|What Does Roger Really Mean?
For most of us, we learned to use the word "Roger" early in our
aviation career. We learned that it simply means that we heard
and understand what the other person said. We were clearly
taught that it connotes no permission or authorizations. For
whatever reason, we then go through our career or hobby of
flying and hardly ever use that word. And we seldom hear it
spoken by ATC!
So what happens when we have a problem on the airfield and we
tell ATC that we need to do something and they say "Roger?" What
does that mean? Let me give you a recent example.
A C-210 received ATC clearance to taxi via Taxiway Juliet and to
cross Runway 1/19. En-route, the C-210 pilot advised ATC that
the aircraft just blew a tire. The pilot requested to exit the
aircraft to inspect the wheel. The Tower authorized the pilot's
request and asked the pilot to advise if he needed help.
At this time, a C-172 reported inbound with a request for full
stop landings or touch and go's on Runway 1. The tower cleared
the C172 as requested. (Can you see the Runway Incursion
The C-210 pilot came back on the frequency stating he had a
wheel come apart. The Tower asked his intentions, and the C210
pilot said if he moved the aircraft it would do damage and
requested to go to an FBO. (Getting to the FBO from the damaged
C-210 would require a runway crossing.) The Tower responded
"roger." The pilot responded, Thank you very much.
The Tower then observed two men on foot walking towards the
runway. The tower called the C-210 several times with no
response. The Tower, after observing the men crossing the actual
runway told the inbound C-172 to go around and enter right
traffic for Runway 1, later changing clearance to land on Runway
It appears to me that with the additional stress caused by the
blown tire, when the pilot made his request to go to the FBO, he
expected the Tower to give him a "Yes" or a "No", and when the
Tower replied with a simple, "Roger," he forgot his early
training that "Roger" is not an authorization -- and started
Fortunately, the pilot of the C-172 executed a proper go-around
and landed safely on another runway.
The Aeronautical Information Manual is the authoritative source
for proper aviation communications. You might want to take an
opportunity to review communication procedures in the AIM. But
most of all, remember your early training - "Roger" only means
that someone heard what was said; it does not give authority to
Remember that crossing any runway, whether in an airplane, a
vehicle, or on foot, always requires a specific authorization
FAA Known Icing
Become a CAP Pilot
ALCON - ILWG CAP
Please use the following as a guideline in making flight
plans under the Temporary Flight Restrictions (TFR) that we
will be experiencing with the Presidential visits.
The TFR is a two ring design.
INNER RING (normally 10nm)
- The inner ring is basically a no fly zone for General
Aviation (GA) aircraft.
- If you read the fine print of the TFR, you will see a
procedure to follow if you plan to fly into the inner ring.
This procedure requires advance notice (min 48 hours) and
TSA screening at a remote airport prior to departure.
OUTER RING (normally 30nm)
- Requirements for flight in the OUTER Ring area:
- - Limited to arriving or departing local airfields
- - *Transit operations may be authorized
- - Must be on active VFR or IFR flight plan
- - Squawk discrete code obtained from ATC
- - Two-way communication with ATC
- - No loitering
- Operations not authorized in the OUTER Ring:
- - Flight training
- - Practice instrument approaches
- - Aerobatic flight
- - Glider
- - Parachute
- - Ultralight
- - Hang gliding
- - Balloon
- - Agriculture/crop dusting
- - Animal population control
- - Banner towing
- - Model aircraft
- - Model rocketry
- - Unmanned aerial systems
ILWG Procedures to be followed in the INNER ring:
- If you aircraft will be positioned at an airport that will
have a TFR INNER Ring over the airport, contact the ILWG/DO
for permission to move the aircraft to a field not in the
Inner Ring prior to the start time of the TFR.
ILWG Procedures to be followed in the OUTER ring:
If you are at a tower controlled airport, the tower will
assist you as much as they can to make sure you are
complaint with the TFR procedures, if you are flying out of
an Uncontrolled airport, be very careful to pay attention to
the instructions below and any additional information you
have been given by Flight Service or the ATC radio contact.
1) If you are a current IFR pilot, file and open your flight
plan prior to takeoff.
2) If you are a VFR pilot:
2.1) File a flight plan with flight service.
2.2) Just prior to starting your engine, re-contact flight
service and get them to contact ATC for your BEACON CODE and
to OPEN your flight plan.
2.3) Enter your beacon code into your transponder.
2.4) Follow your normal checklists for startup, taxi, runup
2.5) Prior to takeoff, re-check to make sure your
transponder is on "ALT"
2.6) Contact ATC after takeoff identifying your aircraft,
altitude and direction of flight.
2.7) Follow ATC instructions as long as they do not cause a
danger to the flight.
2.8) Follow any additional instructions as they were given
to you from Flight Service.
3) In all cases, do not conduct flight training, Orientation
rides or Pilot Profiency flights inside the TFR.
4) If you are planning on Orientation rides, plan to ferry
the aircraft to an airport outside the TFR, have ALL the
cadets meet at the remote airport and conduct all your
flight operations for the activity at the remote airport.
