This extract from Wikipedia says it as well as I can: I would have the call as just "ABC Climb Level 320" - "Climbing Level 220 ABC".From memory the word "to" in a clearance to climb or descend was dropped as a result of a Flying Tiger freighter accident on landing in Kuala Lumpur in the late 80's. If you want to achieve better radio efficiency stick to the main words, it's not a Shakespeare recital. Why do I have to say "climbing TO" or "descending TO". Our local volunteer marine coastwatch mob love "Romeo" for 'Yes' - as in "is that a Romeo?" I can't bring myself to respond with anything other than "affirm",although I should really say "yes" as that is standard in the marine world, as is "no" - though that has potential to confuse the Greeks! Even when it got changed, the old 'left." hung around for years. They would hear "left 180" and wonder why the other guy was suddenly flying south. One of the classic Oz confusions for foreigners was the use of "left" when vacating or passing a level or altitude. But it takes some people a long time to break old habits. I must say I always find this response amusing: "Yes, affirmative.""Affirmative" was replaced with "affirm" in ICAO-speak at least 15 years ago. I wouldn't classify it as "pretty bad RT" - it's understandable and in some parts of the world - mine for example - it's standard:ĭoes anyone know why "AFFIRM" was adopted in some countries? Was it possibly to avoid confusing "AFFIRMATIVE" with "NEGATIVE"? ![]() Even adding "flight" is really not required, it adds no more clarity and lengthens the call.I presume you hate it because it is not the correct terminology in your part of the world: I would have the call as just "ABC Climb Level 320" - "Climbing Level 220 ABC". By the time you sort out the radio mess with further long winded waffle you've missed several arrival and departure slots. "ABC Line-up behind the Blah-Blah-Blah-Blah-Blah-Blaaaaah Airlines Boeing 747 Behind and wait, number two to a BLah-Blah-BLAH-BLAAAH Airlines 737 departing on the crossing runway" No mention of runway you are cleared to enter or such, giving overly descriptive terms for traffic at night, so that a similar callsign on the other runway reads back at the same time and you both line up. They still speak local lingo when in country at non international ports, so when outside the country they just need somebody who can reliably speak on the radio and translate.Īs for modern radio phraseology, it's more like a Victorian era English teacher has taken over writing and it's waffle that adds nothing to safety. Which is why you hear a lot on the radio "for crew coordination say again XXX" as one of them probably wrote down something different to the other or didn't set the altitude on receipt.Īs for more accomplished speaking FOs and the such, it happens, however crews on international flights now have captains that were those FOs and so on, so it's far less of an issue. They try to get about the problem with SOP's like not accepting clearances without 2 people on flight deck or rostering special F/O's to take care of the radio.Requiring two crew on an airliner to receive and acknowledge a clearance is pretty much a SOP in all modern airlines now, as well as writing it down. While I am all for flexible R/T ( time and place), polite, clear and correct R/T makes me feel safer in the air. They try to get about the problem with SOP's like not accepting clearances without 2 people on flight deck or rostering special F/O's to take care of the radio.Īnyway I am rambling. These issues are not fixed in simulators and flight operations debriefings. Failing to climb/descend to a level before crossing a Longitude when requested is often excused as confusing English. ![]() These days I am taken back by the basic misunderstanding of many supposed level 6 English speakers ( mostly ex military Commanders who have promoted rapidly from domestic operations without international experience ). Most airlines provided detailed instructions and I think the position report was the same structure as the page 2 on the FMS. Flew with many nationalities and cockpit personalities and our calls to Shanwick, Gander, New York had to be timely and precise. I think flying the North Atlantic prior to FANS and RVSM sharpened my R/T.
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