According to the dictionary I keep on my desk, an opinion is a view or a judgment formed by an individual that is not necessarily based on facts or knowledge. Please keep that in mind.
It is also worth noting that the FAA has for many years advised pilots to identify their aircraft specifically when making radio calls. In the general aviation world this is typically accomplished by using the aircraft’s make, model, and N number.
There are a slew of good reasons to take this advice seriously.
There is only one aircraft with a particular N number. That means that no matter how busy the airspace, Piper Cherokee 12345 will be the only Piper Cherokee 12345 on the frequency.
This specificity brings clarity to position reports, pilot intentions, and any special circumstances that are pertinent to the operation of the aircraft — low fuel, an engine failure, or a bird strike, for instance.
In short, identifying yourself by make, model, and N number is an ideal solution to the identification problem.
And so, with that critical prelude out of the way, our story begins.
My Cessna 152 and I flew into a traffic pattern recently with the intention of landing. There was a hope that I could get in a couple loops around the pattern since the traffic was relatively light as I arrived. But that plan went out the window fairly quickly.
I called on the CTAF when I was about seven miles out to announce my intention to enter the pattern. There were no other aircraft on the frequency when I made that call. As I positioned myself to intercept the downwind leg, another aircraft called in announcing they were on downwind. He identified himself as “white Cessna.”
This sort of announcement always makes me wince. I have to wonder, does the pilot not know there are literally thousands of white Cessnas on the market? There are hundreds of them just in my home state. Do they really believe they’ve provided valuable information?
I am sorry to say that I was just minutes away from getting highly unsatisfactory answers to those questions.
My radio calls came at the appropriate points in the pattern: 45° entry to the downwind, downwind, base, and final. So did those of the other aircraft. I made each call by identifying myself as Cessna 104UC. I do this because the FAA recommends it and I am a rule follower. I also do it because it provides a specific reference for other pilots in the area.
While I include aircraft make and N number in my calls, I do not include the aircraft model number. The C-152, unlike the 172, 182, and 208, does not have a universally accepted model name. Skyhawk is a well-known term, as is Skylane and Caravan. But to throw the numbers “152” into a radio call at a non-towered field can cause confusion.
Perhaps I’m wrong in that practice. If you know something I don’t on the topic, please feel free to pass it along. I’m genuinely interested.
As I entered downwind and made that call, a third airplane came on the frequency. That pilot also identified themselves as “white Cessna.” An annoyance, I must admit, since I now had a white Cessna in front of me and white Cessna behind me. As distracting as that may sound, I didn’t know the half of it. Things were about to get considerably more confusing.
Before turning on my base leg, a fourth aircraft joined the conversation. They were inbound to do pattern work and became the third aircraft to identify themselves exclusively as “white Cessna.”
Consider the conundrum if you will. There are now four aircraft in or approaching the pattern for landing at a non-towered airport. One identifies itself specifically while the other three all identify themselves as “white Cessna.”
And if that’s not confusing enough, while I am solo making all my radio calls myself, at least two of the white Cessnas appear to be instructional flights in which the CFI on board is making some of the radio calls while the student makes others.
Yes, you’ve got that right. There are now five voices making position reports for three aircraft all in the same traffic pattern and all identifying themselves using the exact same description — “white Cessna.”
To my mind this completely invalidates the stated responsibility of a Pilot in Command to ensure the safety of their flight. I ask you in all seriousness: Is there anything safe about this situation?
No. Not at all. This is all about laziness, hubris, and a total disregard for the safety of yourself, your passenger (or student), as well as any other traffic in the pattern.
Yes, I am ashamed of the poor standard these pilots exhibited. But it gets worse.
As I rolled out after landing, another aircraft announced their intention to depart the runway. They rolled across the hold short line and throttled up as I exited the runway. No problem…until the pilot of a white Cessna came on the frequency to admonish the pilot of the aircraft taking off for pulling out in front of them while there were on final. A long final, I might add.
Why wouldn’t he? There are white Cessnas all over the sky. It’s almost impossible to tell who is where and what their intentions are because a variety of voices are identifying themselves identically.
We can do better than this, y’all. We really can.
In fact, we have a responsibility to up our game and start doing things the right way. We just have to care enough about our role as PIC, the safety of our fellow pilots, and the reputation of our industry to start reading the rules, following the rules, and teaching our students to adopt an attitude that holds safety in high regard.
Would that really be so hard?
