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Special Radio Situations
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Contents
…Instructional Communications;
…Radio Failure Lesson;
…NORDOProcedures; …Transmitter
failure on Radar; …Pre-solo
Radio Exercise; …Opening a flight
plan; …Position Report Sequence;
…Weather PIREP: (getting); …Giving Weather PIREP; …To
Amend a flight plan; …To close
flight plan; …Remote Communications
Outlet (RCO); …Emergency Use
of the FSS; …D F Steer;
…Precipitation static; …For study; …Assertive
Safety; …
Instructional
Communications
The initial presumption of a problem is that instructors train
for single pilot independence as opposed to team work between
those in the cockpit. I plead guilty that I teach my students
early on to be situationally aware and precise in their radio
communications. My only compromise to team effort is that I require
all students to rehearse their planned communications over the
intercom prior to keying the radio. I critique, as I feel required.
Everything is taped.
Ground Operations
For the proportion of time dual training spends on the airport,
a very high number of communications incidents happen. 1/3 of
all reports occurred during the pre-takeoff operations. An additional
1/3 of the incidents occurred during the post landing operation.
This tends to confirm that ground operations are not the best
place to teach students how to use the radio. Personally, I never
let the aircraft start until we have made a complete review of
all air and ground communications going and coming.
Air Operations
44% of communication incidents occurred in Class Delta airspace.
This seems to mean that dual
airport operations require better management of instructional
communications.
In the Cockpit
Inside the cockpit communications were a major problem which included
erroneous, confusing or misleading statements or instructions.
I must plea mea culpa in this region simply because I seem to
frequently misstate left for right or right for left.
The areas of communications problems:
Instructor made misleading or confusing directions with student
taking wrong action.
Instructor misinterpreted ATC and student took no or wrong action.
Instructor failed to communicate with student and student took
no or wrong action.
21% of problems were related to radio or intercom operational
difficulties
Nearly 25% of ground incidents were the result of instructional
process interference with ATC.
75% of incidents involved failure to follow ATC requirements with
resulting violation of FARs.
The conflict between inter-cockpit and ATC demands require further
study.
Where communication problems occur
Highest level of difficulty lies within 1000 feet of airport surface.
Students have difficulty following CFI instructions
20% of problems related to communications equipment.
Identification of dual flight training aircraft as…"Cessna
trainer…
(NORDO ATC term for no radio)
Only twenty years ago 90 frequencies were usual with a mix of both tubes and transistors. It was difficult flying across the U.S. to Quebec, Canada, having only half of the required frequencies. Radio failure procedures were more often under actual conditions twenty years ago. By the third lesson I did a radio failure arrival to remove the shock of an actual occurrence. This is an exercise that is not part of many training programs today.
Since the advent of the transistor the frequency of radio failure has greatly declined. However, component failure such as speakers, microphones, or headsets does occur. It is wise to have some spares available. The spare mike in the luggage space is useless to the solo pilot, however. At some point every pilot should practice NORDO procedures with a safety pilot monitoring the radio on a headset. ATC is very cooperative. Just advise them of your request for a NORDO, intentions and procedure you expect to follow. The known existence of a NORDO aircraft does not create a serious ATC problem.
I now conduct a simulated radio failure lesson by requesting of the tower approval of a NORDO (no radio) arrival with the proviso that I will maintain a headset listening watch of the procedure. I will remove the student's headset and have them make an airport arrival without any communication. I have the student over-fly the airport at twice pattern altitude and make a determination of the runway in use. We then proceed outbound on a reverse 45 while descending to pattern altitude. Well clear of the pattern we make a course reversal and proceed inbound on a 45 to the downwind. We maintain a continuous watch of the tower for a light signal.
A steady green light must be observed before a landing can be made.
Even without a light signal we continue in the pattern, downwind, base and final. No landing will be made unless a continuous green light is observed. This is a very worthwhile experience for every student and should relieve some anxiety about, "What if...
Landings can be legally made without radio at uncontrolled airports.
It would be possible to land at an uncontrolled airport and phone a controlled airport tower and advise them of your intentions to make a no-radio (NORDO) arrival. Such a phone call is required to land at a Class C airport. They will give you an arrival slot and route so that you can be identified on arrival. The average time of inadvertent (low volume, switch off) radio failure is about 8 minutes. Low time in type is likely cause. One reason not to use a cell phone except in a flight emergency is that you can be billed for every relay transmitter you activate. Story is that one pilot received a bill for $350.
A handheld nav/com is the easy but rather expensive solution
to nav/com failure. Such failure is not an emergency in VFR conditions.
Without radios there are alternative methods to handle all airspaces
except certain Class B situations and Class A. Radio failure can
be very deceptive. If you have been communicating and nothing
happens for a while, make a trial contact to confirm all is well
such as, "Podunk Approach radio check. ATC radios do fail
on occasion.
