Any traffic please advise

"Alan Gerber" wrote in message
...

Nope. They always wait for you to have the traffic in sight before
issuing the clearance. I thought that was standard.


It's not.

"Steven P. McNicoll" wrote:


"Ron Lee" wrote in message
...

I only have one radio.


What fast airplane do you fly?

If I recall correctly, the previous point was that you should be able
to monitor a Unicom frequency while still in contact with ATC.
Aircraft speed is irrelevant.

Ron Lee

B A R R Y wrote:

On Fri, 25 Aug 2006 22:53:11 -0400, "Peter R."
wrote:

B A R R Y wrote:

They don't seem to like an instant "negative contact",

How did you deduce this?

Overhearing a controller asking aircraft if they can look for the
target.

Hmmm, a pretty silly deduction on that controller's part, then.

Often in my case I will hear a traffic call to the "other" aircraft first
and begin looking myself, providing me anywhere from a few seconds to 15 or
so seconds to attempt to locate the aircraft before receiving my end of the
traffic call.

My guess and experience to date suggests that a controller being annoyed at
an immediate "negative contact" is a rarity, not the norm.

--
Peter

"Ron Lee" wrote in message
...

If I recall correctly, the previous point was that you should be able
to monitor a Unicom frequency while still in contact with ATC.
Aircraft speed is irrelevant.


Here is the previous point:

"I will admit of having used the "traffic in the area please advice".
However, I think I have a reasonable justification. When ATC drops you off 5
miles from an uncontrolled airport, you are flying a fast airplane, you
don't have a lot of time to figure out the other airplanes in the traffic
pattern."

"Peter R." wrote:


My guess and experience to date suggests that a controller being annoyed
at
an immediate "negative contact" is a rarity, not the norm.

OTOH, sarcastic controller responses to silly phraseology are not such
rarities.

My favorite, in response to "with you":

"N12345, roger; could you go to the break room and get me a coffee?"

Steven P. McNicoll wrote:
"Ron Lee" wrote in message
...

If I recall correctly, the previous point was that you should be able
to monitor a Unicom frequency while still in contact with ATC.
Aircraft speed is irrelevant.


Here is the previous point:

"I will admit of having used the "traffic in the area please advice".
However, I think I have a reasonable justification. When ATC drops you off 5
miles from an uncontrolled airport, you are flying a fast airplane, you
don't have a lot of time to figure out the other airplanes in the traffic
pattern."


Following your advice, today I tried monitoring CTAF 20 miles out while
being vectored for the approach. It was only a Piper Archer, so it was
not fast by any means. 15 miles out ATC clears us for the approach
"Archer XYZ, 10 miles from ABC, maintain... " right then someone makes
a downwind call at some airport. Although the volume was turned down
pretty low, it still distracted us enough to miss the rest of the
clearance. We ended up having to "say again". On the way back we
monitored CTAF again. While ATC was giving us some instruction, some
guy 25 miles away announces that he is taxiing to some runway. We end
up asking for "say again". Before someone says, I am not the type who
is afraid of the radio. I can handle ATC, ATIS and identify navaids
while reading a chart and fly a partial panel NDB approach, really. But
listening to CTAF while talking to ATC has got be stumped.

I would like to add that listening to ATIS or AWOS while talking to
ATC is not the same as listening to CTAF. These are recorded messages
that play at a known speed and rhythm. It is almost like background
noise that you can simply tune out when ATC calls your tailnumber. But
CTAF can be dead quite, but burst into activity right in the middle of
an ATC instruction.

On 27 Aug 2006 20:33:47 -0700, "Andrew Sarangan"
wrote:


Steven P. McNicoll wrote:
"Ron Lee" wrote in message
...

If I recall correctly, the previous point was that you should be able
to monitor a Unicom frequency while still in contact with ATC.
Aircraft speed is irrelevant.

It only works IF you are monitorning, but if you are talking to ATC
it's interferrence. If in contact with ATC I do not switch to either
the CTAF or UNICOM frequency until I no longer expect to hear from ATC
unless I'm only expecting to hear, "leaving our area". Here,
typically ATC will advise me if they see any traffic in the
neighborhood. IF ATC is busy listening to another frequency can be
hazardous.



Here is the previous point:

"I will admit of having used the "traffic in the area please advice".

As soon as turned loose by ATC I change frequency and anounce my
intentions.

However, I think I have a reasonable justification. When ATC drops you off 5
miles from an uncontrolled airport, you are flying a fast airplane, you
don't have a lot of time to figure out the other airplanes in the traffic
pattern."


Following your advice, today I tried monitoring CTAF 20 miles out while
being vectored for the approach. It was only a Piper Archer, so it was
not fast by any means. 15 miles out ATC clears us for the approach
"Archer XYZ, 10 miles from ABC, maintain... " right then someone makes
a downwind call at some airport. Although the volume was turned down
pretty low, it still distracted us enough to miss the rest of the
clearance. We ended up having to "say again". On the way back we
monitored CTAF again. While ATC was giving us some instruction, some
guy 25 miles away announces that he is taxiing to some runway. We end
up asking for "say again". Before someone says, I am not the type who
is afraid of the radio. I can handle ATC, ATIS and identify navaids
while reading a chart and fly a partial panel NDB approach, really. But
listening to CTAF while talking to ATC has got be stumped.

With a good many hours I still do not want CTAF interferring with what
ATC is saying.


I would like to add that listening to ATIS or AWOS while talking to
ATC is not the same as listening to CTAF. These are recorded messages
that play at a known speed and rhythm. It is almost like background
noise that you can simply tune out when ATC calls your tailnumber. But
CTAF can be dead quite, but burst into activity right in the middle of
an ATC instruction.
Roger Halstead (K8RI & ARRL life member)
(N833R, S# CD-2 Worlds oldest Debonair)
www.rogerhalstead.com

"Any NORDO traffic please advise."

--
Bob (Chief Pilot, White Knuckle Airways)

With a good many hours I still do not want CTAF interferring with what
ATC is saying.

Agreed. Tried it both ways. Sometimes I'll make a quick CTAF call many
miles out stating intentions, and then go back to ATC, hoping that when
I'm turned loose on top of the airport, whoever is out there will
remember. I don't know how much good that does though (and just adds to
the CTAF chatter).

Jose
--
The monkey turns the crank and thinks he's making the music.
for Email, make the obvious change in the address.

On Mon, 28 Aug 2006 09:07:00 -0400, "Bob Chilcoat"
wrote:

"Any NORDO traffic please advise."

Believe it or not, I've actually heard someone say
that on a local CTAF freq.

Heard another guy @ the same airport (maybe it was the same guy?)
issue "extreme warnings to all pilots in the vicinity of KXYZ airport
that there was a yellow airplane (Cub) not making any
radio transmission while flying around and around in
the pattern".

Bela P. Havasreti