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controller “overload,” “working too many aircraft,”
“overwork” and frequency saturation.
These facility conditions provide strong motivations
for airmen to drop any “how-the-system-is-supposedto-
work” idealism and adopt a more realistic approach
to cockpit communication practices. As a working
premise, airmen should assume that during congested
traffic conditions, the controller may be unable to
hear, or is not listening to their readbacks.
Digging Deeper
The report set included a number of aggressively
optimistic assumptions on the part of pilots regarding
ATC performance. Reluctantly, but more and more
frequently, airmen are accepting silence as a confirmation
that readbacks are correct. Pilots respond to
doubtful or partially heard clearances with perfunctory
readbacks expecting controllers to catch any and
all errors.
Airmen hold to
the illusion that
ATC radar
controllers are “The dim shape of
continuously the mountain
observing their came into view ...
aircraft as they
progress through seconds before
the airway the
structure. The
reality is that ‘WHOOP...
controllers WHOOP...
continually scan PULL UP’
the entire scope;
they generally do sounded.”
not focus on
individual
targets. Descent
clearances that “seem a little early” or to altitudes
that “seem too low” or turns in the wrong direction
may well be intended for another aircraft.
Finally, airmen who fail to brief upon minimum safe
altitudes within or near a terminal area or during the
approach phase are vulnerable to readback / hearback
errors leading to “controlled flight toward terrain.”
Such an event is described in an ASRS report from a
shaken pilot who admitted to not checking the charts
prior to a night time descent:
“The dim shape of the mountain came into
view...seconds before the
‘WHOOP...WHOOP...PULL UP’ sounded. We
both pulled back abruptly on the controls and
climbed...”
The ATC controller’s report added further details:
“The tapes revealed that I had told the pilot to descend
to 7,000 feet (6500 is the MEA) but he had read
back 5,000. He got down to 5,700 feet, about 2 miles
from a 5,687 foot mountain before I saw him.”
Summarized the airman, “I don’t know how much we
missed by, but it certainly emphasizes the importance
of good communications between controller and the
pilots.”
“Reading the tape” was the final administrative step
that identified the readback/hearback sequence in a
recent NTSB assisted international accident investigation:
Time - 06:32
CONTROLLER :
“Air Carrier ABC, descend [to/two] four zero zero. Cleared
for the NDB approach...”
PILOT :
“Okay, four zero zero.”
TAPE READOUT :
“WHOOP . WHOOP . PULL UP”
“WHOOP . WHOOP . PULL UP”
Time - 06:34
SOUND OF IMPACT
Summary and Recommendations
When pilots read back ATC clearances, they are
asking a question: “Did we get it right?” Unfortunately,
ASRS reports reveal that ATC is not always
listening. Contrary to many pilots’ assumptions,
controller silence is not confirmation of a readback’s
correctness, especially during peak traffic periods.
Pilots can take several precautions to reduce the
likelihood of readback / hearback failures:
• Ask for verification of any ATC instruction about
which there is doubt. Don’t read back a “best guess”
at a clearance, expecting ATC to catch any mistakes.
• Be aware that being off ATC frequency while picking
up the ATIS or while talking to the company is a
potential communications trap for a two man crew.
• Use standard communications procedures in reading
back clearances. “Okays,” “roger’s,” and mike clicks
are poor substitutes for readbacks.
continued on page 10...
ASRS Directline Page - 5
Air Traffic Control and
Expected Aircraft Performance
by Ed Arri
Traffic Separation
The separation of IFR aircraft by air traffic controllers is based on a
number of known factors. One of these factors is the anticipated
performance of the type of aircraft, as aircraft of similar type
generally climb, descend, and turn in a like manner. Controllers
are familiar with the performance of these aircraft and base their
instructions on what they expect the aircraft to do. But pilots do
　
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