Pilot phraseology at FISO Airfield
Hi,
I have always taught that when the FISO states "at your discretion" that you should give your intention,i.e. "landing/touch and go" or "Taking off" as appropriate.Cap 413 states that on being given this option that you should reply "roger " when on final with NO intention! The recently withdrawn, but excellent, Supplement 3 (General Aviation) to CAP413 gave intention.Having talked to a few FISOs recently there is obviously lots of confusion. Spatial awareness must be enhanced by giving intention, or am l missing something? Thanks:confused: |
I have always taught that when the FISO states "at your discretion" that you should give your intention The Suppliment contained a number of differences from CAP 413, maybe why its been withdrawn! Have you looked at CAP 797 Flight Information Service Officers Manual? |
I have always taught that when the FISO states "at your discretion" that you should give your intention,i.e. "landing/touch and go" or "Taking off" as appropriate. The reason: When an aircraft calls Final the correct response from a FISO is not "at your discretion" it should be "Land at your discretion" or "Touch and Go at your discretion". To ensure awareness for all, I would state my intentions again if the FISO had given me "Land at your discretion" but I was actually intending to do a Touch and Go. The only call required from an aircraft on Final is "Final"; but that doesn't stop a pilot from adding information if they deem it would be helpful to others also using the airfield. EG: G-XY Final G-XY Final 3 miles (so others know where to look) G-XY Final Runway 21 (if there is any possibility of confusion about which runway G-XY is intending to land on). G-XY Final Land or G-XY Final Touch and Go (so the FISO knows what their correct response should be) |
Personally I like to give intention with the Downwind call only - this, together with "Glide" or "Flapless" may be useful for other traffic and reminds one what type of approach one intends to fly.
This assumes one is flying a circuit, of course. |
Personally I like to give intention with the Downwind call only this, together with "Glide" or "Flapless" |
Agreed - But, if at the end of a Circuit Detail you call "Downwind to Land" there is still a good chance that after you call "Final" the FISO will have forgotten and reply "Touch and Go at your discretion" This is notwithstanding any agreed standing orders with certain operators at particular locations. Agree with letting people know you are going to do a Glide Approach but, with a Flapless Approach, there should be no (or only minimal) difference in your height or position in the Circuit as compared to a 'normal' Flapped Approach so what is the point? I would omit the "to" and say "Downwind Land" - saves a nanosecond of time on the RT. |
Pilot phraseology at FISO Airfield
Land? Nobody says "Full-stop" anymore?
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Why not just adhere to the guidance in CAP 413? The additions and extras might appear to be useful niceties, but the reality is they will not add to safety. At most GA airfields, the circuit is a very rough and approximate pattern and no matter what a person says, they could be anywhere. What you really want is a proper lookout, not a discussion about non-standard RT.
Pm |
What you really want is a proper lookout, not a discussion about non-standard RT. |
Why do operators tell you "the instant wind is" on final? Pretty pedantic, obviously the wind given, is the one read at the time. More health and safety rubbish??
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Why do operators tell you "the instant wind is" on final? Pretty pedantic, obviously the wind given is the one read at the time. More health and safety rubbish?? Anyone at A/G or AFISO who talks about "instant wind" is probably playing "Airports"... |
So if an aerodrome doesn't have equipment that does the averaging it's probably appropriate for a FISO to say that it's the instant wind. That said I get the feeling that surface wind readouts go in one ear and out the other with quite a few pilots. Recall in the 1970s at EMA where a C150 was doing circuits and ATC were saying "Clear touch and go, wind scrambled eggs" - we were all listening in at the flying school. When said pilot came in the ATC rang to have a word and asked him "Do you recall what wind I was giving you when I cleared you to T & G/land?" He had no recollection! Mind you when I see that state of the wind measuring devices at some GA airfields and wonder about their calibration I wouldn't hold my breath as to how accurate they are. |
From CAP 413
The averaging period for wind observations is two minutes for reports used at an aerodrome for take-off and landing and for wind indicators in air traffic service units. The instantaneous surface wind should be available to be given to pilots on request particularly at aerodromes supporting primarily the operations of aircraft whose maximum total weight authorised is 5,700 kg or less. When a pilot requests the instantaneous surface wind, the word "instant" is to be inserted to indicate that the wind being reported is not the two minute average. |
With reference to the wind debate, the two minute wind is usually given by a FISO, however in some situations it can be fairly different than the instant wind. I had a situation about two months ago where a large CB was growing to the south east of the field. The two minute wind was giving around 280/10 knots and the instant wind was giving 080/06 knots. Obviously, the instant wind was much more accurate than the two minute average so that was given with the prefix "instant wind".
Also, with reference to the origional post, I always explain it by saying to somebody that when we say "take off at your discretion" we are simply saying "take off if you want to" and I then say if somebody offered you a biscuit by saying "take a biscuit if you want to" would you reply with "take a biscuit if I want to" and then leave everybody wondering what you're going to do? Besides, saying "taking off, G-CD" is much easier than saying "take off at my discretion, G-CD." What does "take off at my discretion" even mean anyway? |
At my FISO unit we only have an 'instant' reading anemometer and our local instructions, on direction from the CAA, tell us that as the UK 'standard' is a 2 min average, we MUST say 'instant wind'.
What really confuses us is when a pilot reports 'final for the option'. Not covered in CAP 413, in the USA where it originated, airports must have FAA approval to use this, it apparently means the pilot may land, touch and go or execute a go-around, but some pilots (including a few instructors who presumably trained in the USA) are using this in the UK. The problem for the FISO is that if the circuit is busy, we can normally warn a following pilot that the one ahead is landing or doing a touch and go, but use of 'the option' prevents this and in some cases, if the following pilot has got too close and the first aircraft decides to land rather than touch and go, they may need to execute an unnecessary go-around. |
"Cleared for the option" is not just a USA thing. It is used in France too.
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I never really understood the purpose of clearing someone for "the option", since as far as I am concerned I always have the option to go around or carry out a balked landing when cleared for a full stop.
Although I did cause a kerfuffle once by doing a high speed stop from an intended touch and go in a medium jet at a military airfield; their main concern was that we didn't have a security clearance to stop there and were relieved to hear that we would be able to depart immediately after the brakes had cooled! |
But FISOs cannot say 'cleared for the option', they cannot clear you to do anything and there is no guidance in CAP 413 as to what they should say so I would request instructors refrain from using it at FISO airfields and request they teach their students to do the same.
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I've never come across anybody saying "the option" but have heard people saying "stop go" in which case I say "land or touch and go at your discretion". At the school where I fly they always teach that no matter what the pilot in front has said they are doing, they are always doing a full stop landing and you should space yourself out accordingly. They also teach that if the runway is still occupied including any safeguarding areas when you reach 200ft on the approach then you should go around but of course that's another debate, not one to do with phraseology.
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Granted you're always planning for a go-around and a successful landing is a bonus. Stop-go is entirely acceptable because you're telling the FISO your intention, not leaving it blank as with 'the option'.
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