"Altimeter 29.97"

F

FlyingOfficer

New Member
I've got a quick question. When I establish radar contact with an ATC facility, they'll give me an altimeter setting. Am I wrong in saying that all I need to do is readback the altimeter setting or state my callsign?

I have been told that the correct procedure is to read back my indicated altitude with the given altimeter setting.

Which is correct?
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FlyingOfficer said:
I've got a quick question. When I establish radar contact with an ATC facility, they'll give me an altimeter setting. Am I wrong in saying that all I need to do is readback the altimeter setting or state my callsign?

I have been told that the correct procedure is to read back my indicated altitude with the given altimeter setting.

Which is correct?
​
Click to expand...

I read back the alt setting and callsign, unless the altitude he showed me at (if he mentioned it) isn't what I'm showing.
 
FlyingOfficer said:
I've got a quick question. When I establish radar contact with an ATC facility, they'll give me an altimeter setting. Am I wrong in saying that all I need to do is readback the altimeter setting or state my callsign?

I have been told that the correct procedure is to read back my indicated altitude with the given altimeter setting.

Which is correct?
​
Click to expand...


I give indicated altitude (and assigned altitude if appropriate) on the initial call, then read back the altimeter setting after receipt.

"Zanzabar approach, Lear One Two Three Alpha Bravo, five thousand five hundred climbing one zero, ten thousand."

"Lear One Two Three Alpha Bravo, Zanzabar approach, roger. Zanzabar altimeter two niner niner seven."

"Two niner niner seven, alpha bravo."
 
SteveC said:
I give indicated altitude (and assigned altitude if appropriate) on the initial call, then read back the altimeter setting after receipt.

"Zanzabar approach, Lear One Two Three Alpha Bravo, five thousand five hundred climbing one zero, ten thousand."

"Lear One Two Three Alpha Bravo, Zanzabar approach, roger. Zanzabar altimeter two niner niner seven."

"Two niner niner seven, alpha bravo."
Click to expand...

:yeahthat:
 
SteveC said:
I give indicated altitude (and assigned altitude if appropriate) on the initial call, then read back the altimeter setting after receipt.

"Zanzabar approach, Lear One Two Three Alpha Bravo, five thousand five hundred climbing one zero, ten thousand."

"Lear One Two Three Alpha Bravo, Zanzabar approach, roger. Zanzabar altimeter two niner niner seven."

"Two niner niner seven, alpha bravo."
Click to expand...
:yeahthat:

By the way, how is Zanzabar?:buck:
 
In my experience, it depends on which ATC is handling you. SoCal APP has gotten uppity if I didn't read back the altimeter. SB TRACON treated me like a student if I didn't. ZOAK sometimes did. ZABQ on several occassions expressed their displeasure that I read back the altimeter. ZDEN didn't mind one way or the other. SLC APP screamed at me that they didn't want me to. Seattle seemed confused.
 
I just say "97" if it's "29.97". If I am feeling ambitious and uppity I will say "29.97, thanks." They know that it's my voice after I've checked in 2 seconds prior to them saying "Good morning [Airline Callsign] 1234 Allentown altimeter three double-oh seven."
 
Since an updated altimeter setting does not constitute a clearance, a full read back is not required. A brief friendly acknowledgment of the update is appropriate.
 
SteveC said:
I give indicated altitude (and assigned altitude if appropriate) on the initial call, then read back the altimeter setting after receipt.

"Zanzabar approach, Lear One Two Three Alpha Bravo, five thousand five hundred climbing one zero, ten thousand."

"Lear One Two Three Alpha Bravo, Zanzabar approach, roger. Zanzabar altimeter two niner niner seven."

"Two niner niner seven, alpha bravo."
Click to expand...

I hate to be a stickler, but please ensure you properly shorten your callsign with the AIM recommended last THREE alphanumerics.

