Proper Response to ATC

Zero1Niner

Well-Known Member
Just got back from a flight tonight where I was flying as safety pilot for a buddy, and I was handling the radios.

We were handed off from one sector to another, and my initial call up was
'Socal approach, N1234Y level 5,000'. Controller responded with 'N1234Y roger, altimeter 2994'. I didnt respond back to that call (which I usually dont to avoid freq congestion), but my buddy got uptight about my non-response and made a call back to the controller himself acknowledging the altimeter with 'roger 2994, N1234Y'.

Is it required or necessary to respond back to the controller with an altimeter setting??
 
I guess one question would have is if you were the safety pilot why would you be handling the radios? The main purpose is for 'sight' purposes when the flying pilot is under the hood. The flying pilot should still behandling the radios.

As for responding to the altimeter call, if you did not respond, how would the controller know that you could hear him and any possible further instructions? By responding, the controller now knows that you could hear him.
 
Personally I would not have responded. If I did it would have only been my call sign, or maybe just a quick roger.

It isn't like you are reading back a hold short assignment. If the controller had any questions about you receiving an important message you would have been queried.
 
I guess one question would have is if you were the safety pilot why would you be handling the radios? The main purpose is for 'sight' purposes when the flying pilot is under the hood. The flying pilot should still behandling the radios.

Wasn't asking about this, but thanks for your $.02:D

As for responding to the altimeter call, if you did not respond, how would the controller know that you could hear him and any possible further instructions? By responding, the controller now knows that you could hear him.

Good point. So I should be responding to that call and repeating the altimeter back to the controller? Can anyone tell me if that is the 'official' answer, or just what you like to do. I was hoping a controller would tell me what they are expecting in this case.
 
Personally I would not have responded. If I did it would have only been my call sign, or maybe just a quick roger.

It isn't like you are reading back a hold short assignment. If the controller had any questions about you receiving an important message you would have been queried.

That was my logic as well.

My reason for asking the question at all was just to make sure I am doing what the controller expects, while minimizing freq congestion.
 
I'll put money on the #1 reason he/she gave you the altimeter was so that when your wings fall off the investigator people don't tear him a new one because he didn't give you the altimeter setting. Seriously. I know it's sounds bad but it's sadly the truth these days.

Anyways, as a controller...I could care less if you respond. Let's be honest, if you were in the same general area for most of the flight, 2994 versus 2995 isn't going to do much. I just need it on the tapes.
 
I'll put money on the #1 reason he/she gave you the altimeter was so that when your wings fall off the investigator people don't tear him a new one because he didn't give you the altimeter setting. Seriously. I know it's sounds bad but it's sadly the truth these days.

Anyways, as a controller...I could care less if you respond. Let's be honest, if you were in the same general area for most of the flight, 2994 versus 2995 isn't going to do much. I just need it on the tapes.

Thanks. Actually, I kinda like having the controller give me altimeter. Just another reminder to verify.
 
No response is required.

I tend to say "Roger, insert callsign."

Then, I tell the other crew member what the current altimeter setting is if different from what we already have in the box.
 
I've never heard anyone responding to that, it's the information that pilot can obtain from atis anyway. I'm not sure if controllers are even required to say that or they are just being nice and helpful :)
 
I've never heard anyone responding to that, it's the information that pilot can obtain from atis anyway. I'm not sure if controllers are even required to say that or they are just being nice and helpful :)

I'm studying for my IR now and I believe I read somewhere that they must give it to you at least once.

From my instrument test prep
"When an aircraft is enroute on an instrument flight plan, ATC will furnish this information [current altimeter setting] to the pilot at least once while the aircraft is in each controller's airspace"
 
I usually make some sort of guttural sound as I key the mic just so I can give some acknowledgment. I hate people that never shorten their callsigns and always start out with NOVEMBER...
 
JIs it required or necessary to respond back to the controller with an altimeter setting??

AIM 4-2-1(b):
The single, most important thought in pilot/controller communications is understanding. It is essential, therefore, that pilots acknowledge each radio communication with ATC by using the appropriate aircraft call sign.

I see that one controller here said he doesn't care, but other controllers have stated that they like to know if the pilot heard the transmission.

Still, the most important aspect of a readback is to ensure the accuracy of the information you received. This is important not only for your safety, but also to make sure you can adhere to ATC altitude assignments. You're giving up one level of safety by failing to readback the number.