This brings up another beef: Pilots who neglect to start their CTAF transmission with the name of the airfield they’re talking at. Around my midwestern community, within a 50-mile radius (well within VHF radio range) there are more than dozen airports using 122.8 or 122.9 UNICOM for CTAF — and nearly all with the same runway numbers (and regional prevailing wind).
On a hopping VFR Saturday afternoon, it’s infuriating to listen to a chaotic chorus of amateurs blathering about “Cessna 45November entering downwind leg for runway 18…. ” and only AFTER yanking my head in that direction, mentioning the name of the airport they’re at — 30 miles away. MOST of the CTAF chatter is like that.
That sloppy call is followed, in mere seconds, by another similar call at an airport 20 miles away, and then — after two more have essentially “cried ‘WOLF’!” to me, comes one that actually is for the airport I’m in the pattern for. By that time, my head has spun so many times, looking for so many planes that aren’t there, that it takes a (potentially lethal) several seconds to re-orient my attention to the real threat.
Yet the FAA says, clearly, time and again, to START WITH THE AIRPORT NAME.
For reasons that SHOULD be obvious to most responsible, intelligent adults, the FAA instructs “the airport name should be spoken at the BEGINNING and END of each self-announce transmission.” (see AIM 4-1-9.g.6., followed by clear examples (a), (b), & (c)). Also see AIM 4-1-9.h.1.and 2, with examples (a) & (b). The airport-name-first announcement protocol is also indicated, by example, in AIM 4-1-9.d.2(a) and (b). AC 90-66B (3/13/18 at https://www.faa.gov/documentlibrary/media/advisory_circular/ac_90-66b.pdf) emphasizes: “To help identify one airport from another, the correct airport name should be spoken at the beginning and end of each self-announce transmission.” (10.1.1.(3))
Crappy instructors, and sleeping FAA inspectors, let this dangerous stupidity fester and spread — so it’s little surprise that mid-airs happen even when announcements are made. In the high-speed environment of aviation, “see-and-be-seen” works best when pilots know exactly when and where to look most carefully, and when their focus is not diverted — from real threats — to non-existent “traffic.”
I think I would have requested over the frequency that there were too many white Cessnas, please use N numbers for identification.
A polite fix might be to e-mail the apparently dysfunctional flight school a link to Advisory Circular No: 90-66B.”Non-Towered Airport Flight Operations” (online at: https://www.faa.gov/documentlibrary/media/advisory_circular/ac_90-66b.pdf ), drawing their attention to item 10.3, which says “Self-announce transmissions may include aircraft type to aid in identification and detection, but should not use paint schemes or color descriptions to replace the use of the aircraft call sign.” (10.3.1)
Note that this does not preclude mentioning the plane’s color — just not as a substitute for the N-number (“call sign”). You can identify as “white Cessna 3747Romeo,” and still satisfy all.
Not being so polite, I’d be inclined to mention the apparent irresponsible flight school to the local FSDO, citing the AC and its items, vs. the flight schools’ students (and instructors’) radio misuse.
This sounds a lot like KVNC… for some reason, that habit has caught on with the students and flight school there.
I will still call Cessna 182 Fxxx on initial calls. You made me think that I will add “blue” to it at untowered airports if busy and possibly complex to map the 3d picture. When established and no apparent conflicts I drop the C182. Many years of towing gliders with multiple aircraft in the circuit, including gliders, and paramount to keep eyes outside and really try to paint that 3d picture. The clearer, and concisely, you can identify what you are and establish your intentions the best for all. Do not assume others know where or what you are doing because you clearly spoke it. Keep you head on a swivel and the moving ,as in your head going. Cheers.
Uncontrolled airports can be dangerous. Pilots at uncontrolled airports need to be extra alert and in tune with their situational awareness.
If you were taking off south and another airplane unannounced is practicing a instrument approach to the north (opposite direction)! This usually terminates in a missed approach or low approach and turn-out, still dangerous especially if you are taking off and airborne when you discover this situation!
Some older airplanes like Cubs and Champs have no radio or ADS-B. Be on the lookout for these aircraft!
“N” numbers are ok, but tell you little information. Make, model, color, position, is better!
Sometimes (student) pilots get confused where they are in relation to the airport and state 5 miles south east, when in fact they are 5 miles south west!
Pilots seem to like to take short cuts. Runway 18-36 (left hand patterns) and the pilot is coming in from the NW to land on 18 and will make a right base and right final approach.
If three or four airplanes are in the pattern and there seems to be a lack of communication/cooperation, simply depart for another nearby less busy airport.
