曝光台 注意防骗
网曝天猫店富美金盛家居专营店坑蒙拐骗欺诈消费者
to transmit on Intercom not Com #1…
A Classic in D - Unplugged
“Check the plug” is the classic first step for
troubleshooting many electronic devices. An unplugged
headset caused an embarrassing departure for this BE35
pilot.
■ I approached Class D airspace and called the Tower. I
got no response after several calls and made the
assumption that the Tower was closed. I then made the
proper Common Traffic Advisory Frequency (CTAF) calls
all the way to the Initial Approach Fix (IAF) for the ILS
approach. At about 1,200 feet MSL on the ILS, I noticed
several planes over the runway in the pattern. I thought it
was strange that that many planes would not be using the
CTAF. I started looking around in the cockpit to find out
why I was not hearing the traffic or the Tower. I found the
headset unplugged. When I plugged it in, Tower
immediately came on the air and advised me to execute a
missed approach. I did that and departed the pattern….
Stealth Communications
While military pilots might be familiar with radio silence
procedures, such operations are never intentionally
conducted at civil airports. This private pilot, when
confronted with the phrase “carrier no voice” apparently
assumed that “zip lip ops” were in effect. What the
controller was trying to convey to the pilot was that his
radio was transmitting an unmodulated, constant tone
(carrier frequency) without a discernable voice pattern.
■ I …called Ground [Control], but did not receive any
confirmation and concluded that I might be out of range or
blocked by another aircraft. After three attempts, I heard
Ground reply, “Carrier no voice.” I tried to call again and
was again told, “Carrier no voice.” I had already filed a
VFR flight plan. I had been given a special squawk code
because of the Temporary Flight Restriction (TFR) issued
for [a nearby area]. I assumed that the term “carrier no
voice” meant that, for some reason, they were suspending
voice communications…. As I was taxiing on the ramp
toward the taxiway, I called Ground Control once more
and was told, “[Aircraft] calling, carrier no voice.” This
reassured me that I had clearance to taxi since they
identified my plane which was now moving on the ramp.
Yet I was still bothered by this procedure, so I made sure to
check the tower for any light signals. During taxi, I did not
receive any light signals. In the run-up area I attempted to
contact Ground again to clarify the situation. They replied,
“Carrier no voice. If you are contacting Ground, click your
mic two times.” I complied and they acknowledged saying,
“We got your clicks.” Again, I interpreted this as a
clearance because they heard and acknowledged my mic
clicks. I finished my run-up and taxied to the runway hold
short point. While doing this, I called the Tower and was
told politely, “Carrier no voice.” I continued to taxi up to
the hold short line when the Tower said, “[Aircraft] on the
active, turn around and return to your starting place. You
are not cleared for takeoff. I repeat, you are not cleared for
takeoff.” It was now obvious that we had not established
proper two-way communications and I immediately
complied with their instructions….
A little “amplification” of the problem by Ground Control
might have prevented this pilot from going as far as he
did.
Communication problems
are mentioned in a high
percentage of incidents
reported to ASRS.
Misunderstandings
account for the greatest
number of communication
errors, but improper radio
operation and equipment
malfunctions are also
culprits.
A Private Conversation
Missed Communications
A misplaced switch, apparently overlooked during the
cockpit preflight, resulted in this A300 Captain
transmitting to a very limited audience.
Talk, Don’t Squawk
■ …ZZZ Departure handed us off to Center, but the
contract SIC (Second In Command) had a problem
changing the frequency on the Com 2 radio. [He] put the
frequency in the transponder and tried to speak, but he
was talking to Departure again….
A corporate pilot reported on a number of difficulties
encountered when flying with a contract pilot. The
problems started with this communications error.
Miscommunications
Misunderstandings cause many communication
errors. The following ASRS reports illustrate the
need for clear, unambiguous phraseology in all
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