Radio Failure Actions
Fly the plane
Check controls and settings
Check mike
Check breakers and fuses
Check on another frequency
NORDO
procedures
An older NORDO arrival method consisted of circling the tower
at five hundred feet above the tower in ever widening circles
until the controllers gave you the steady green. You respond to
the steady green by wagging the wings and entering downwind to
the appropriate runway. You should still be expecting and getting
a green light prior to landing. especially on final.
--Phone ahead and plan NORDO arrival
--Remain clear and determine airport pattern
--Enter on 45 to longest runway, show a light
--Watch for light signals and aircraft
--Acknowledge light signals with wings/lights
Infrequently a radio microphone or transmitter will fail when in radar contact. The controller can by a carefully selected series of questions determine what you plan to do. You will be asked to IDENT or not in response to the questions. The transponder can work effectively on low power long after radios and transmitters fail. Taped records are kept of radar pictures and this can be used to locate downed aircraft.
After landings have been made at all the nearby airports, the student should be ready to do landings at CCR. Up to this point the student has been using the radio for all arrivals and departures but the instructor has done the pattern communications. When landing proficiency reaches the solo level the instructor has one more lesson before full responsibility for the radio goes to the student. After this lesson the student is ready to prove ability to solo.
This flight is best done at a tower field with multiple runways, in calm winds and light traffic. By prior arrangement with the tower, the instructor has requested that the controller give a variety of clearances and directions. These should cover all common activities that occur during runway changes, congested traffic, and other operational situations. Among other things, the student is being taught the priorities of flying. #1 fly the plane. #2 navigate. #3 communicate. The intent is to expose the student to as many variations of airport procedures as 45 minutes will allow.
The student is advised that no mistakes on his part will occur. The instructor will provide all the help needed to see that the student will have a successful experience. ATC will direct the aircraft to all the runways. These will include such things as: Right base to the left, short approach, side step to R/L runway, stop and go, go around, land hold short, taxi back, long landing with 180 for takeoff, etc. The pattern work will include: 360's for spacing, 270's re-enter on base, L/R 180's, over fly field and enter downwind, red light, green light, etc. On occasion ATC may simulate radio difficulty and use light signals.
One of the purposes of this is to overload the student with procedure, workload, and communications so as to create a landing-without-clearance situation. Every pilot should, if in doubt, verify that a clearance has been given. The student may forget to contact the tower before turning base. I sometimes arrange that these things will occur with the tower.
After initial contact from above:
34X: "Cessna 34X VFR Concord to Reno via Blue Canyon open flight plan off at one-two" (twelve minutes after hour)
FSS: "34X your flight plan is opened Oakland altimeter 3002"
After initial contact from above:
34X: "Cessna 34X position report VFR Concord to Reno Sacramento at four-five estimate Blue Canyon zero-eight Reno"
The sequence of the position report requires:
Your identification.
The fact that you are making a position report on a VFR/IFR flight between two distant points
You are at a present position
The time you expect to reach your next major checkpoint; and
The name only of the next checkpoint.
FSS: "34X roger your position report Sacramento altimeter 2992
After initial contact as above:
34X: "Cessna 34X VFR CCR-RNO request current weather and PIREPS for Sierras with winds at 9 and 12"
FSS will give as much data as is available. You may feel it desirable to give a PIREP of your current location and weather/winds/turbulence etc. You will be requested to include aircraft type and flight route.
A PIREP becomes an official weather report. You are expected and required to give a PIREP when encountering any unforecast weather or hazard.
The major items of a PIREP are cloud bases and tops, layers, flight visibility, precipitation, visibility restrictions, wind, temperatures aloft, icing and turbulence. You can give a PIREP to any ATC facility. As soon as you call it a PIREP it is required that the information be forwarded to other aircraft.
It is surprising how difficult some pilots find giving a description of the weather. Describe clouds by type, altitude and extent of coverage. Describe turbulence as to whether things in the aircraft rock, slide or jump. Describe visibility by identifying things you can see. Some of the best PIREP material is telling what is not happening.
The first five items are mandatory:
1. A PIREP can be routine (/UA or urgent (/UUA)
2. /OV is the location of nearest three letter navaid identification
3. /TM is the time written in four digits in GMT
4. /FL is the altitude written in three digits for hundreds of feet or unknown as /FLUNKN
5. /TP is the type of aircraft up to four digits or UNKN
6. /SK uses SCT, BKN or OVC as cloud cover symbol. Base height is in hundreds of feet. / (solidus) separates layers
7. /WX is flight visibility and weather. Standard symbols but no intensity.
8. /TA is Celsius temperature
9. /WV is wind direction and velocity in six digits.
10. /TB is turbulence with altitude only if different from #4,
11. /IC is icing shown in standard contractions of type and intensity.