Never stop and reverse course on the runway to go back for another takeoff, because some unannounced arrival may be staring you in the face! Not all runways have parallel taxiways, but almost all have turn arounds at each end.
Be aware of “right-a-way” rules in regard to gliders, helicopters and other category aircraft. An aircraft in distress has the right of way and he may not be able to transmit his situation. So, if some pilot cuts you off, give way and discuss the situation on the ground, not in the air!
“Expect the unexpected”!
Read A.C.90-66B sections 10.3 and 10.3.1
Argue if you want, but it’s spelled out there.
Aviation is not a poor man’s avocation. It would seem that anyone flying can afford the cost of a portable avcom radio if the aircraft does not have one installed. The usage of same follows common sense, safety, and -courtesy toward fellow pilots. Even if a pilot never transmits, monitoring traffic may keep you from running into someone, maybe me. Like the responder who uses the metaphor of motorcycle safety, it amazes me that some riders choose not to wear a helmet, and likewise why anyone would venture skyward without the safety aspects of a radio on board.
Somewhat ironic that the two latest fatal midair’s involved aircraft equipped with radios, one at a towered airport. Not to mention, the worst aviation accident in history involved two B747’s at a towered airport some years ago….
I am the guy with out a radio so I just look and follow
Agree 100% with Jamie. BTW, Oshkosh has many authorized exemptions from the rules so don’t use that as your excuse. Follow the rules, for everybody’s benefit.
Every situation is different and not every Skyhawk is white. Adjust to circumstances and just use common sense for each instance. Personally, I would like the aircraft type and model and color – my call of “White Super Cub” gives the other pilots something to look for and an idea of speed – I have no ADSB, so don’t look on your screen for my tail number. See and Avoid under all circumstances !!
How do you think they identify aircraft in the pattern at Oshkosh and Sun and Fun? By color, high wing or low wing Tail number is useless at un controled airports.
Jamie…I am standing and applauding right now! You hit the topic square on the numbers! I’ve been preaching the same to my students for years.
For those who claim tail number doesn’t mean anything at a non-towered airport, I’d like to introduce you to ADS-B In. Tracking targets not only by position and relative attitude is hugely helpful, but then to distinguish the traffic by the same tail number you hear on the radio is life-saving, quite literally.
The Osh Kosh argument is irrelevant. Nothing is like Osh Kosh, in volume or procedure. And thankfully so — I wouldn’t want a tome of NOTAMS for my daily flying at my home drome.
Please use your tail numbers. Even just give me the last three. Depending on the light, identifying your airplane as “white” will still have the rest of guessing as to who is who.
Another thing to your point about OSHKOSH it has professional ATC controllers managing the traffic. It is not a non-towered event.
Flying all types of aircraft for the last 45 years. And after reviewing 1000’s of aircraft accidents. The no.1 issue I deal with are pilots not looking out the window. When you approach the airport slow down and look around. Their is NO REQUIREMENT to have a radio (never mind, those on the wrong freq, unreadable radios, and those who don’t speak clearly). That being said, your eyeballs are number one and EVERYTHING else supports your eyes. I see way too many pilots playing with their gadgets and not looking outside. Not everyone is on ADS-B. As a matter of fact at my local Florida airport the % wo/ADS-B is about 20% and we live under a Class C. Look outside, It may save your life!
I recently flew to a non towered airport where two female pilots, both had thick accents and both flying Skyhawks with a similar N number ending with Golf. The Pilots were doing pattern work, and doing one touch and go after another. Both were making proper radio calls, but all I was hearing was X traffic Skyhawk N??Golf X traffic left crosswind 18, X traffic Skyhawk N??Golf left base18, X traffic Skyhawk N??Golf left downwind 18, I had to circle west of the airport and look at the ADSB and find spot the traffic, just to figure out that that there were two planes and not one making bad calls. When in doubt do something safe till you figure it out. So that was as bad as two White Cessna.
Hearing the tail number can help identifying the other aircraft using ADS-B. A quick glance at the iPad can show where each plane is by tail number if you are having trouble spotting them.
I believe you are both right and wrong. Instead of following rote announcements I listen to the frequency while 10-15 miles out, then announce C-170 N12345 5 miles out. If I hear no replies and see no traffic my advisory drops to C-170 when 1 mile from airport. Still no traffic seen or other announcements I stay C-170. It seems giving N number, color, serial number, asking price etc. just ties up the frequency. To much information, just fly the airplane look outside the cockpit and stay safe.
About a million years ago, I used to ride motorcycles.