4-2-4. Aircraft Call Signs ​
a. Precautions in the Use of Call Signs.
1. Improper use of call signs can result in pilots executing a clearance intended for another aircraft. Call signs should never be abbreviated on an initial contact or at any time when other aircraft call signs have similar numbers/sounds or identical letters/number; e.g., Cessna 6132F, Cessna 1622F, Baron 123F, Cherokee 7732F, etc.
EXAMPLE-
Assume that a controller issues an approach clearance to an aircraft at the bottom of a holding stack and an aircraft with a similar call sign (at the top of the stack) acknowledges the clearance with the last two or three numbers of the aircraft's call sign. If the aircraft at the bottom of the stack did not hear the clearance and intervene, flight safety would be affected, and there would be no reason for either the controller or pilot to suspect that anything is wrong. This kind of "human factors" error can strike swiftly and is extremely difficult to rectify.
2. Pilots, therefore, must be certain that aircraft identification is complete and clearly identified before taking action on an ATC clearance. ATC specialists will not abbreviate call signs of air carrier or other civil aircraft having authorized call signs. ATC specialists may initiate abbreviated call signs of other aircraft by using the prefix and the last three digits/letters of the aircraft identification after communications are established. The pilot may use the abbreviated call sign in subsequent contacts with the ATC specialist. When aware of similar/identical call signs, ATC specialists will take action to minimize errors by emphasizing certain numbers/letters, by repeating the entire call sign, by repeating the prefix, or by asking pilots to use a different call sign temporarily. Pilots should use the phrase "VERIFY CLEARANCE FOR (your complete call sign)" if doubt exists concerning proper identity.
Click to expand...
 
bLizZuE said:
I hate to be a stickler, but please ensure you properly shorten your callsign with the AIM recommended last THREE alphanumerics.
Click to expand...

Yep. The other mistake in my example was using a shortened call sign prior to ATC doing so.
 
I work approach and not center, so it may be different. If an arrival is calling inbound and gives their altitude and states the appropriate ATIS, I don't give an altimeter. If it's an overflight I give the altimiter but don't really expect anything but "roger".
 
bLizZuE said:
I hate to be a stickler, but please ensure you properly shorten your callsign with the AIM recommended last THREE alphanumerics.
Click to expand...

Where I work, frequency congestion is a problem due to the high volume of traffic we work. In my opinion the less a pilot says on the frequency, the better. I'd prefer a readback as "alpha bravo," rather than the by the book abbreviated call sign - especially then the readback is for a non-control instruction. A simple "roger" would also be fine with me.

I think you got the right idea SteveC.
 
Regulation wise a pilot does not have to read the altimeter back, I'd think if your landing at an airport doing an IAP confirming the altimeter is more important just because of operations closer to the ground. At the center it seems that we could care less, if you have the wrong altimeter in, you will show up consistently 100 feet high or low and we will say something.

Phraseology... take notes from Steve O.
No need for "out of" or "leaving" unless your on a pilot discretion climb or descent.
 
rherrick said:
Hey now, watch you language...if you were talking to student pilots all the time in that sector I'd be out of it too...
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Haha yeah, PWT, TIW, and OLM pretty much are saturated with IFR training--it takes forever for me to get a word in edgewise on the RCO to copy my clearance!
 
Correct way: "29.97, [callsign]"

Relaxed way: "97, thanks"

Professional way: "Ah rogaaaaaaah!"


:D
 
It was all good with me as long as the pilot said "niner" rather than nine. For example:

ATC: Good morning, Transplanetary ten oh five, altimeter three zero zero two.

TPY1005: Niner.
 
SteveC said:
I give indicated altitude (and assigned altitude if appropriate) on the initial call, then read back the altimeter setting after receipt.

"Zanzabar approach, Lear One Two Three Alpha Bravo, five thousand five hundred climbing one zero, ten thousand."

"Lear One Two Three Alpha Bravo, Zanzabar approach, roger. Zanzabar altimeter two niner niner seven."

"Two niner niner seven, alpha bravo."
Click to expand...

I know this is slightly off topic and no disrespect, I have heard this a lot and just wanted a controllers/ other pilots opinion on this.
On the altitude statement "climbing one zero, ten thousand," isn't that saying the same thing twice.

What is correct / preferred ( if there is a preference?):

...climbing one zero thousand, or
...climbing one zero, ten thousand?

I personally do the first and dislike the second.
 
I work at a center, and I prefer the first one. The second one is....well let's put it this way, "hello department of redundancy department."

The only time you'll hear me saying "one zero, ten thousand" is for clarification or emphasis - like when someone keeps screwing up a readback. It really bugs me when I'm sitting next to someone and they keep saying, "...contact Houston center on one three two point seven, thirty-two seven."
 
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