Communication, Communication, Communication - (Long Post)

[FUSE]

Hi Everyone,

 

I wanted to share with everyone a paper I wrote after I got into a bit of hot water last month. No need for me to go into exactly what I did, but the end result is that there were no violations put on my record and no suspensions which is a very good thing as it could have been very bad for me. I hope that you will enjoy what I wrote and hopefully learn something. Sorry but it's a long post.

 

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COMMUNICATION, COMMUNICATION, COMMUNICATION

Lessons learned by Ray Jeffas, Commercial Rotorcraft Pilot

 

 

There are many aspects to being a pilot that sometimes do not become clear right away. Now of course the best thing that could happen is for everything to become clear and understood by the pilot before a disaster takes place while in flight. We practice Emergency Procedures, we study printed materials over and over till our brains become mush, and stare at our instructors during ground school till we can draw that person by memory years later. But one of the most important things that to me that did not become totally clear till I had a firsthand experience that could have lead to a disaster was communication. To me there are two major parts that when put together equals communication. That would be Listening and Talking. I will examine listening, talking and finally communication below.

 

 

Listening –

 

The American Heritage Dictionary defines listening as

1. To make an effort to hear something: listen to the radio; listening for the bell.

2. To pay attention; heed: "She encouraged me to listen carefully to what country people called mother wit" (Maya Angelou).

 

If you read this definition you will see the first definition saying to make an effort to hear something. I disagree with this. In aviation you cannot just make an attempt; you must hear everything. To make an attempt you may miss that one piece of vital information needed to remain safe and in compliance with all laws, regulations, and instructions. Missing any bit of information can cause you to on the minor side, get an investigation against you that could possibly result in getting your flying privileges suspended or revoked. And on the major side of missing any bit of information could actually result in your death.

 

The second part of this definition is to pay attention; heed. That is to me the most important part and reinforces what I mentioned earlier that you must hear everything. There is a phrase used when in the cockpit of an aircraft you may hear. That is “sterile environment”. This type of environment, one where there is no communication except for what is necessary to complete the task is actually required during other moments in our aviation lives. During our flight planning, while getting our briefings, and in flight are sometimes when this sterile environment would be required.

 

It is scarily amazing how not listening to 2 seconds of a 5 – 10 minute conversation could result in your death. Imagine you are a student getting your briefing from WX Brief but at the same time your instructor is talking with you. It could be that he heard something you said that was wrong or any number of things. What do you do? You can ask that you please have a sterile environment, telling your instructor that you need this time sterile so you can put all of your attention to the briefer, making sure you are getting every single piece of information that they can give you. Remember what I said earlier about Sterile Environment. That is no communication except what is necessary to complete the task. What if your instructor heard something you said that was wrong and has to be corrected to get a proper briefing? This is where a habit I have has to be broken. In today’s world with computers, blackberries, cell phones, cable TV with 100’s of channels ect… we are a group of people that love to multi-task. So for us who multi-task we may think that we can both listen to the briefer and listen to what our instructors have to say. We absolutely cannot do this. That is a formula for a disaster in the making. What we must do is ask the briefer to please wait while you speak with your instructor. Only one conversation at a time can take place. This is now a rule I have set for myself that no matter what cannot be broken.

 

Let’s look at an example.

 

• You are speaking with the briefer and told them that you will be departing in 30 minutes. Your instructor hears this. Well the briefer has now started giving you your briefing and your instructor is talking to you at the same time telling you that you will not be leaving in 30 minutes but in 10. 20 minutes is a big difference. This may mean you will be clear of maybe a TFR or dead smack in the middle of it. So without asking the briefer to please wait for a minute while you talk with your instructor you instead just cover the phone and ask your instructor to repeat, he then tells you that you are leaving in 10 minutes, not 30. You then without really making sure the briefer is listening just say actually we are leaving in 10.

 

There are a couple mistakes in the above example that could have major consequences. Let’s look below at how it should go if you take to heart the need for a sterile environment and what we have learned is listening.

