Confidential Human Factors
Incident Reporting Programme
The Charity
Aviation
Maritime
GA1376
Initial Report
Routing between Luton and Stansted CTRs at 1500ft. Weather conditions not great, RADZ with broken cloud 1500-2000ft, poor viz in showers and deteriorating as I flew south to IMC. For added traffic awareness in this busy airspace choke point, I requested a Traffic Service (TS) from Farnborough LARS North on 132.800. Passing North Weald outside of Stansted TMZ, I requested a temporary frequency change to Stapleford A/G to get permission to route through their ATZ. The LARS controller agreed, told me to retain their squawk and to re-contact him once I had passed through the ATZ. Passed through Stapleford ATZ, signed off with them and retuned 132.800.
I then heard a clearly different LARS controller frantically trying to call me. I answered and after he had given me traffic details of aircraft in the Stapleford circuit, which I could see, he then started to berate me for not maintaining a listening watch under a traffic service and added that I had just infringed the Stapleford ATZ! I explained that the previous controller had given me permission to leave their frequency and had downgraded me to a basic service. He then realised he hadn’t been handed this over on the controller change. He then asked me to contact them on 132.225 and change squawk.
I rarely ask for any radar service from Farnborough, but felt that, if I had been a low hour pilot who was flying in marginal weather conditions, instead of a 6,000hr CPL, this would have been added stress to what could have been an already stressful situation. I am taking the time to write this because I suspect this kind of thing happens a lot and never gets investigated through any official channels.
CHIRP Comment
This report highlights how easy it is for confusion to lead to misunderstanding and then interfere with what should otherwise be routine communication between an aircraft receiving an air traffic service and the controller – in this case initially a Traffic Service downgraded to a Basic Service just before a frequency change. On this occasion, it appears to have been a mistake during the controller handover that led to the confusion. The new controller was probably quite understandably frustrated by the apparent situation and keen to quickly resolve a problem in a busy piece of airspace. However, the use of accusatory or other language with similar connotations will likely only ever exacerbate problems, especially if a low airtime or less confident pilot is involved. Remaining calm, addressing the most immediate problem, ensuring everyone is safe and then trying to understand the causes in slower time (possibly even on the ground afterwards) is a good approach. It never costs anything to be polite. We can all safely assume that no one in aviation ever sets out to deliberately do something wrong, and indeed may not have even done anything wrong, so giving the benefit of the doubt and resolving immediate issues with a helpful open mind can make a big difference. Moreover, a positive, supportive attitude by all parties will not only benefit the current situation, but will also affect people’s subsequent actions, for example in this case, a willingness to request a TS in future when weather deteriorates and safety margins are eroded. The pilot who submitted this report is very experienced (6,000hr CPL), made some really sensible airborne decisions and coped well with some difficult radio calls, maintaining the situational awareness (SA) to understand and explain the issue whilst continuing to aviate. This is a great share and a salutary reminder to all of us not to be the weak link in the safety chain and to reflect if our R/T is always professional and constructive, no matter who we are and how frustrated we feel.
Key Issues relating to this report
Dirty Dozen Human Factors
The following ‘Dirty Dozen’ Human Factors elements were a key part of the CHIRP discussions about this report and are intended to provide food for thought when considering aspects that might be pertinent in similar circumstances.
Awareness – Importance of reliable and timely ATC shift handovers.
Communication – Professional use of standard R/T at all times.
Assertiveness – Willingness to ask for change of frequency to improve SA of nearby airfield circuit traffic.