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This new Internet offering provides electronic information
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program, including program purposes, reporter immunity
and confidentiality, report processing, the ASRS
database, and ASRS program outputs.
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reporting form. Then print, fill out, and mail the
completed form to us.
Immunity Policy. A look at FAA immunity policies as
they apply to ASRS incident reports, including Advisory
CALLBACK and Directline aviation safety newsletters.
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Another recent Internet addition is the NASA-Ames
FMS Bluecoat Digest Home Page. The Bluecoat
Digest was created as a means of encouraging
ongoing discussion between the engineers who build
flight deck automation systems, and the pilots who
use these systems. It offers a monthly electronic
publication containing articles authored by line
pilots and aviation industry engineers and
researchers. The Bluecoat Digest Web address is:
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bluecoat-digest/bluecoat.html
Number 200 February 1996
Problems with Pre-Departure Clearances
Editor's Note: The following article is a summary of a research paper by
Michael Montalvo, a San Jose State University research associate at
NASA Ames. Mr. Montalvo’s research is based in part on work
previously published in ASRS Directline #5. You may request a free
copy of the paper from: Michael Montalvo, NASA Ames Research
Center, MS-262-4, Moffett Field, CA, 94035-1000.
In 1990, the FAA instituted the Pre-Departure Clearance
(PDC) system at a number of U.S. airports. The PDC
system allows pilots to obtain a clearance without the need
for verbal communication on the Clearance Delivery
frequency. The program’s objective of reducing congestion
on this frequency has been met. However, ASRS incident
reports indicate that pilots encounter a number of
difficulties in using the PDC system. Two major areas of
concern are lack of confirmation of receipt of the PDC, and
lack of standardization of the PDC format.
Confirmation Confusion. Some airports have a
confirmation process built into the PDC system; others do
not. The lack of a verification process (such as the
“readback” required if a clearance is obtained on the
Clearance Delivery frequency) leaves no opportunity for the
absence of a clearance to be discovered by the crew, or for an
erroneous clearance to be corrected by ATC. An Air Carrier
pilot seemed surprised to discover this:
■ I asked ATC if there was any way they would know that a
crew had received the clearance via PDC. They said at the
present time, there was no back-up. They assumed that
when a flight called for taxi, it had its clearance.
Reporters had many suggestions for ensuring that PDCs
had been obtained, including:
✔ Make “Obtain PDC” a specific checklist item. Some
checklists use the item, “Radio/ACARS” as the prompt
for obtaining or checking the PDC. However, there may
be other tasks associated with this item, and the PDC
may still be overlooked.
✔ Standardize the delivery procedure for PDCs. Most
crews receive the PDC by ACARS; others pick up a
printed copy at the gate or have it delivered to the
cockpit by the gate agent. The variable delivery methods
at different airports may provide opportunity for an
oversight in obtaining the PDC.
✔ Require an aircraft to verify its PDC-obtained squawk
code with ATC when obtaining taxi instructions.
Formatting Frustrations. Most pilots are accustomed to
hearing ATC-issued clearances in the format required by
the Air Traffic Control Handbook. However, most airports
and airlines arrange the items of PDCs in different orders,
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