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| | |-+  Answering Squawk Codes
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Author Topic: Answering Squawk Codes  (Read 12905 times)
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« Reply #15 on: October 24, 2007, 10:53:49 PM »

I agree with woxof., with only an additional bit of info. At the approach control where I work, there is a VFR tower in our airspace in addition to the tower we are co-located with. The VFR tower has to call for all IFR departures. If they were to call with a "departure end RY**" for the IFR aircraft, that would suffice for RADAR identifying. This is to ensure that the primary target I see is actually the IFR aircraft, and NOT the transponder beacon. Since this is a pain in the neck (and elsewhere) I am required to have the aircraft ident UNLESS he states his position. Remenber, if you state your position and the controller observes a target return in the corresponding location, this qualifies as radar identified. The three types of RADAR indentification are position correlation, thirty degree or more turns, and ident.
      As far as clearances go, if you read back the code, you'll get 'readback correct' the same as if you read the entire clearance. Just be sure you wrote the rest down without errors! I have given an airborne pilot a transponder code, and got no reply. I called him and asked if he got the code. He rudely responded "I'm squawking it now, can't you see it?!" I informed him that I was a little busy to watch and see if he got it and got it right. 
     As always, try to remember that even though you don't hear anyone else on the freq. it doesn't mean that there aren't other freqs. that the controller might be working. At my facility, we have six. When they all come out of the same speaker or into the same headset, having someone rumble and stumble through a clearance can affect the controllers ability to listen for errors, especially when other pilots key up on a different freq.
     A little sidebar, on one of the recordings there is the case of the midair between the Cessna and the low wing (Seminole, saratoga, piper whatever...) Interesting note that the controller calls possible traffic to the Cessna, a few moments later, the low-wing calls with a mayday, midair. Do all you pilots realize that with NEXGEN if there was any system failure of the onboard equipment required by NEXGEN in the low-wing, the controller would NEVER have seen the target/traffic for the Cessna and issued traffic? Any aircraft without the equipment or with malfunctioning equipment would be invisible to NEXGEN. It's not   RADAR!                            Talk about stealth!

Kick butt, take no names, they dont matter anyways
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« Reply #16 on: October 25, 2007, 10:25:43 AM »

Interesting note that the controller calls possible traffic to the Cessna, a few moments later, the low-wing calls with a mayday, midair.

As the one who edited that clip I need to point out that there actually is more time between the two calls than the clip suggests.   Actually, in retrospect I now wish I had left most of the non-essential communications in between those two calls (the traffic call and the midair mayday).   My mistake, as it resulted from spending too much time on the beginning of it and then rushing it up to LiveATC.

Normally, clips found here are edited by the author to remove non-essential comms and long pauses to keep them relatively short, relevant, and of a small file size (as per the size limit set by this board).  I will be the second to admit (with Anthony, the OP of the midair thread being the first <g> ) that in this case the edit between the two calls was too aggressive.

Regards, Peter
ATC Feed:  Syracuse (KSYR), NY
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« Reply #17 on: October 30, 2007, 04:16:54 PM »

I may be repeating what someone else has said....but in your clearance you should read back the SSR code becasue its part of the clearance. Unless stated otherwise in the ATC units local intructions that readbacks of SSR codes aint required.

If you are told to change your squawk from say 1200 to 3601 then read back the new code...and when you are told to "Squawk IDENT" the read back IDENT and the code if given in the transmission.
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« Reply #18 on: November 01, 2007, 03:21:34 PM »

acknowledging the code and squawk ident are two separate things. 

#1 Acknowledgement:  Acknowledge that you received the code is common and expected radio procedure, you can say "roger" or repeat the code you received. 

#2 Ident:  The ident is a radar requirement, the controller must observe you within 1 mile of the end of the runway of a towered airport (with a rolling call) or observe you change to the specific code OR via accurate pilot report identify your "target" over the location you say you ARE RIGHT NOW...not just departed Keene and you are passing Jaffrey.... the fastest way to move things along we have you "Indent". 

Part 3" Remember to verify your mode C, we also need you to check in with you current altitude, even if you are in a climb, we must verify your mode C.... Boston Approach Cessna 427 passing 2300 for 5500

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