Here's what Don Brown, formerly of Atlanta Center, says about it :

http://www.avweb.com/news/sayagain/183139-1.html


Comm Check

While we are here, have you ever stopped to analyze the structure of a check in? Obviously there is some information being passed, but have you ever thought about it being a "communications check"? Let me show you an example to explain what I mean.
I had a King Air check in yesterday like this:
"Atlanta Center, King Air one one Alpha Alpha with you at ten."
Ignoring the sloppy phraseology I replied:
"King Air one one Alpha Alpha, Atlanta Center roger, Hickory altimeter 3012."
There was no reply. I thought that was kind of curious. I also had the sneaking suspicion that he heard me. So I called him back:
"King Air 11AA, Atlanta Center, how do you read? "Loud and clear Atlanta, 11AA."
After browsing through the AIM I can't swear to you that he's required to answer me when I give him an altimeter. I know that I'm required to give him one. From the Controller's Manual:
FAA 7110.65 2-7-2. ALTIMETER SETTING ISSUANCE BELOW LOWEST USABLE FL c. Issue the altimeter setting:
1. To en route aircraft at least one time while operating in your area of jurisdiction. Issue the setting for the nearest reporting station along the aircraft's route of flight:
And I could stretch it with a quote from the AIM:
4-2-3. Contact Procedures c. Subsequent Contacts and Responses to Callup from a Ground Facility.
You should acknowledge all callups or clearances unless the controller or FSS specialist advises otherwise.
Of course the AIM isn't regulatory anyway. But if he reads back the altimeter correctly, I know that we have established good communications. I also know that he has his altimeter set correctly.

Altimeter Antics

I've seen a controller charged with an operational error because he didn't catch that a pilot read back an incorrect altimeter. When that aircraft passed another aircraft with only 600 feet of altitude separation, instead of the required 1,000 feet, the "snitch machine" (Operational Error Detection Program) went off. I've seen TCAS RAs (Resolution Advisories) caused by incorrect altimeter settings. I've also been chewed out by a pilot (rightly so) for issuing him an old altimeter. The altimeter was six hours old and I didn't notice. Fortunately the pilot did. The altimeter I gave him would have put him 300 feet low on an approach to an airport where the weather was 200 overcast.



Have I ever mentioned that everything in this business is important?
My how time flies when you're having fun. Where were we? Oh yeah, following I-40. You ought to be approaching Hickory (HKY) by now. Your VFR cruising altitude of 4,500 puts you well above HKY's traffic pattern and Class D airspace, so you don't have to worry about that.

Right Height for Flight

I hope you've noticed that 4,500 is a correct altitude for your direction of flight (westbound). I can't overemphasize how important it is to fly at the correct altitude for direction of flight. "East odd, west even" is almost second-nature for controllers. That simple principle has separated more airplanes than air traffic controllers ever thought about separating. There are a lot of people (including controllers) who don't believe that. Trust me on this one. It's one of the best habits you can have as a pilot.
Something else I hope you've noticed. The interstate tends to go by a lot of airports. You've already passed SVH and HKY. The next one you'll be approaching is Morganton (MRN). While 4,500 has put you well above the traffic operating around HKY and SVH, the approach into MRN starts at 5,000. The NDB at MRN (FIQ) is right next to I-40. So if you hear the controller working someone shooting approaches into MRN you can expect to have some traffic.
 
Daum Taylor! You are quite the encyclopedia of aviation info. Really glad you are on this forum. Im always hopeful that you will chime in on questions I post.

Seems in this case, my buddy was 'more right' than I was.
 
You didn't have to say anything , just key the mic once ..............:D

Most controllers would understand that meant roger , I haven't heard any one say roger in 20 years accept for in the movies.
 
AIM 4-2-1(b):
The single, most important thought in pilot/controller communications is understanding. It is essential, therefore, that pilots acknowledge each radio communication with ATC by using the appropriate aircraft call sign.
I see that one controller here said he doesn't care, but other controllers have stated that they like to know if the pilot heard the transmission.

You are quoting pilots responsibilities here. That's fine and dandy but I'm not going to waste 3 more transmissions or add additional workload to myself to get a pilot to acknowledge every little thing I say if it's not a required item. I said it, if they don't acknowledge...that's their deal.

That being said. There are certain things we are required to get a read back of...when pilots fail to read back those certain things...it's like pulling teeth to get an answer. Have you ever spent 2 minutes trying to get a pilot to read back his assigned runway or a hold short instruction? There comes a time when you just have to cut your losses and give up.
 
You are quoting pilots responsibilities here.

Absolutely. That's the context of the discussion. Many pilots take the lack of complaint from ATC as a tacit sign of approval, when it often means it isn't worth your time to deal with it on the frequency.
 
You didn't have to say anything , just key the mic once ..............

That's not an acceptable substitute for "Roger" or anything else in pilot communications. No one should use it. Everyone uses "Roger", some far too much.

Another more appropriate word is "Wilco', which you don't hear nearly as often as "Roger", but it's often what people mean when they say "Roger."
 
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