Right Seat – Flight Instructor’s Corner

Say Again…

With the roll out of a new procedure for taxi instructions at towered airports from ATC, it’s a good time to review some key elements of good radio communication.

First, let’s cover the changes to the taxi instructions.  While the format of the clearance has changed slightly, the important part of the change is clearance to cross runways along your route.   Whether active or inactive it will no longer be implied but always be explicitly included in the clearance.  If the controller doesn’t specifically say you are cleared to cross a runway HOLD SHORT and get further clearance!  Let’s see how this works in a clearance to taxi to Runway 25 from Red Baron:

Old format: Cessna 7132Q, taxi to Runway 25 via Hotel. (This clearance implied permission to cross runways 15 Right and 15 Left)

New format: Cessna 7132Q, Runway 25, taxi via Hotel, cross runways 15 Right and 15 Left.

Any instructions to Hold Short of a runway or taxiway must be read back and complied with.  Further clearance must be obtained prior to crossing any runway. For additional information click the following link: http://www.faa.gov/airports/runway_safety/news/current_events/taxi_to/

At non-towered airports it is the PIC’s responsibility to ensure that all surface movement is undertaken such that there is no loss of separation from other aircraft, especially those taking off or landing.  Good communication is the key but remain vigilant as other pilots may be operating without radios!

Most pilots know that when reading back taxi instructions they must include the assigned runway number and their aircraft call sign in one transmission. While it’s not specifically spelled out in the FARs, the read-back of any clearance that includes a runway should reference the specific runway number.  Far too often pilots are cleared to land on 15 Right and they simply read back “Cleared to Land” or “Cleared to land 15”. This leaves room for uncertainty with the controller and other pilots who may be using 15 Left or 25.

What else should or should not be included in a read-back?   Information that relates to what the controller wants you to do with your aircraft should be read-back (i.e. “turn left 20 degrees for spacing” or “extend your downwind”.)  You should include your full call sign unless ATC has shortened it first.  Information that is for your benefit, such as wind condition at the runway, should not be read back as this is unnecessary and ties up the airwaves.

Finally, when communicating at non-towered airports, remember that giving other pilots an accurate 3D picture of where you are will go the furthest in promoting safety. “Inbound from the West” doesn’t really help other pilots spot you. “5 miles West at 2000 feet, over the riverbed” is much more useful.  Also, while using your call sign is recommended by the FAA, your aircraft type is likely more useful to other pilots.  If you hear a King Air is entering downwind while you are preparing to take off, that’s more helpful than hearing that N37XX is entering downwind.  If 37XX was a Cessna 150 you might be more inclined to roll but knowing it’s a King Air might cause you to pause and wait for it to land first.

Keep your eyes on the skies and fly safely!

Steve Boothby CFI, CFII, MEI