Is there a procedure in place to request a copy of the audio recording of a specific ATC position over a specific time interval? How is the request made? What are the limitations of such a request?
For the purpose of this answer, consider that there would be a need for the audio from a controller, which may involve multiple frequencies as well as interphone communication with other controllers. As such, internet resources that provide recordings of specific frequencies would not be adequate.
In the specific situation of a pilot who is the subject of an FAA investigation, the Pilot's Bill of Rights requires that air traffic data (which includes audio recordings) be provided to the pilot. They would be expected to make the request directly to the FAA. There is a procedure for this:
To ensure that relevant air traffic data you are seeking from a government contractor are obtained, you should provide the following information:
a. Your name and your airman certificate number;
b. other relevant information (aircraft heading, altitude, call sign, transponder code, etc.) that will help the contractor locate relevant data;
c. the name/location of the contractor facility that you believe has air traffic data;
d. the date and local time of day when such data relevant to the your flight operation were generated;
e. the name of the FAA inspector, investigator or other FAA official (e.g., an air traffic controller who advises you about a possible pilot deviation) who notified you that you are under investigation;
f. the airman's phone number or email
The individual should provide that information to the FAA by email to the following address: [email protected]
The instructions include a warning about timeliness:
Depending on the type of data, they will normally be stored from 5 to 45 days and then they are destroyed or discarded in the normal course of business
I don't have any information about the general case, though I imagine it depends on the facility and their workload.
Is there a procedure in place to request a copy of the audio recording of a specific ATC position over a specific time interval? How is the request made? What are the limitations of such a request? For the purpose of this answer, consider that there would be a need for the audio from a controller, which may involve multiple frequencies as well as interphone communication with other controllers. As such, internet resources that provide recordings of specific frequencies would not be adequate.
Reading the NTSB's accident report on US1549, there is a transcript of the CVR from page 149 onwards in the PDF (marked as page 130 on hardcopy). Small clips of the ATC/crew communications exist, but I'm curious to know whether the NTSB also release the full audio recording, per the transcript provided? It's much longer than other clips I can find online. Related: Can I get official recordings of ATC audio? (asks for FAA, not NTSB).
If ATC gives me a clearance to cross a fix at a specific altitude or a descent at pilot's discretion and I read back the clearance, is my readback considered the report specified in the AIM, or do I have to inform them when I actually start down? AIM 5-3-3. Additional Reports a. The following reports should be made to ATC or FSS facilities without a specific ATC request: 1. At all... 100 NM from Wilmington VOR and gets the following clearance: ATC: N1234, cross Wilmington VOR at flight level 240 Pilot: Cross Wilmington VOR at flight level 240, N1234 or ATC: N1234
My instructor made "request right closed traffic..." call before practicing series of landings. Just wondering, what is the difference with "stay in the pattern..." request and which one and when I have to use? Thanks.
Can aircraft be modified to have an enormous audio system, like the ones in cars? Has the FAA got any regulations on this (or maybe on in-cabin maximum noise volume?), would power be a limitation for the audio system?
Is there a map I can refer to in order to pick up the correct frequency for VFR flight following while enroute? I know I can request a frequency from ATC as I depart, but what if I want to fly around and do sight seeing, practice maneuver for my checkride etc. for a while, then pick up flight following for the remainder of the trip?
plane was fine, and I can't find any Part 61 regulations that are specific to experience in one make/model aside from adding an experimental aircraft as part §61.63(h)(1), which is what I assume... would encounter if I need to change the tail number or model number of my checkride plane and listed hours therein, potentially long after IACRA submission? ...I'm a student pursuing a US Private Pilot License, and recently scheduled my checkride. I've been training in a 1981 Piper Warrior (PA-28-161), but if its annual goes sour I may have to take my
I regularly fly a DA42 4-seater equipped with a G1000 system. Sometimes my passengers in the rear seats complain that the radio volume is too loud for them but it is OK for me (intercom is just right for everybody). Reason probably is that I am using a very different headset than them which I assume has a higher impedance and thus requires more electrical power for the same audio volume. If I turned down the COM volume it would be too quiet for me. I wonder if there is any trick to adjusting/balancing the volume in such a setup.
for the approach I received the following call (callsign) request heading It caught me off guard, and it took a while but I eventually interpreted it as "say heading" and gave him my current heading. He didn't complain, but I'm still not sure if that's what he wanted. A bit later I got a similar call (callsign) request QNE However, I was unfamiliar with that Q-code (as a private pilot... on board (which I incorrectly assumed at that point was what QNE meant), again, using "request". Anyway, I've never heard a controller say "request" before, is it just army version of "say"? I'm pretty
These days, when reading news about missing Malaysia Airlines Boeing 777-200, I keep coming across a scenario where pilot might have deliberately turned off the transponder which is used for the communication of flight with ATC. When there is a possibility that any bad thing can happen when pilot turn off transponder, why would one give the ability of turning off the transponder to a pilot when he/she usually depends on instructions from ATC or flight control. Is there anyway that ATC can turn on transponder back from ground?