Any traffic please advise

If the freq is dead then its good to be verbose and
communicate in long form.

The freq may be dead near you, but not dead elsewhere, and your verbose
transmission may impact others you can't hear.

True, if you can talk to them, you probably can hear them, but that's
not always the case.

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

On Fri, 25 Aug 2006 15:05:57 GMT, Kris Kortokrax
wrote:

Just received the following from the FAA Designee Notification system.
Checked out the AIM on the FAA web site and the wording is included.

Kris

--------------------------------------------------------


The inane practice of using the phrase ?any traffic please advise? has
become so wide spread that the FAA has finally included a ?do not do
this? in the latest version of the AIM. You will find the following
quote at paragraph 4-1-9 G 1 in the latest version of the AIM:

Self-announce is a procedure whereby pilots broadcast their position or
intended flight activity or ground operation on the designated CTAF.
This procedure is used primarily at airports which do not have an FSS on
the airport. The self-announce procedure should also be used if a pilot
is unable to communicate with the FSS on the designated CTAF. Pilots
stating, "Traffic in the area, please advise" is not a recognized
Self-Announce Position and/or Intention phrase and should not be used
under any condition.

If you do not have a current copy of the AIM, you can reference one
online at:

http://www.faa.gov/ATPUBS/AIM/

Bob Linenweber, ASI
314-890-4864


OPS DESIGNEE NOTIFICATION SYSTEM

Let me get my calendar out and mark this date (the Feds did something
that makes sense!).

One of my pet peeves is folks blabbing on CTAF while they're miles
away asking what's going on at "their" destination airport.

I try to come prepared arriving @ my destination airport and I'll
tend to know in advance (with reasonable accuracy) which way the
traffic pattern will be. I like to *listen* (miles away) on CTAF to
monitor activities at my destination airport before I get there. If
there is no activity, I'll try to dial up an AWOS or ATIS at a nearby
airport and see what the winds are there (chances are if it's
reasonably close by, the winds will be the same).

It would seem some folks cruise along towards their destination
airport, switch frequencies to CTAF and (without listening first),
start asking questions about which way folks are landing there,
thereby tying up the frequency (it gets worse when several relatively
local airports share the same CTAF frequency).

Using the phrase "Please advise" doesn't address NORDO aircraft
operating in the area, and attempts to move the responsibility
from the approaching pilot over to those who are already in the
traffic pattern to inform the former what's going on....

The next thing the Feds need to make verboten is folks who
fire up and broadcast over CTAF that they're going to taxi
from their parking spot over to the active runway (what possible
purpose could that information / transmission serve?).

Bela P. Havasreti

The next thing the Feds need to make verboten is folks who
fire up and broadcast over CTAF that they're going to taxi
from their parking spot over to the active runway (what possible
purpose could that information / transmission serve?).

It alerts incoming aircraft of a likely departure. For a number of
reasons they may miss the actual departure announcement, and can use
this taxi information to position themselves, or to ask whether they can
land prior, or should wait until after their departure.

I find it useful. It also doens't clog the freq much, since the
tranmission originates on the ground.

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

In article ,
Jose wrote:
It alerts incoming aircraft of a likely departure. For a number of
reasons they may miss the actual departure announcement, and can use
this taxi information to position themselves, or to ask whether they can
land prior, or should wait until after their departure.

I find it useful. It also doens't clog the freq much, since the
tranmission originates on the ground.

That's a pretty weak argument. When I'm in the air approaching an
airport, I'm not listening for folks on the ground (if I can even hear
them), I'm listening for folks in the pattern. When I'm on final, I'm
looking for folks on the runway or runway intersections, and listening
for any departure calls.

I usually don't make taxi calls unless the taxiways are busy. The
exception to this rule is for crossing runways--I always announce my
intention to taxi across a runway, followed by a visual inspection in
both directions, before I cross.

Unfortunately, taxi calls do clog the frequency both on the ground an in
the air, and are usually unnecessary in my opinion.



JKG

Unfortunately, taxi calls do clog the frequency both on the ground an in
the air, and are usually unnecessary in my opinion.

i think that's the answer in all of this. Pilots need to be smart
enough and adjust their level of verbosity based on the amount of
traffic on the frequency. Sometimes when the freq is really dead its
good to hear someone say something just to know you have the radio
dialed in and receiving correctly.

-Robert

When I'm in the air approaching an
airport, I'm not listening for folks on the ground

Maybe you should be. They could be in the air by the time you arrive.
It's also a hint as to the runway in use.

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

In article ,
Jose wrote:

When I'm in the air approaching an
airport, I'm not listening for folks on the ground

Maybe you should be. They could be in the air by the time you arrive.
It's also a hint as to the runway in use.

Let's see. You claim transmissions on the ground don't contribute to
frequency clutter because those approaching the airport can't hear them,
and now you expect me to be listening for transmissions that I can't
hear?

When I'm approaching to enter the pattern, my primary concern is traffic
in the pattern or likewise approaching the pattern. Traffic on the
ground is irrelevant. If a guy in the pattern is using a different
runway than the guy on the ground, I follow the guy in the pattern. I
worry about the aircraft holding short of the runway when I'm on final.


JKG

"Jose" wrote in message
m...
The next thing the Feds need to make verboten is folks who
fire up and broadcast over CTAF that they're going to taxi
from their parking spot over to the active runway (what possible
purpose could that information / transmission serve?).

It alerts incoming aircraft of a likely departure. For a number of
reasons they may miss the actual departure announcement, and can use
this taxi information to position themselves, or to ask whether they can
land prior, or should wait until after their departure.

At my airport - where there are taxiways between
hangar rows and you can't see one end from the
other - it helps prevent taxiing planes from meeting
head-on so that one or the other has to be turned
around.

Bela P. Havasreti wrote:
On Fri, 25 Aug 2006 15:05:57 GMT, Kris Kortokrax
The next thing the Feds need to make verboten is folks who
fire up and broadcast over CTAF that they're going to taxi
from their parking spot over to the active runway (what possible
purpose could that information / transmission serve?).

At some airports failing to call up before taxiing out of parking
results in two airplane facing nose to nose with engines running and
one having to shut down and push back. Not all airports have good
visibility and wide taxiways. Its happened at my home field quiet
often. Pilots have to coordinate the use of the taxiway before pulling
out around a blind hill.

-Robert

On 25 Aug 2006 10:05:30 -0700, "Robert M. Gary"
wrote:


Bela P. Havasreti wrote:
On Fri, 25 Aug 2006 15:05:57 GMT, Kris Kortokrax
The next thing the Feds need to make verboten is folks who
fire up and broadcast over CTAF that they're going to taxi
from their parking spot over to the active runway (what possible
purpose could that information / transmission serve?).

At some airports failing to call up before taxiing out of parking
results in two airplane facing nose to nose with engines running and
one having to shut down and push back. Not all airports have good
visibility and wide taxiways. Its happened at my home field quiet
often. Pilots have to coordinate the use of the taxiway before pulling
out around a blind hill.

-Robert

Granted (makes sense). FWIW, the only places I've heard it done are
huge, ex-WW2 air bases.....

Bela P. Havasreti