Dealing with backround COM noise

[Pearo]

I am interested in how people deal with backround COM chatter. When I fly into CTA, I will have Brisbane Centre on one COM, and usually the CTAF or area frequency on the the other COM. Initial contact with BNE Center to get a transponder code is fine, but I always seem to miss them when they call me back to identify me., mainly because I am paranoid about the traffic in class G before I get into CTA. Anyone who flies into Gold Coast from the north will know, listening to 126.7 is pretty busy,

 

When in CTA, I a, starting to develop a habit of turning off the BNE Centre COM and only listening to the tower.

 

Just after a few tips on the best way to deal with your COM's as you head into CTA. I am one nav excercise of being sent into class charlie airspace on my own, and I would really like to have this sorted before then!

 

 

[Happyflyer]

When I am in CTA I mostly listen only to the assigned CTA frequency. If I do need to listen to another I make sure the primary frequency is louder. You will develop the ability to pick out your own call sign amongst the babble.

 

 

[Pearo]

When I am in CTA I mostly listen only to the assigned CTA frequency. If I do need to listen to another I make sure the primary frequency is louder. You will develop the ability to pick out your own call sign amongst the babble.

So prior to entering CTA, whats your normal routine?

 

Not sure where you are, but when I am heading into Gold Coast from the north, I get hung up on the coastal VFR traffic ( Jacobs well, Heckfield, Southport etc...) and I often miss the call from BNE Centre identifying me. Its busy down there, and I still find it quite overwhelming at this point!!!

 

I know experience will help overcome the problems, I will never forget how terrified I was flying into Sunny Coast for the first time. Now its like meh, Class Delta so easy!!

 

 

[Happyflyer]

Once I've finished making any necessary CTAF calls and then call for a clearance on centre, that channel takes priority and is a bit louder. I don't worry too much about the CTAF babble, I keep my eyes outside and moving and do the old aviate, navigate, communicate thing. The more you can relax (easier said than done) the more your brain (and ears) can take in. Don't worry, it'll come. Just like your class D. Every time you do it, it becomes easier but it sure doesn't feel like it at first! Once you've mastered your area, you'll be able to cope anywhere. Enjoy the journey.

 

 

[pmccarthy]

A good noise cancelling headset makes a big difference.

 

 

[kaz3g]

I never have that problem...I only have one radio for everything!

 

kaz

 

 

[Birdseye]

Too much waffle on these CTAF and similar frequencies, you'd think that some are trying to get their money back for the investment in the radio. Look out of the window with a sound scan technique and only talk to the people that you have to talk to.

 

 

[frank marriott]

It would be much easier if you could get the "chatter box" brigade to read and understand CAR 166 C.

 

Silly statements like "that was what I was taught" and "I do it for safety" just don't cut it. On going irrelevant calls makes necessary calls difficult at times.

 

166C

 

(2) The pilot must make a broadcast that includes the following information whenever it is reasonably necessary to do so to avoid a collision, or the risk of a collision, with another aircraft:

 

 

[ben87r]

There are a few guys that fly for the other mob around here that still (they are twin drivers) make minimum of 3 calls per circuit, even at night! Irritating as buggery

 

 

[Pearo]

It would be much easier if you could get the "chatter box" brigade to read and understand CAR 166 C.Silly statements like "that was what I was taught" and "I do it for safety" just don't cut it. On going irrelevant calls makes necessary calls difficult at times.

 

166C

 

(2) The pilot must make a broadcast that includes the following information whenever it is reasonably necessary to do so to avoid a collision, or the risk of a collision, with another aircraft:

When you are tracking south into the Gold Coast charlie airspace, and even tracking north you are basically listening to the best part of South East Queensland.. So as per CAAP 166-1(3) 7.3.4, you have taxi, entering, circuit joins, inbound calls, approach calls plus basic position calls which are often very useful in busy airpsace.

