy controlled airport. In the begining, my instructor was doing the voice. Then I went through a voice course, which are give by tower controllers. One important thing I remember from this course is that it started by saying that voice communication is like a pilot's business card given to a controller.
What he meant is that controllers will be confident with a pilot doing a good, efficient voice than with someone hesitating, or sounding confused. In example, if a VFR plane is waiting for a runway slot, and there are two airliners coming in with just the time in between for the VFR take-off, the controller will decide to leave him go or not mostly on the trust he has in the pilot. If he feels the pilot will manage a quick departure properly, he will let him go, but if he feels that the pilot could be slow, or block the runway, he will have him waiting.
And on what is this trust feeling based ? Mostly on the quality of the voice communication ! So be efficient, clear, complete, and polite if time allows.
No overload allowed
You will probably get more out of ATC if your voice is good, and this also includes not overloading a frequency, particularly when it's already busy. An important point here is to listen what the controller acutally said, not just to assume it. Want a real life example ? Look at this.
TWR: AirLiner 123, Line-up and wait 23, expect take-off in 30 seconds, due to wake turbulence
AirLiner 123: Line-up and wait 23, AirLiner 123
BigJet 456: BigJet456, passing 2 miles final 23
TWR: BigJet456, continue approach, traffic about to depart
BigJet 456: Continue approach, BigJet 456
Nxxxx: TWR good morning, Nxxxx with you
TWR: Nxxxx TWR good morning, stand-by
Nxxxx: Nxx is a C172, VFR from zzzz, errrrrrr with information A, errrrrrr 5 miles nort of the field, errrrrrrrr to land on the active, errrrrrr requesting landing instructions
Do you get the error from Nxxxx ? Yes, it was told to stand-by because of the close departure / arrival situation, but instead he blocked the frequency for a long while. Can you guess the next transmissions ?
TWR: BigJet 456, Go-around, I say again, BigJet 456, Go-around
BigJet 456: Going-around, BigJet456
This example of an airliner going around because of a pilot not complying with a simple "stand-by" instruction could seem silly, but I heard it very recently. Yes, I changed the callsigns.
You might then argue that it's unfair from me to have a example where the private pilot is behaving wrong, causing an airliner go-around. It is true that the situation could have been the opposite. My point here is not to say private voice is not as good as commercial, but to insist on the fact that any pilot should actually LISTEN to the controller, and not ASSUME anything.
One could also argue that the controller made a mistake by lining-up the first plane so close to the approach. This is true, but remind that the VFR was probably not on a flight-plan, so the controller could not guess, nor he could expect a pilot not understanding "stand-by" !
How safe is your readback ?
The voice communication also carries its share of safety issues, especially when it's time for a pilot to read a clearance back. This applies more to IFR pilots, but it is a general issue.
I noticed it once while being the safety pilot on an IR leg, and it was part of the feed-back I gave to the captain. Here is an extract of the communications:
H-xxx: Approach good morning, H-xxx, FL090, ready for lower
Approach: H-xxx Approach, good morning. You're identified, descend FL070
H-xxx: 070 H-xxx
Is not the H-xxx read-back a bit short ? Look at the following communications...
Approach: H-xxx, reduce speed 180 knots
H-xxx: 180, H-xxx
...
Approach: H-xxx, turn right heading 160
H-xxx: 160, H-xxx
The approach controller did not made any remark, and I guess as the traffic volume was low, he probably just monitored the turn on his screen. But how misleading was this readback ? By just answering "160, H-xxx", the pilot does not make clear to the controller that he understood the heading change, and not a new speed restriction.
In a complex situation, the controller would probably request a correct read-back, which would make the frequency busier, and possibly the situation even more complex.
Penser, Presser, Parler
To sumarize, you should always attempt to do a clear communication, short and efficient, and non-ambiguous. And remind that frequency time is precious. In french we have the "PPP" motto: "Penser, Presser, Parler", literally "Think, Push, Talk".
Think: to what you will say
Press: the PTT button
Talk: say your message
I've made my basic training on a quite busy controlled airport. In the begining, my instructor was doing the voice. Then I went through a voice course, which are give by tower controllers. One important thing I remember from this course is that it started by saying that voice communication is like a pilot's business card given to a controller.
What he meant is that controllers will be confident with a pilot doing a good, efficient voice than with someone hesitating, or sounding confused. In example, if a VFR plane is waiting for a runway slot, and there are two airliners coming in with just the time in between for the VFR take-off, the controller will decide to leave him go or not mostly on the trust he has in the pilot. If he feels the pilot will manage a quick departure properly, he will let him go, but if he feels that the pilot could be slow, or block the runway, he will have him waiting.
