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You might not have heard, but on June 30, 2010, air traffic controllers (ATC), specifically ground controllers and tower controllers, are now required to issue specific runway crossing instructions for each runway to be crossed.

In the past, ground controllers would say, “Taxi to runway 35R via (taxiway) Golf and Echo.” In the past, this meant that you could cross ALL intersecting runways on your way to the departure runway unless stated otherwise.

The new phraseology though now starts with the runway you are going to taxi to and then the specific route they want you take will be stated along with any runway crossings or hold short instructions.

Here is an example, “SkyWest 1234, Runway 35R, taxi via Golf and Echo, cross Runway 12, hold short Runway 35L.”

Do you see the difference? The runway you are ultimately going to taxi to is the first thing stated after your callsign.

Furthermore, let’s say you will have to cross multiple runway intersections, the ground controller will stagger the crossing clearances so that you you can more clearly understand the clearance. Using our example above, the ground controller would not have you cross Runway 12 and Runway 35L, in the same clearance. As always, there is an exception. If say there are two parallel runways, and their centerlines are less than 1,000 feet apart, the controllers may clear you to cross both runways in the same clearance. Don’t forget to read back the hold short instructions!

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A couple months ago I was flying from Dallas-Fort Worth (KDFW) to Denver (KDEN).

It had been a rough four-day trip so far and this particular leg was no different. Bad weather was ahead of us and the controller was swamped with airplanes being vectored this way and that way.

We had just been picked up by a Denver Center controller when it happened. We were issued, or I thought we were issued, a descent clearance.

I don’t remember the specific altitude change but I thought it was odd because it was the wrong altitude for the direction of flight; regardless, I read back the clearance and descended.

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Press play to listen to the podcast for this posting on your browser or download the “Altitude Awareness Stops Altitude Deviations” mp3 to your computer here [18 mins. 16.4 MB].

A few minutes later, the controller asked if we were descending. I said that we were maintaining the altitude we were cleared to. She said that we had never been cleared to that altitude. (Momentary awkward silence on the frequency…not good!) I responded by telling her that I HAD read back the clearance to her.

We were re-cleared to maintain our “new” altitude and were subsequently given a lower altitude. Meanwhile, I’m mad at myself for not having questioned the clearance and possibly executing a descent for another aircraft all the while replaying what just happened in my head.

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Even flying for a regional airline, we occasionally fly into airports that are non-towered or the airport tower is closed when we get there or leave.

Personally, in my old age, I prefer going into towered airports as opposed to non-towered airports because it gives me an added level of defense against the other aircraft. But as we all know, if conditions are VFR, even if you are on an IFR flight plan, you, the pilot, are ultimately responsible for maintaining visual separation from any aircraft near you.

So what can you do when going into an un-towered airport?

First of all, start listening on the Common Traffic Advisory Frequency (CTAF) when you are within 20 miles of the airport. Get a feel for what is going on. Try to determine how many different aircraft seem to be operating there and what runway they are using.

At some point I know you picked up the weather via the Automatic Terminal Information Service (ATIS) or the Automated Surface Observing System (ASOS) or Automated Weather Observing System (AWOS).

Next, consider talking on UNICOM, if available. UNICOM is useful tool to get any information that may be omitted from the ATIS but remember, the people monitoring this frequency are not certified air traffic controllers and the information they provide is advisory only.

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If you guessed, “Unable!” You are right!

Occasionally, ATC may ask for something that you or your airplane are incapable of doing.

Here are a few examples:

1. Your airplane isn’t capable of climbing/descending at a rate that ATC needs.
2. Your airplane is going as fast/slow as it can already.
3. ATC may ask you to take a vector that will put you in weather that you aren’t capable of flying in such as clouds or icing.

The CRJ-200 is an example of not being able to climb. On a hot day, with full load of passengers, bags, and fuel around 25,000 feet it can only climb at 500 feet per minute.