 

• So now again you are speaking with the briefer and told them that you will be departing in 30 minutes. Your instructor hears this. The briefer has now started giving you your briefing and you hear your instructor talking to you at the same time. It is a must that you do not divert your attention from the briefer. When there is a moment that allows, you must ask the briefer to please wait a moment while you speak with your instructor. Once you know that the briefer has stopped the briefing you can now change your attention to be on the instructor. You ask your instructor to please repeat what they were saying. They tell you that you will be leaving in 10 minutes not 30. Now you change your attention again to be on the briefer. You then tell the briefer that there is a change in departure time and you will actually be leaving in 10 minutes. You need to make sure that the briefer understands this change. The briefer just like us needs to not multi-task. We cannot expect the briefer to be giving us a weather report and at the same time here us tell them of our departure time change and to implement this into your briefing. So asking them to stop while you speak with your instructor, then before the briefing starts again you inform the briefer of the departure time change and to please incorporate this change into the briefing you are hopefully guarantying that all of the correct information is being used for your briefing.

 

 

 

Talking –

 

The American Heritage Dictionary defines talking as

1. To consult or confer with someone: I talked with the doctor. (does not mean they give you all the information, you are making sure all of the information you have already gathered is accurate and that the way you understand it all is correct.)

2. To direct and control (the flight of an aircraft during an approach for landing) by radioed instructions either from the ground or a nearby aircraft.

 

Now let’s take a look at the definition of talking and make sure we understand what is involved with Talking and what our responsibilities are.

 

The first part of this definition to me is mostly referring to your flight planning stage of flying. Especially with today’s access to the internet there are many resources available to pilots to aid and assist in our flight planning. Even though there are only a handful of “official” sources we must not limit ourselves to just those sources. One other important part that we must realize is that we must use any and all information available to us. Let’s look at an example.

 

During your normal flight planning you check all of your favorite web sites for weather, TFR’s, Notams, etc… You also check all of your official sources and as a final guarantee you call the briefer at WX Brief. Now why do you call the briefer? This is because you want to talk to someone. This is exactly what the first part of the definition is explaining. You want to consult or confer with someone that understands exactly what you need and is able to explain it in a way that you should be able to understand. It is not the role as I understand it to explain to you all information for your flight plan. You should know all parts of your flight and any information needed to complete your flight plan prior to calling the briefer. You call them to consult and confer with them. You want to compare everything you know with the information that the briefer has. It is sort of a final check to make sure you have everything correct. So, do not expect the briefer to be your sole source of information. It is the pilot’s responsibility to have all of the information needed to complete a flight. In reality, if something happens it is the pilots fault. It is not the responsibility of the briefer to make sure you have all of the information you need to complete a flight. It is the pilots responsibility and the briefer is there for consultation and confirmation that pilots needs to know if what the pilots knows is true or not.

 

The second part of this definition mentions that talking is to direct and control. This is a two way street. For example, when you call up a control tower while in flight it is your duty to talk to them as clear as possible while giving them the information they need in the shortest time. There is no need to tell a story while talking with them but you must say enough to explain exactly what you need in a way that they understand. It is also the control towers responsibility to give you direction and control you by talking. They must be able to talk with you clearly and in such a way that you understand them.

 

Let’s now couple talking with listening. They are counterparts to each other. If either one is not done correctly there can be catastrophic results. All of which brings us to the entire point of what I am talking about.

 

So here we are now, I have reviewed what I believe about listening and talking. Now let’s look at communication.

 

 

Communication, Communication, Communication –

 

The American Heritage Dictionary defines Communication as

1. The imparting or interchange of thoughts, opinions, or information by speech, writing, or signs.

2. Something imparted, interchanged, or transmitted.

3. A document or message imparting news, views, information, etc.

 

Communication may seem to be obvious, and well it sort of is. But if you are not successful in having proper communication in aviation, people’s lives could be lost.

 

The first part of this definition states that communication is the imparting or interchange of thoughts, opinions, or information by speech, writing or signs. We use all of these communication avenues every time we fly. We use the web, we are guided by signs at every airport, we use speech in order to talk while hopefully others are listening, ect.