 

There are a few guys that fly for the other mob around here that still (they are twin drivers) make minimum of 3 calls per circuit, even at night! Irritating as buggery

I always make a circuit join call, plus a call when turning base and final. I make an inbound call, I make a taxi call, and I make a call when entering and backtracking. I also make a departure call. I guess I am one of those guys... Sorry.

 

 

[SDQDI]

I vary my calls depending on a few things. If it's quiet I'll just make a circuit join call and then a clear of runways call, if there is someone else in the circuit I'll add a few extra calls when turning downwind, base or final unless I spot them or they acknowledge having at least heard me (only one thing worse than someone who gives too many calls and that's the ones who don't speak at all, yes I've been on the wrong frequency before too) if it's a mega busy place I'll call joining and then fit in only making further calls if needed.

 

At YQDI I'm a bit lazy on my taxi calls and only use them if others are about or if I hear an inbound call while warming up.

 

 

[Pearo]

I vary my calls depending on a few things. If it's quiet I'll just make a circuit join call and then a clear of runways call, if there is someone else in the circuit I'll add a few extra calls when turning downwind, base or final unless I spot them or they acknowledge having at least heard me (only one thing worse than someone who gives too many calls and that's the ones who don't speak at all, yes I've been on the wrong frequency before too) if it's a mega busy place I'll call joining and then fit in only making further calls if needed.At YQDI I'm a bit lazy on my taxi calls and only use them if others are about or if I hear an inbound call while warming up.

I always make the taxi calls, mainly because there is several taxiways converging on the main taxiway to the runway, and often other traffic can be hidden behind hangars. We are also on the verge of charlie airpsace with a 1500' ceiling, so inbound and outbound traffic only has 500' separation. I personally rely heavily on inbound and outbound calls. I cant spot traffic 10 mile out, but with a radio call I can paint a mental picture of where aircraft are and then make sure I dont climb or descent until I visual contact. Also, coming in and out of the east or north, we only change to the CTAF frequency about 2 mile out, so calls again are important.

 

 

[frank marriott]

Just a point to remember at "UNCERT" strips there is no requirement to carry a radio. Becoming less frequent now days, but still happens.

 

 

[Maritime_Ev]

It would be much easier if you could get the "chatter box" brigade to read and understand CAR 166 C.Silly statements like "that was what I was taught" and "I do it for safety" just don't cut it. On going irrelevant calls makes necessary calls difficult at times.

 

166C

 

(2) The pilot must make a broadcast that includes the following information whenever it is reasonably necessary to do so to avoid a collision, or the risk of a collision, with another aircraft:

I get the point, sometimes it's hard to get a word in edgewise on 126.7 in SE Queensland. But on the other hand when there's a couple of gliders thermaling just off the threshold at YGYM I want to make sure they know where I am in the circuit so they will at least make a call before they join in front of me on short final. It's a bit of a delicate balance and I guess newbies like me prefer to err on the cautious side.

 

Wouldn't it be a good idea to have a low power button on the VHF for when you're using it in the circuit, so you don't get circuit calls from a field 50km away? Marine VHF transmitters have an automatic power reduction on some channels for this reason (obviously not on CH16, which is sometimes unfortunate, like here in Rio where the local taxi drivers spend the night making animal noises on a stolen handheld).

 

 

[Maritime_Ev]

I always seem to miss them when they call me back to identify me.

It happens to me sometimes especially when I'm flying a different AC than normal. YBSU tower was a bit cranky at me recently for only responding to the 3rd call. ("oh wait, that's me!" )

 

 

[Phil Perry]

Geez. . . . reading this lot, I dunno how you lot cope with it all. And I'm a Radio Enthusiast ! ! !