My attitude was “Everyone out there is trying to kill me, and if they actually have to DO anything to avoid killing me, they won’t bother.” I rode as though I was invisible to car drivers, and it appears to have worked – I’m still alive.
Visibility out of most aircraft is worse than visibility out of cars, and cars don’t have to worry about anyone above or below them. That’s why we need to be extra careful, especially around airports (and in the old days, around VORs) where traffic congregates.
Costs nothing to talk on the radio and it might save your life.
And such is the fallacy of flying patterns.
While a one white cessna looks like another and tail numbers are indistinguishable at a distance, some of these were instructional flights with two voices broadcasting, making it sound as if there were at possibly as many as 7 white cessnas. By using tail numbers, at least another operator in the pattern will know he is only dealing with 3 other aircraft rather than up to 6. Really, how difficult is it to make a broadcast that is actually useful? I can’t when flying a NORDO plane, but otherwise, I always make position calls using initially, my tail number, then only the last 3 for following reports.
But more importantly, Florida (and other places) apparently has a fleet of instructors that don’t care to teach their students proper radio use, or etiquette. Might be worth a word to the chief pilot of their flight school about teaching poor practices.
I have to ask .. Can you tell visually which airplane is Cessna 1234A from Cessna 1234C from Cessna 1234B while in the patten? Unfortunately there’s a lot of white Cessna’s and I agree it’s hard to identify multiple aircraft in the air. Stating a color at an uncontrolled airport I think would help. I too try to play by the rules, Make, Model, N number, but I personally think color would help at a crowded uncontrolled airport. as you stated earlier, just my own personal opinion.
No, I generally can’t read tail numbers in the air, at least not without either being in formation or already being far closer to them than I probably want to be! For that matter, unless you are flying an airliner, military aircraft, or something with a pretty unique paint job, there is a fair chance I can’t tell (and probably won’t spend much time pondering) what shade of whatever I think your plane is until you are, once again, closer than I probably want you to be without positively communicating with you. But, that brings me to what I can do with that tail number: talk to you on the radio, so that we can work together to spot each other and then communicate and coordinate our actions. In my experience, that makes it easier for each of us to look for *other* folks that one or both of us haven’t seen yet, but that we probably need to see soon, like the guy that is happy to remind us that he isn’t required to have a radio!
Amen CF. Why is this not mentioned as the number one thing to do? If I have a radio, I talk as I’m approaching ia pattern or in a pattern. And I let new aircraft coming into a pattern know where the other aircraft are if I’m certain of everyone’s position, “white Cessna 8 miles to the south of xxx, you’ve got three in the pattern”.
Listening, talking and looking out your window should be primary in building your mental picture of how you will fit in (or modify your current pattern to make room for another aircraft) with the flow of the aircraft in the pattern.
There are so many factors involved with the visual identification and performance characteristics of the hundreds of aircraft models that trying to pick one out as a 152 or 182, Bizhawk or SkyDemon, etc. from a range of several miles means there is no sense in trying to portray most aircraft particulars in a call sign ID. More important would be amplifying info on position relative to a ground feature when operating in the pattern or approaching for a landing. ‘Five miles out’, or ‘over Hwy xx’, east of the water tower, etc. is more determinate than trying to process what am I supposed to be looking for rather than trying to remember what any model looks like.
Finally there are the limitations of visual acuity. Trying to ID as a white anything with red and blue stripes is useless unless you are really close or on the ground nearby.
I got your point, but it is almost impossible to read a tail number from 1,000 feet away so would adding that bit of information really provide any better safety? And unless your shooting touch and goes in a B-52 or SR-71 you should be able to spot others sharing downwind with you (except on SoCal in spring). I’d much rather be looking for a Red Stinson, or Blue Cherokee, or White Cessna in the pattern rather than N-numbers.
The N-number obviously doesn’t have anything to do with visual identification of an airplane in flight. It makes it easy to communicate with a specific pilot if for example another pilot or even a ground station has a question, needs clarification on your intentions/position, or is giving you parking instructions. And also, if some sort of incident occurs at the airport for any reason, it would be the responsible thing to include to make it possible to be contacted.
From http://www.fcc.gov:
Station Operation #4
“Identify transmission with FCC call sign or FAA “N” number”
Take a look on any airport ramp. Count the Cessnas. Now count the white ones. Odds are, you’ll come up with the same number both times. Yeah, some have colored trim stripes, but the overall color? WHITE.
This is why I try to never talk on the radio
Must be a crop duster. 🙂
Ha.