(Do not carry cadets with you on the ferry flights.)
ILWG Procedures to be followed in the event we need to do
SEARCH and RESCUE inside the TFR:
- The ILWG ICs that are rated as a level 2 IC will run any
missions requiring activity inside the TFR.
- Your IC will provide you with detailed instructions on
what to do, and who to contact for this special flight
- The NOC and AFRCC have coordinated with the 1st AF (1AF)
and they are in turn coordinated with Secret Service (SS) to
provide the approval chain in the event that we need to fly
inside the TFR for search and rescue.
If you have any additional question, please email me at
email@example.com and I will get you the
information you need.
Maj Eric Templeton
CAP joined the "war on drugs" in 1986 when CAP signed an
agreement with the U.S. Air Force and U.S. Customs Service offering CAP
resources to be used to stem the flow of drugs into and within the
United States. Today, CAP has similar agreements with the Drug
Enforcement Administration and the U.S. Forest Service. CAP has made
major contributions to the Counterdrug fight by providing aerial
reconnaissance, airborne communication support, and airlift of law
enforcement personnel. In 1997 alone, CAP units flew nearly 40,000 hours
in support of Counterdrug efforts.
ONLY YOU CAN SAVE A
In 1944, the U.S. Forest service
introduced their new mascot, and one of the most well known
mascots ever, Smokey Bear. The well known catch phrase of
that bear is one we must now modify and use for aviation
On February 1, 2009, the International
Compas-Sarsat Organization ceased satellite monitoring of
121.5MHz. This move was made because of the number of
false ELT signals, and the availability of new 406MHz ELT's
which are more accurate than the 121.5 models. The problem
is that only about 15 percent of the U.S. general aviation
fleet is equipped with the new 406MHz ELT's. This means
that 85 percent of the general aviation aircraft, including
those used by SIU-C are still equipped with the older
technology which is no longer monitored by satellite.
The Search and Rescue community can no
longer rely on satellite coordinates to give an initial fix
of where to begin a search. They now have to rely on pilot
reports of ELT signals. To this end, when you are flying,
please monitor 121.5, especially if you will be at a higher
altitude in the practice fields, or on a cross country. If
you hear an ELT sweep on 121.5, note the time and your
location and altitude, and tell ATC. They can get in touch
with the search and rescue community and begin to locate the
When you report an ELT signal to ATC,
please include all of the following information: The time
the signal was first heard, the location where the signal
was first heard, and altitude signal was received at. The
time the signal was received is important because it gives
the search and rescue community an idea of how long the ELT
may have been going off, which will give an idea of the
survival possibilities for a downed aircrew. The location
where the signal was received is important for obvious
reasons. The location can be in terms of nearest navaid
bearing and distance, navaid cross radials, or latitude and
longitude coordinates. Approximate bearing and range from
an airport or landmark will also work, but the more precise
the location data you can provide, the more likely a search
and rescue effort will be fruitful.
Altitude of detection is an overlooked
component, but extremely important. The altitude of
detection of the signal, more than anything, will limit the
search area for a downed aircraft. An ELT is a VHF
transmitter, meaning it only works on line of sight. This
means the higher the altitude of detection, the greater the
potential search area. If an aircraft detects an ELT
signal at 10,000 AGL, the potential search area is 15,000
square nautical miles. If the signal is detected at 5,000
AGL, the search area drops to less than 3,500 square
nautical miles. The lower the altitude that an ELT is
detected, the smaller the search area is, and so the greater
the probability of a happy ending at the end of the day.
One more report is important. If you
hear an ELT, please report it to ATC. Include the time,
location, and altitude of detection. As you fly along,
please continue to listen to the ELT signal. When flying,
you may reach a point where the ELT signal is no longer
audible. This point is just as important to search and
rescue operations as the initial detection, because it
further limits the search area and increases the probability
of finding a downed aircrew. If you descend in your flight
and hear a change in the ELT, or can still hear the ELT at
the lower altitude, please also report that. If you
descent and lose the signal, that tells searchers the range
at which the ELT is from your position. If you can still
hear the signal at a lower altitude, you decrease the search
area when you report an audible signal at a lower altitude.
There will still be false alarms with
any ELT. 406 MHz ELT's will reduce the problem, but not
eliminate it. Those who are able to may want to consider
upgrading their ELT to a 406 MHz model with GPS encoding.
This will send GPS coordinates and make searches much more
For our safety as a flying community,
we need to begin to monitor 121.5 on all flights.
Monitoring 121.5 is a simple step that we can all do to
improve safety in aviation for everyone.
We must now rely on one another more
than before. We must watch out for each other. If you
detect an ELT signal, please report it. Every little piece
of information provided increases the likely hood of finding
a downed aircraft. Remember that if an aircraft is down,
and you hear the ELT sweep, the life you save may be your
friend or family.
2d Lt, CAP
Commander, Williamson County Composite Squadron
To request CAP
emergency support, Please call
CAP National Operations Center
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20 August 2013.