Here is a repeat of the survey with the correct answers highlighted in green. An explanation of why a particular answer is correct follows. If you think the answers are wrong, or you think the question is bogus, go back to the survey page and tell me so in the comments section below the survey.
This Pop Quiz is on Standard Phraseology
Ground says, “Cirrus 842 India Papa, Runway 27, taxi via Bravo. Hold short of Runway 18.” Which of the following is the correct response?
“Cirrus 2 India Papa.”
“Cirrus 2 India Papa, we’ll do all that.”
“Cirrus 2 India Papa, Runway 27 via Bravo. Hold short of Runway 18.”
“Cirrus 2 India Papa, Runway 27. Hold short of Runway 18.”
“Cirrus 2 India Papa, taxiing via Bravo. Holding short of Runway 18.”
The best answer is 3, but answer 4 is also correct. When replying to taxi instructions, you should always repeat the runway you are taxiing to, and any runways requiring a hold short. You are not required to repeat the taxi route. It’s a good idea to repeat the taxi route so Ground can verify you heard correctly.
Oakland Center says “Twin Cessna 34 Mike, climb and maintain one three thousand.” Which of the following is the correct response?
“Twin Cessna 34 Mike, on up to thirteen.”
“34 Mike, climbing to one-three thousand.”
“Twin Cessna 34 Mike, climb and maintain thirteen thousand,.”
“Climb and maintain one-three thousand, Twin Cessna 34 Mike.”
“Twin Cessna 34 Mike, one-three thousand.”
Answer 4 is the best answer. Answer 5 is also acceptable. Answer 1 uses “thirteen,” instead of the pilot/controller glossary standard of saying altitude numerals individually, as in “one three.” Answer 1 is also missing the word “Thousand.” Answer 2 would be correct, except the pilot omitted his aircraft type.
Tower says, Beechjet 4542 Oscar, Miami Tower, Runway 8 Right, line up and wait. You should respond:
“Beechjet 4542 Oscar, line up and wait.”
“Beechjet 4542 Oscar, position and hold.”
“Beechjet 4542 Oscar, on to hold, 8 Right.”
“Beechject 4542 Oscar, Runway 8 Right, line up and wait.”
Answer 4 is the correct answer. You must state the runway identifier when acknowledging line up and wait instructions. Many airports have 2 runways right next to each other. At Miami International (MIA) for example, Runways 8R and 12 have thresholds that meet at the end of Taxiway N. It is absolutely critical that you read back the runway identifier to verify with tower that you are about to enter the correct runway. That makes Answer 1 dead wrong. Answers 2 and 3 use obsolete phraseology.
Tower says, “Mustang 712 Charlie Romeo, Town and Country Tower, on departure fly heading one nine zero, cleared for takeoff, Runway Two Two Right.” Your correct response would be:
“Heading one nine zero, cleared for takeoff, Mustang 2 Charlie Romeo.”
“Mustang Charlie Romeo, cleared to go, and heading one nine zero on departure.”
“One ninety on departure, and cleared for takeoff 22 Right, Mustang 2 Charlie Romeo.”
“Mustang Charlie Romeo, one nine zero heading.”
Answer 1 is the best answer. Answer 2 uses a non-standard “cleared to go.” Answer 3 does not use the correct single-digit format, “one nine zero,” for the heading and does not include the word “Heading.” Answer 4 omits “cleared for takeoff.” Note: You are not required to repeat the runway identifier when cleared for takeoff, though it’s a good idea.
Approach control says, “Learjet 9 Hotel Whiskey, turn right heading one eight zero, base turn. Reduce airspeed to one eight zero.” The best answer would be:
“One eighty, one eighty, Learjet 9 Hotel Whiskey.”
“Right one eight zero, and slowing, Learjet 9 Hotel Whiskey.”
“Learjet 9 Hotel Whiskey, right heading one eight zero, and reducing speed to one eight zero.”
“Learjet 9 Hotel Whiskey, heading one eight zero, and one eighty on the speed.”
Answer 3 is the best answer. Listen to the radios and you will hear every possible mutilation of this call from high-time pilots. The most common, and incorrect response you’ll hear is Answer 1. Answer 2 is not a complete readback. Answer 4 violates the single-digit readback rule for airspeed.
Approach Control says, “Cessna 56 November, maintain your best forward speed to the outer marker.” Your correct readback would be:
“Go fast, Cessna 56 November.”
“We’ll keep one hundred thirty knots to the marker, Cessna 56 November.”
“Cessna 56 November, best forward.”
“Best forward speed to the outer marker, Cessna 56 November.”
Answer 4 is your best answer. Answer 1 is non-standard. Answer 2 gives more information than the controller needs. You might say, “So what?” Stick to standard phraseology because approach controllers are busy and can’t afford the added distraction. Answer 3 is not enough information.
Boston Center says, “Citation 21 Kilo, descend and maintain one four thousand. Expect to cross the Providence VOR at one one thousand.” Your reply should be:
“Citation 21 Kilo, descending to one four thousand, and Providence at one one thousand.”
“Citation 21 Kilo, descend and maintain one four thousand, and expect Providence at one one thousand.”
“Citation 21 Kilo, one four thousand and one one thousand.”
“Citation 21 Kilo, descending to one four thousand.”
Answer 2 is the best answer. Answer 4 is acceptable because the announcement to expect one one thousand at Providence VOR is an advisory call. You are not required to read back advisories. Answers 1 and 3 are not only wrong, they are a setup for confusion at the least, and disaster at the worst. NASA’s Aviation Safety Reporting System is filled with reports of pilots that made unauthorized altitude changes because they interpreted “expect” clearances as actual directives to climb or descend. Don’t do it!
Albuquerque Center says, “Falcon 38 X-Ray, maintain at least one thousand five hundred feet per minute in your rate of descent.” Your readback should be:
“Falcon 38 X-ray, one thousand five hundred.”
“At least one thousand five hundred feet per minute in the descent, Falcon 38 X-ray.”
“At least fifteen hundred vertical speed, Falcon 38 X-ray.”
“A rate of one thousand five hundred in the descent minimum, Falcon 38 X-ray.”
Answer 2 is standard phraseology and the best answer. Answer 4 is also okay, but the non-standard phrasing is odd enough that the controller will probably have to break his concentration to make sure he heard the readback correctly. Answer 1 omits the word “rate,” and could be mistaken for an altitude readback. Answer 3 is understandable, but non-standard on the digit readback.
You have been told to switch frequencies from one center sector to another. You are currently climbing through three thousand feet to your assigned altitude of four thousand feet. Which of the following is the correct way to check in on the new center frequency?
“Jax Center, Mooney 7278 Sierra, with you climbing to four thousand.”
“Jax Center, Mooney 78 Sierra, out of three thousand for four thousand.”
“Jax Center, Mooney 7278 Sierra, passing three for four.”
“Jax Center, Mooney 7278 Sierra, leaving three thousand, climbing to four thousand.”
Answer 4 is correct. Answer 1 omits the altitude you are passing. When checking in with a new controller, you should include your current altitude so the controller can match what he sees on his radar screen with what you are seeing on your instrument panel. (Granted ARTCC radar sweeps your aircraft about every 12 seconds, so the altitude the controller sees on his screen may be different from the altitude you check in with.) Answer 2 is incorrect because you should state your full callsign on initial contact with a new controller. Answer 3 is incorrect because it omits the word “thousand” twice.
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