And on what is this trust feeling based ? Mostly on the quality of the voice communication ! So be efficient, clear, complete, and polite if time allows.
No overload allowed
You will probably get more out of ATC if your voice is good, and this also includes not overloading a frequency, particularly when it's already busy. An important point here is to listen what the controller acutally said, not just to assume it. Want a real life example ? Look at this.
TWR: AirLiner 123, Line-up and wait 23, expect take-off in 30 seconds, due to wake turbulence
AirLiner 123: Line-up and wait 23, AirLiner 123
BigJet 456: BigJet456, passing 2 miles final 23
TWR: BigJet456, continue approach, traffic about to depart
BigJet 456: Continue approach, BigJet 456
Nxxxx: TWR good morning, Nxxxx with you
TWR: Nxxxx TWR good morning, stand-by
Nxxxx: Nxx is a C172, VFR from zzzz, errrrrrr with information A, errrrrrr 5 miles nort of the field, errrrrrrrr to land on the active, errrrrrr requesting landing instructions
Do you get the error from Nxxxx ? Yes, it was told to stand-by because of the close departure / arrival situation, but instead he blocked the frequency for a long while. Can you guess the next transmissions ?
TWR: BigJet 456, Go-around, I say again, BigJet 456, Go-around
BigJet 456: Going-around, BigJet456
This example of an airliner going around because of a pilot not complying with a simple "stand-by" instruction could seem silly, but I heard it very recently. Yes, I changed the callsigns.
You might then argue that it's unfair from me to have a example where the private pilot is behaving wrong, causing an airliner go-around. It is true that the situation could have been the opposite. My point here is not to say private voice is not as good as commercial, but to insist on the fact that any pilot should actually LISTEN to the controller, and not ASSUME anything.
One could also argue that the controller made a mistake by lining-up the first plane so close to the approach. This is true, but remind that the VFR was probably not on a flight-plan, so the controller could not guess, nor he could expect a pilot not understanding "stand-by" !
How safe is your readback ?
The voice communication also carries its share of safety issues, especially when it's time for a pilot to read a clearance back. This applies more to IFR pilots, but it is a general issue.
I noticed it once while being the safety pilot on an IR leg, and it was part of the feed-back I gave to the captain. Here is an extract of the communications:
H-xxx: Approach good morning, H-xxx, FL090, ready for lower
Approach: H-xxx Approach, good morning. You're identified, descend FL070
H-xxx: 070 H-xxx
Is not the H-xxx read-back a bit short ? Look at the following communications...
Approach: H-xxx, reduce speed 180 knots
H-xxx: 180, H-xxx
...
Approach: H-xxx, turn right heading 160
H-xxx: 160, H-xxx
The approach controller did not made any remark, and I guess as the traffic volume was low, he probably just monitored the turn on his screen. But how misleading was this readback ? By just answering "160, H-xxx", the pilot does not make clear to the controller that he understood the heading change, and not a new speed restriction.
In a complex situation, the controller would probably request a correct read-back, which would make the frequency busier, and possibly the situation even more complex.
Penser, Presser, Parler
To sumarize, you should always attempt to do a clear communication, short and efficient, and non-ambiguous. And remind that frequency time is precious. In french we have the "PPP" motto: "Penser, Presser, Parler", literally "Think, Push, Talk".
Think: to what you will say
Press: the PTT button
Talk: say your message
Thursday, August 16, 2007
Video of a VFR flight intrusion within the Heatrow Control Zone
This video from NATS, the UK ATC authority, shows what happens when a disoriented VFR pilot enters the Heatrhow CTR. You will see that the pilot gets closer and closer to the approaches in progress to runway 09 L.
As the intruder gets closer, the controller has to interrupt two approaches and have the airliners going around and turning right. Thanks to this action, all risks are avoided, so all three aircrafts remain safe at all time.
Note that I did not say you should go through any airspace hoping the ATC will manage it ! This also shows why it is important to have your transponder on 7000 anywhere, particularly in crowded airspace when flying VFR !
However, as you can imagine, the following investigation will lead to strong consequences for the VFR pilot. The whole site holding this video is also worth a visit.
As the intruder gets closer, the controller has to interrupt two approaches and have the airliners going around and turning right. Thanks to this action, all risks are avoided, so all three aircrafts remain safe at all time.
Note that I did not say you should go through any airspace hoping the ATC will manage it ! This also shows why it is important to have your transponder on 7000 anywhere, particularly in crowded airspace when flying VFR !
However, as you can imagine, the following investigation will lead to strong consequences for the VFR pilot. The whole site holding this video is also worth a visit.