12. /RM is remarks about most hazardous condition first.
After initial contact as above:
34X: "Cessna 34X VFR CCR-RNO wish to extend my ETA by three-zero minutes due to unexpected head winds"
Note: If on any flight plan you are going to be over 30 minutes late, be sure to contact the nearest FSS and give an extension to be forwarded to your destination. Being overdue by more than 30 minutes initiates search procedures.
After initial contact as above:
34X: "Cessna 34X Close VFR flight CCR-RNO 15 west RNO have airport in sight"
Remote Communications Outlet (RCO)
RCO is a two way remote radio facility which is connected to a distant FSS via a land line. The discrete frequency is on top of the blue box with the letters RCO inside. Location shown in small blue outline boxes on sectional. See city of Qunicy on S.F. sectional NW of Reno.
It is far better to have sought a little assistance too soon than to need a great deal of help when it is too late. Enough said. The next time you are slightly misplaced get help. They need the practice and it will be easier for you next time.
(direction Finding Procedures)
In a non-radar situation you can get help by knowing how to get a Direction Finding Steer. This aid is available through certain FSS locations, such as Rancho Radio. An antenna is able to aim at your radio transmitter and give the bearing information to the controller. You can be told your present position. You can be steered to a particular airport or location. It is possible to make a DF approach in bad weather just by maintaining control of your aircraft while following directions.
Establish contact with a FSS and request a DF exercise. If work load permits they are willing to allow practice. If your flight operations permit, plan a visit to the Rancho FSS afterwards to see how they work from their end.
You will be requested to answer certain information about your aircraft and flight conditions such as fuel aboard, flight conditions, persons aboard, last known position etc. You will be given other cautions regarding VFR, heading and altitude. Then you will be told to KEY your mike switch. Do not talk into the microphone. Count to 10 silently/slowly and then give your aircraft identification. The controller will transfer the antenna/ transmitter information to a map. Over a period of a few minutes the process will be repeated until a pattern develops to show your route. The process can be greatly simplified if you have an operational VOR to give cross bearings. Try it.
Every FSS has the capability, using a chart and the radio to give an aircraft in radio contact the required information to get it to a safe landing. They have a set series of questions that must be asked regarding flight conditions, fuel on board, souls on board, last known position, etc. Then they talk you through the basic operation of the VOR and OBS giving you the frequencies and settings. When you visit an FSS be sure to see how this is done. This is done twice from two different VORs to get a fix. From this fix and by getting repeated fixes even the most disoriented pilot can be directed to a desired destination.
Some FSSs have DF (Direction Finding) capability which is a somewhat different procedure but is limited to 'line of sight' altitude/range. Part of your cross-country training should include exercises in these operations.
Where the FSS may feel that more urgent assistance is required and radar is available the pilot may be given another radio frequency to use. Radar offers a more direct assistance than is available through VOR fixes.
Precipitation static does not require precipitation to occur. It can happen any time to any aircraft. Precipitation static is the formation of an electrical charge on an aircraft. Normally, atmospheric particles flow over an aircraft they create a charge that flows free of the aircraft just as fast as it flows on. In some situations parts of the aircraft are not well grounded (windshields, plastic wingtips). Electrical charges do not flow readily off ungrounded parts of the aircraft. A charge will build up and will discharge occasionally in such a manner as to create radio noise and interference.
Precipitation static can occur during high winds, from exhaust, and antennas. The Corona effect of precipitation static can cause a sound like frying eggs to come over your headset. It can be strong enough to fry a radio. Arcing noise occurs when a piece of metal is not properly bonded and grounded to the aircraft. A special meter is required to test for this condition.
If you haven't been to OAK, HWD, PAO, etc. you might want to consider how you would go and the frequencies to use. There are several variations for example for going to Oakland.
You can fly to Oakland by way of the Orinda side and arrive by only contacting only the tower. It can also be done by direct route below 1500' the same way. You can fly direct to Oakland contacting approach on 127.0 (On weekends 120.9 since frequencies merge) at any altitude below 3000. You will be told to fly direct to Mormon Temple at or below 2500' and make entry from there. This not a clearance.
Above 3000' the frequency will always be 120.9 for the Class B. As a student you are not allowed to enter but you should get your instructor to take you into it just to see how the procedure is the same as for Class C entry except that you will be given a clearance.
Suggest you go over the boundaries of Class C and see how the footprint merges with Class B
Assertive
Safety
What we do with the aircraft must be done as aggressively
as possible to eliminate safety problems. Situational awareness
is a primary requisite for safety. The pilot must be sensitive
to everything than is slightly out of the ordinary. Any attempt
to expedite or find an easier way with ATC is likely to contain
some unexpected and perhaps less safe factors.
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Continued on Radio
Makes SVFR Possible