 

The second part directly refers to what we do every time we fly. And that something is our intentions via the radio and what we are doing. We must be able to without confusion be able transmit what we are doing. This doesn’t matter if that is requesting to transition though someone’s airspace, or just giving your location to traffic in the area. It must all be done by talking and listening.

 

The third part references communication via a document or message imparting news, views, information, etc. This is something we are introduced to from the very first flight. We have regular items we must view once in a while, and items we must view every time we fly. There are the FAR’s that are generally updated once a year, we have weather reports, temporary flight restrictions, notice to airmen reports, our charts, the airport facility directories, ect. It is through the many forms of communication that controlling agencies, the FAA, airports, pilots, ect. that we as pilots are able to safely and legally fly.

 

That is a bit of how the American Heritage Dictionary defines communication but I myself have my own definition.

 

Communication – Through the form of well written documents, attentive listening, and clearly speaking, information can be passed from one person or entity to another.

 

To have complete and successful communication one must review all written material available, talk with all parties required to, and listen with every bit of attention you can give. Failing to do so could lead to mis-communication which is never a good thing, you may get lucky and not see any consequences of the mis-communication or you just may take a someone’s life.

 

 

NOTAM – Notice to Airmen

 

What is a NOTAM? A NOTAM is a notice containing information (not known sufficiently in advance to publicize by other means) concerning the establishment, condition, or change in any component (facility, service, or procedure of, or hazard in the National Airspace System) the timely knowledge of which is essential to personnel concerned with flight operations.

 

There are three types of NOTAMs.

1. NOTAM(D)- A NOTAM given (in addition to local dissemination) distant dissemination beyond the area of responsibility of the Flight Service Station. These NOTAMs will be stored and available until canceled.

2. NOTAM(L)- A NOTAM given local dissemination by voice and other means, such as telautograph and telephone, to satisfy local user requirements.

3. FDC NOTAM- A NOTAM regulatory in nature, transmitted by USNOF and given system wide dissemination.

 

The best way to find information about a NOTAM(D) or a NOTAM(L) is to contact AFSS at 1-800-WX-BRIEF.

 

For FDC NOTAM’s there are a couple ways to find information about them, and all means available to you should be used.

1. Join the AOPA. When you join the AOPA there is an option to receive FDC NOTAM’s via e-mail. Opt in for that option and as soon as AOPA has the information available they will send out an e-mail.

2. Check the AOPA Website at http://www.aopa.org/whatsnew/notams.html

3. Check the FAA Website at http://tfr.faa.gov/tfr2/list.html

4. Contact your local FSS at 1-800-WX-BRIEF.

 

 

TFR NOTAM – Temporary Flight Restrictions Notice to Airmen

 

What is a TFR? There are six main reasons that the FAA will issue a TFR NOTAM.

 

1. Protect persons and property in the air or on the surface from an existing or imminent hazard associated with an incident on the surface when the presence of low flying aircraft would magnify, alter, spread, or compound that hazard (14 CFR Section 91.137(a)(1));

2. Provide a safe environment for the operation of disaster relief aircraft (14 CFR Section 91.137(a)(2)); or

3. Prevent an unsafe congestion of sightseeing aircraft above an incident or event which may generate a high degree of public interest (14 CFR Section 91.137(a)(3)).

4. Protect declared national disasters for humanitarian reasons in the State of Hawaii (14 CFR Section 91.138).

5. Protect the President, Vice President, or other public figures (14 CFR Section 91.141).

6. Provide a safe environment for space agency operations (14 CFR Section 91.143).

 

TFR NOTAMs are FDC NOTAMs you can and should get information about TFR’s from all available sources. Do not rely on just one source. Along with knowing about the TFR’s and all restrictions associated with it you should in addition know the intercept procedures that may be used if you violate a TFR. TFR’s are monitored and if a violator is perceived as a threat military aircraft may be dispatched to intercept you and find out your intentions. It is extremely important to follow the correct intercept procedures or deadly force may be used against you.

 

There is an excellent online course given by the AOPA. The name of this course is, Know Before You Go, Navigating Today’s Airspace. I highly recommend this course.