 

In the UK, most pilots seem "scared" to use the radio in case they sound like a turnip. . . . so it's very quiet everywhere. . . unless you are flying into an international airport like Birmingham, EGBB, which is not as quiet, but you can still listen for quite a long time before you actually hear anything. Perhaps this is simple self discipline,. . .listening to London Information, ( National Flight Info Service only ) you may wonder if there are no other aircraft up there. . . . there are, but a lot of them don't even bother to call in,. . .so you have no idea where they are. this service is designed for flights originating outside controlled airspace, and terminating outside CS mainly,. . .but it's still nice to have someone looking after you, but they won't . . .if you don't give them a call, and tell them what you are doing !

 

There's no radar, or any deconfliction service, but they will collate every call, and inform you if they think that someone else might conflict. . . . .the military will offer you either a radar Information service, or a radar Advisory service. These services are slightly different, in that if you choose the Advisory service, they will advise you to "Turn left, heading xxx, conflicting aircraft same level. . ." whereas, if you take a radar Information service,. . .they will tell you that something is going to hit you smack in the gob in five minutes, and what you do with that info is entirely up to you as PIC.

 

A VERY underused service this. . . . regrettably, there are not many military radar services left, due to M.O.D funding cuts . . . I find that it's a good idea to use them where they still do exist. . .

 

There IS a lot of unneccesary radio chatter on other frequencies though, ie, the National Microlight Air / Ground channel,. . .129.825. . . . this is used by all and sundry to discuss what kind of curry they had last night, . . . what a bitch the wife was when so and so decided he was going flying and not to the garden centre. . . . where they played bingo,. . .you name it. . . chaos on a good weather day in the UK. Our airfield is saddled with a fixed base on the same frequency. . . lunacy. Oh well,. . .when the new 8.33 kilohertz channel spacing becomes mandatory on January 1st 2018, this should solve some of these problems. . . .we will be allocated another channel, since the available frequencies will be mutiplied by a factor of three. . . this I think, is the ONLY sensible idea that the european union has ever devised. . . .

 

Phil

 

 

[Yenn]

I wish I knew what to do. the regs say I should use area frequency at my home base, but that is full of pasenger traffic into and out of Brissie, Gladstone etc.

 

A lot of light flyers use 126.7, but as my base is not on the maps, using it makes others wonder where you are.

 

Using Gladstone MBZ or whatever it is called this week lets people know what is in the area and is used by passenger flights into the city, but it is not legal and also can result in getting a bill for landing fees.

 

Really at quiet strips like Rodds Bay I think keeping a good lookout is far better than reluing on radio. Before CASA brought in the requirement to use area for unmarked strips it was easy as we all used 126.7. Now we could be using any one of 3 frequencies, so the radio is superfluous

 

Agnes Water straddles 2 area frequencies, so you will not necessarily know until you are 10 miles out if anyone is coming from the other direction. Not much time to prepare for a meeting.

 

 

[Happyflyer]

I wish I knew what to do. the regs say I should use area frequency at my home base, but that is full of pasenger traffic into and out of Brissie, Gladstone etc.A lot of light flyers use 126.7, but as my base is not on the maps, using it makes others wonder where you are.

Using Gladstone MBZ or whatever it is called this week lets people know what is in the area and is used by passenger flights into the city, but it is not legal and also can result in getting a bill for landing fees.

 

Really at quiet strips like Rodds Bay I think keeping a good lookout is far better than reluing on radio. Before CASA brought in the requirement to use area for unmarked strips it was easy as we all used 126.7. Now we could be using any one of 3 frequencies, so the radio is superfluous

 

Agnes Water straddles 2 area frequencies, so you will not necessarily know until you are 10 miles out if anyone is coming from the other direction. Not much time to prepare for a meeting.

I agree that using the area frequency is ridiculous for a little strip. If you have any marked strips within 10 nm you could use the frequency for that strip. You could also inform Airservices of the strip and get it put on a chart and then you can use 126.7. I just keep my eyes open and listen to area and 126.7 when flying into unmarked strips.

 

 

[ayavner]

and please... if its not busy on the ground, no need to announce you are taxiing to get fuel (unless you need to cross the runway to do so)