If ATC asks us to make a certain flight level in so many minutes, my response is usually, “Unable!”

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As I was flying around California today, I cringed listening to some of the radio communications I heard from both general aviation pilots and professional pilots, including my own first officer.

Now I don’t claim to be the end-all-be-all of radio communications but I do strive to communicate properly, as should you. Due to the nature of flying, radio transmissions need to be succinct, precise, and to the point because there are often several pilots trying to communicate with air traffic control (ATC) at any one time and sometimes there is a lot to be said.

Furthermore, ATC hates to have to repeat themselves! So you better be sure and listen close the first time.

If you ever listen to ground communications in the busy airports like Chicago O’hare (ORD) or Dallas-Fort Worth (DFW) or Los Angeles International (LAX), you will hear some of the most rapid-fire communications in the world. In ORD, you have to pay attention and respond when given an instruction because…if you don’t…you will be singled out…and that is always embarrassing. ORD is a little different too because the “normal” radio communication procedures often go out the window. On occasion I’ve heard Ground give instructions to ten airplanes at once in rapid succession. So forget about giving a read back.

Now today, we departed San Diego (KSAN) and landed on 25L in Los Angeles (KLAX).  Upon landing, we were cleared to cross 25R and turn right on taxi way Bravo. My first officer simply replied, “Cleared to cross, turn right on Bravo.”

What is wrong with this? If you guessed that he didn’t say which runway, i.e., 25R, the runway we were cleared to cross, you are right. Now it was obvious which runway we were cleared to cross but that doesn’t mean it is alright to not include it in the transmission. The FAA’s number one “call to action” right now is to reduce runway incursion. You can read more about it here.

Here is another example…and I hear this a lot in ORD. ATC will say, “<Airline> 123…fly heading 140, maintain 5000 till established, cleared ILS approach 10, 180 knots to the marker, contact tower 120.75 at the marker.” This is what <airline> 123 says, “We will do all that.” I hear this from major and regional airline pilots all the time. And there are several problems with this kind of response.

1. Did you really get ALL the instructions? Even though you may have done this thousands of time, can you really be sure that you heard exactly what the controller said.
2. It lacks professionalism.
3. It shows a lack of respect for the process which is to ensure a successful arrival.

Here is one more example.

When holding short, a pilot will call tower and say something like, “LAX Tower, <airline> 123, holding short 25R, ready for takeoff.” Now this may seem innocuous enough but it is wrong. When you say “Takeoff,” you are stating a action command. Tower is the only one that can issue a takeoff clearance. By saying “takeoff,” a pilot could basically misunderstand the clearance. Hard to imagine, but it happens. When holding short of a runway, it is important that you say, “LAX Tower, <airline> 123, holding short 25R, ready for departure.” Now this may seem trivial, but as a professional, it is up to you to communicate professionally. It comes with the job.

So what can you do. As a future professional pilot, you can prepare yourself by practicing with your instructor or if you are already a pilot, review your knowledge on proper communication etiquette.

Here are a few options to consider:

• Comm1: VFR Radio Simulator CD-ROM – Master VFR Communications on your computer!
• Comm1: IFR Radio Simulator CD-ROM – Master IFR Communications on your computer!
• Say Again, Please Book: Guide to Radio Communications – Provides a clear, conversational approach to radio communications

So, don’t be one of those pilots with bad radio communication procedures. Pick up one of these tools so that you can communicate like the professional pilot you want to be. 

Till next time…

Jeffrey

Here are some related entries you might want to read:

• 5 Things Every Pilot Needs To Know
• Unshaven, Bad Shoes, and Backpacks

Jeffrey is a captain at a regional airline and flies the CRJ200, CRJ700, and the CRJ900. He has over 4000 hrs of flying experience in many different airplanes and is a Gold Seal flight instructor to his credit. He has recently written “The CRJ200 Quicknote Study Guide” that simplifies the systems of the CRJ200 into a easy-to-understand, downloadable eBook. Click here to get your copy today!