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Approach Controller, an aircraft began broadcasting
on the frequency with a stuck mike. The aircrew
maintained a steady stream of conversation not
pertinent to their flying duties…effectively jamming
the frequency while we were awaiting further vectors
for sequencing into Washington National during
the afternoon rush. Fortunately, the alert Controller
managed to announce an alternate frequency
and regained control of the situation.” (ACN 173930)
And in another classic stuck mike event:
✍ “…After three minutes of radio silence I had
begun to wonder if I had lost communications with
the Radar Controller. My instincts were right—we
had lost radio contact…In the cockpit I had a few
choice words to say about my aircraft and radios
which should not have been said at any time.”
And later, when asked to contact the Facility Supervisor
on the telephone:
“He [the Supervisor] said ‘Now how are your blankblank
radios doing?…We have everything on tape,
everything! We had to go to a backup frequency
because of your language. You apparently had a hot
mike.’ ” (ACN 153914)
➋ Duration of Lost Com
Figure 2 shows the average (mean) duration of the loss
of communication, which ranged from a low of 30 seconds
to a high of 1 hour. When various causes for loss of
communication were combined, the average duration
was 7.6 minutes.
22 Issue Number 6
Lost Com
➌ Phase of Flight
In what phase of flight are pilots most likely to experience
a loss of communication? The answer differs depending
on whether the operator is an air carrier or
general aviation. (See Figure 3.)
Air Carrier = Cruise
According to the McDonnell Douglas 1992 Commercial
Jet Transport Safety Statistics review, air carrier aircraft
spend an average of 64 percent of total flight time
in cruise, thus it is not surprising that air carrier pilots
experience the majority of event occurrences in the
cruise phase, but we found that there may be additional
factors. On long distance routes, and while in cruise, it
is generally accepted that air carrier flight crews will
experience lowered levels of attention due to reduced
stimulation from cockpit management duties, which
may lead to a reduction in pilot monitoring of radio
traffic. From an air carrier pilot:
✍ “…either we missed a frequency change call, or
Center failed to pass us to the next sector. Although
all three flight crew members were eating, I am
reluctant to believe we all missed the repeated calls
ATC states they made to us directly and through
other aircraft…But, through inattention or subconscious
reliance on a call
from Center to start descent,
we continued on at
flight level 350. We were
nearly at ATL [destination]
when we recognized the
problem. After a rush to reestablish
communication, I
made contact with ATL
Center and reported overhead
ATL at 35,000 feet…”
(ACN 188575)
GA = Approach and Landing
Combined approach and landing phases provided the
greatest number of events for pilots of light single and
twin GA aircraft. Why? Well, for one thing GA pilots,
when all types of operations are considered, probably
spend less time in cruise than do air carrier flight crew.
For another, they usually have significantly less cockpit
automation and often a single-pilot operation, therefore
a general aviation pilot may be required to devote
greater attention to positional and situational awareness
while in cruise, which may result in heightened
levels of awareness. However, a general aviation pilot
on an instrument approach and landing usually has
fewer and less sophisticated system and navigational
devices, less total and recent experience, and less opportunity
for task sharing when operating single-pilot. He
or she often has to cope with a higher individual workload
than their airline counterpart, and the opportunity
for task overload is enhanced. Of course, sometimes a
pilot makes his or her own problems, as in the following
report by a flight instructor:
Issue Number 6 23
✍ “While we were landing at SJC in a light aircraft
(X)…the Tower advised us of light aircraft Y making
a right cross-wind departure. I reported looking for
him…then continued looking for [other] reported
traffic. No sighting. Many calls at the same time to
other aircraft by Tower. Turned off speaker switch to
tell student to descend to pattern altitude…”
　
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