Readback firstly with your callsign

[SEV]

Why German pilots like (Condor, or yellow cabs) answer a clearance firstly with their callsign?
example: yellow cab xxx climb FL 120.

pilot answer: yellow cab xxx climbing FL120.


other nationalities answer: climbing FL 120 transavia xxx.

[kijangnim]

Greetings

Normally a communication is opened with a call sign and closed with the call sign
example: yellow cab xxx climb FL 120.

pilot answer: climbing FL120 yellow cab xxx
:ok:

[PA28pilot]

Hi SEV

I was once told that one German airline's SOP for cross-checking cleared levels is as follows...
The Pilot Flying sets the new cleared level in the altitude window, then the Pilot Monitoring/Not Flying reads back the cleared level on the radio by reading it directly from the MCP altitude window. This is to confirm it is set correctly.
This method takes an extra split-second so, to prevent a delay in starting the read back, the callsign is often said first whilst the level is being set.

In my airline the cross-check is done after the readback, so there is no delay and the usual reply format of "clearance, callsign" can be followed.

Disclaimer: This is second- or maybe even third-hand information, so could be entirely incorrect!

Regards,
PA28pilot

[Saigor]

The pilots are following the rules - german rules, because they have to answer with the CS first and the instruction/readback at the end over here. I guess they won't change their behavior when flying in your airspace. You can't follow all the different rules since there will be a lot of small changes. As long as they listen, readback and follow my instructions correctly, I'm satisfied.

Saigor

[TopBunk]

Saigor

You may be correct, but from my experience it doesn't stop Luftie pilots complying with US conventions.

That is, they manage to say Lufthansa twelve thirtyfour heavy when in US airspace, rather than the Lufthansa one two three four when in European airspace.

AFAIK, you should only start the transmission with the callsign when you wish to gain the aircraft's attention, and not when replying to an instruction/request.

[Knackers]

From memory, the requirement to use the callsign last was one of many R/T changes introduced after Tenerrife, in an effort to reduce mistakes if two transmission were over lapping.

[av8boy]

And for some reason (possibly because I've been hearing it this way for 30 years), it just seems right to hear the aircraft callsign last. I say the callsign and the instruction, the crew reads-back the instruction then the callsign. The instructions feel as though they mirror each other and make it easier to recognize an error, and the callsign brackets the whole thing. Nice package.

But perhaps I'm just simple.

Dave

[Variatie]

Actually, as far as we are told, this started out as a request of FRA-Airport-controllers. Apparantly it is more often the wrong crew to return the correct clearance than the right crew to return the wrong clearance. Therefore, the controllers want to hear the callsign first. This, just to know if they should listen to the rest of the clearance, or start preparing to correct the mistakes in time.

On an additional note, answering with the callsign first, then repeat the clearance, forces me to memorize the clearance more conscious.

Best regards,

Var.