Chime in with you thoughts. When at an uncontrolled airport what do feel is better/safer, using the aircraft type and color or type and tail#? For example "Anytown USA traffic Red and White Arrow on left downwind for runway 19, Anytown" OR "Anytown USA traffic Arrow 12345 on left downwind for runway 19, Anytown."
This discussion has come up at our local airport and wanted so real feedback. Reference your personal feelings, FAR/AIM, local knowledge etc.
The AC describes what you should do, but doesn't spend much time on what you shouldn't do or why. Here are a couple of my thoughts:
1.) I don't care what your registration number is. If I'm close enough to read your N-Number we're too dang close! FCC rules require that you use it, however, so I guess we're stuck with it.
2.) I don't care what color you are, either. Telling me you're purple with green dots doesn't make you any easier to see, and telling me you're white with taupe trim doesn't really help me pick out your 172 from the four other white 172's in the pattern. IMO spending bandwith on color helps jam up an already-busy frequency without accomplishing much in return.
3.) I do care about aircraft type. It makes a big difference to me, flying a Saratoga, if I'm following a Cessna 152 vs. a Cessna 310. Given relative speed differences I'll plan my pattern quite differently. So simply calling in "Cessna" or "Piper" isn't as helpful as it could be - using model name would be better.
For me it depends on the number and type of aircraft in and around the pattern. For example, if there's another Cherokee (and I use the type vs. mfr) then I'll add the last three digits of the tail number for clarity, otherwise it's just "Cherokee."
People calling full tail numbers wastes bandwidth. With limited frequencies, around here (Philly) I can hear callouts from New Jersey to Delaware, and congestion is bad enough without pilots jawboning over useless details.
Only add enough information to distinguish yourself if there are similar aircraft in the pattern or inbound.
ed dartford Wrote:
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> "And...It's Cherokee 8537W downwind"
>
> That about does it, and doesn't clog the
> airwaves.
>
> The "And..." is to give people's radio squelch
> circuit time to act.
What about the airport name, beginning and end of transmission?
Just tell me your exact position...mid field downwind..altitude is nice too.When two of us reported the same position in traffic the first thing I want to know is are you above me or below me then I can take the appropriate action.
N6469J
Edited 1 time(s). Last edit at 05/28/2008 05:47PM by alex.
Around here, airport id is important. There must be a dozen different fields using the same 122.70 freq, some in the Bahamas. And a lot of them have the same runway headings.
Also, as said above, I don't care about the N-number, I care about what you're flying and how fast it is going.
GJL Wrote:
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> I was taught:
>
> "airport traffic - warrior 123 left downwind to
> land runway one-six airport"
>
> to much jabbering?
I was taught the same. It is wise to announce the airport because alot of close airports use the same frequencies. I've heard transmissions "Downwind for 30" from airports 250 miles away and it sure helps me figure out which 30 they're setting up to land on. Clogging the airways shouldn't be an issue at a non-controlled airport. When two buddies start planning their next trip on the CTAF; that clogs the frequency.
Around Atlanta there are a great many non-towered fields, and they all seem to use either 122.8 or 123.0. So it is an absolute necessity to announce the airport at the beginning and end of each transmission.
Other than that, I agree with the general consensus of what to say.
The Dude abides.
Edited 1 time(s). Last edit at 05/28/2008 06:51PM by Jeff S.
I guess it depends a lot on where you are. Where I live, Western Mass, the big problem is people who key their mic without any idea of what they want to say, and ramble on, and on, and on... Sometimes these isn't enough space to get in even the briefest anouncement.
I don't remember what I was instructed to say. Most of my student days were in planes that lacked any radio. I learned to use my eyes, and even today, that, combined with listening to the chatter, does it for me. Listening is also useful when IFR because your clearance is likely to be just like the last guy they talked to, which avoids requests for a repeat of the clearance.
One accident at our airport involved a pilot who dutifully made calls at every stage of the approach. Only problem was that he was on the wrong frequency.
Ed, what airport do you fly out of? I am based at KBAF.
Oh, and for radio calls to uncontrolled fields I say "Cherokee 78C" Most people know what a cherokee looks like. Agree w/ other posts, can't see colors, at least I can't.
I think it's most important to name the field at the beginning and at the end of the transmission. Also, I think you need a partial tail number to distinguish you from a different Cherokee that might also be in the pattern.
Pilot No. 1: Dumbville traffic, Cherokee two four tango entering left downwind, runway 34, Dumbville.
Pilot No. 2: Dumbville traffic, Cherokee One Four Victor turning left base, runway 34, Dumbville.
Pilot holding: Duh, hey there's two of them Cherokees to look for.