Tuesday, August 7, 2007
Spatial disorientation in VMC
Is that still VMC ?
The JAA syllabus for the PPL includes some very basic instrument flying training. It is limited to the ability to fly a 180° turn in IMC, just in case a pilot enters a cloud by mistake. And you can beleive me, this happens, hopefully not frequently, but periodically.
Most of time, pilots flying just below a layer of clouds enter it because the layer is getting down, or because they get distracted and climb that extra few feet. Suddenly anything gets white outside, the pilot realizes what's going on, push the column, and everyhting is normal again.
But there is another case where the notion of VMC vs. IMC becomes much more subtle than the simple "in cloud" vs. "out of clouds" definition. When flying over the sea, with a high pressure haze layer in example. Under such circumstances, you can clearly see the sea when looking down, but there is no clear natural horizon, as sky and sea seem to merge in the haze.
Boat or plane ?
While flying in such conditions recently, under an IFR flight plan, I experienced a brief spatial disorientation because of an extra factor. I just finished a left turn after receiving a clearance direct to some point in my flight plan, and I had a short glance to the right.
At this moment, I saw a white spot with a white trailer, on a blue background. My brain interpeted it as planes with condensation trails in the sky, and he concluded that we were still in the left turn. I had to look at the artificial horizon for a few seconds to convince me that I was flying straight and level !
So what about these planes is spotted ? They were in fact boats on the sea, looking similar to planes because of the trail and background color. Even as a trained IFR pilot, I needed all my confidence in the instruments not to start a corrective manoeuver.
Trust the instruments
Once again, the basic rule of IFR must be reharsed here, and it also applies to VFR pilots flying in such conditions: trust the instruments ! The likelihood of an instrument failure is much less than of disorientation.
And even if you're a VFR pilot, it is certainly legal to fly in such hazy condition over sea, but it is certainly questionnable. If you have some open sea crossing to fly and suddenly feel uncomfortable, keep the following things in mind:
1) If your plane is equipped with an autopilot, it is the good time to use it
2) Even if your fly manually using the instruments to help maintaining attitude, you're still VFR, and have to look outsite for traffic
3) In case of haze, it is much better to have the sun in your back than in front, so turn around if it gets really bad
4) Again, trust the instruments
With all of that, your flights in situations with an un-clear natural horizon should be uneventful, but never tell I engourage such flights, nor I encouraged you flying VFR in IMC.
The JAA syllabus for the PPL includes some very basic instrument flying training. It is limited to the ability to fly a 180° turn in IMC, just in case a pilot enters a cloud by mistake. And you can beleive me, this happens, hopefully not frequently, but periodically.
Most of time, pilots flying just below a layer of clouds enter it because the layer is getting down, or because they get distracted and climb that extra few feet. Suddenly anything gets white outside, the pilot realizes what's going on, push the column, and everyhting is normal again.
But there is another case where the notion of VMC vs. IMC becomes much more subtle than the simple "in cloud" vs. "out of clouds" definition. When flying over the sea, with a high pressure haze layer in example. Under such circumstances, you can clearly see the sea when looking down, but there is no clear natural horizon, as sky and sea seem to merge in the haze.
Boat or plane ?
While flying in such conditions recently, under an IFR flight plan, I experienced a brief spatial disorientation because of an extra factor. I just finished a left turn after receiving a clearance direct to some point in my flight plan, and I had a short glance to the right.
At this moment, I saw a white spot with a white trailer, on a blue background. My brain interpeted it as planes with condensation trails in the sky, and he concluded that we were still in the left turn. I had to look at the artificial horizon for a few seconds to convince me that I was flying straight and level !
So what about these planes is spotted ? They were in fact boats on the sea, looking similar to planes because of the trail and background color. Even as a trained IFR pilot, I needed all my confidence in the instruments not to start a corrective manoeuver.
Trust the instruments
Once again, the basic rule of IFR must be reharsed here, and it also applies to VFR pilots flying in such conditions: trust the instruments ! The likelihood of an instrument failure is much less than of disorientation.
And even if you're a VFR pilot, it is certainly legal to fly in such hazy condition over sea, but it is certainly questionnable. If you have some open sea crossing to fly and suddenly feel uncomfortable, keep the following things in mind:
1) If your plane is equipped with an autopilot, it is the good time to use it
2) Even if your fly manually using the instruments to help maintaining attitude, you're still VFR, and have to look outsite for traffic
3) In case of haze, it is much better to have the sun in your back than in front, so turn around if it gets really bad
4) Again, trust the instruments
With all of that, your flights in situations with an un-clear natural horizon should be uneventful, but never tell I engourage such flights, nor I encouraged you flying VFR in IMC.
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