 

OK, to summarize. Communication, Communication, Communication is an extremely vital part of our aviation lives. It takes a lot of work but is necessary to ensure that we are all safe and fly legal. We spend tens of thousands of dollars and hundreds of hours to get our certificates and all of that can be gone for missing just one or two seconds of a conversation, not reading one paragraph, not viewing one diagram. Attention to detail, and using every available resource available to you is key to our survival. As pilot in command it is your responsibility to know about all TFR’s and other airspace restrictions along your route of flight.

[permison]

Ok, I'll bite. What'd ya do?

[apiaguy]

if I had to guess.... he busted a TFR??

[Goldy]

Geez Ray- I read that whole thing and I am still lost ? At least PM me some details in confidence so I dont make the same mistake !!

 

Also, regarding TFR's in general, read my other post about the Malibu fire TFR..also here in LA, we have TFR's for stadium games all the time and they are never listed on the FAA, AOPA, DUATS or any other pilot source. .....it's your job to know there is an event going on...

 

Kinda sucks, glad this one turned out ok for you.

 

oops, just remembered you are from MD...

Goldy

Edited December 6, 2007 by Goldy

[FUSE]

Geez Ray- I read that whole thing and I am still lost ? At least PM me some details in confidence so I dont make the same mistake !!

 

Also, regarding TFR's in general, read my other post about the Malibu fire TFR..also here in LA, we have TFR's for stadium games all the time and they are never listed on the FAA, AOPA, DUATS or any other pilot source. .....it's your job to know there is an event going on...

 

Kinda sucks, glad this one turned out ok for you.

 

oops, just remembered you are from MD...

Goldy

 

OK, I guess it is sort of confusing on what I hope you learn if you don't know what I did.

 

I busted a TFR, and it was my fault. It was a TFR I was not aware of, and when the briefer was explaining the details to me I spoke at the same time he did and missed one very important part. That one part was the diameter part of the TFR which in turn meant I took of from my airport right in it. There were mistakes made by the briefer as well but in the end it doesn't matter. I was PIC and like Goldy said, it's my job to know every detail. So the paper is about what I learned about communication and how important it is and how to do it correctly.

[fast03cobra]

OK, I guess it is sort of confusing on what I hope you learn if you don't know what I did.

 

I busted a TFR, and it was my fault. It was a TFR I was not aware of, and when the briefer was explaining the details to me I spoke at the same time he did and missed one very important part. That one part was the diameter part of the TFR which in turn meant I took of from my airport right in it. There were mistakes made by the briefer as well but in the end it doesn't matter. I was PIC and like Goldy said, it's my job to know every detail. So the paper is about what I learned about communication and how important it is and how to do it correctly.

 

Knowing the whole story makes your post even better.. Glad it worked out for you; as we know this is not always the case. Just remember that what doesn't kill you, will make you stronger. You may have taken some serious heat for it; however I'm sure you'll never make that mistake again, and I'm sure that you'll have an effect on others now to not make the same mistake either.

[helonorth]

I'm guessing it was you that flew to close to the fires. If not, what kind of TFR was it and how

did they bust you? Did you have to write the paper as punishment? Just kidding.

[Goldy]

OK, I guess it is sort of confusing on what I hope you learn if you don't know what I did.

 

I busted a TFR, and it was my fault. It was a TFR I was not aware of, and when the briefer was explaining the details to me I spoke at the same time he did and missed one very important part. That one part was the diameter part of the TFR which in turn meant I took of from my airport right in it. There were mistakes made by the briefer as well but in the end it doesn't matter. I was PIC and like Goldy said, it's my job to know every detail. So the paper is about what I learned about communication and how important it is and how to do it correctly.

 

Ray- you the man. I commend you for this post, for sucking it up and helping the rest of us avoid the traps that got you. It would have been much easier for you to hide than to spill your guts. Let me know next time you come out to Robinson, and I'll buy lunch.

 

Goldy

[kodoz]

OK, I guess it is sort of confusing on what I hope you learn if you don't know what I did.

What doesn't kill you makes you stronger (or smarter). Thanks for this post.

--c