Nevjets

This is probably no longer the case in a post 9/11 world.

Adlerdriver

No. "IF CAPABLE" refers to the ability of the communication suite in your aircraft to comply with the directive to monitor guard, not your willingness to comply. It's not a suggestion, it's an FAA directive.

It doesn't say you have to remain on guard to your own peril. If you need to communicate with other sources using VHF 2, then you do so. Then return to guard.

CBreezy hit it. We are required to maintain a continuous link with dispatch via ACARS or other less capable means for the very scenario you brought up. It's their job AND the crew's to maintain awareness of changing wx conditions at destinations and alternates, making changes as necessary.

Gaining SA on deteriorating weather via happenstance by overhearing information on AIRINC that happens to affect you isn't my idea of a plan. Dispatch should be doing their job but as you said, it's wise to cover one's own ass. Any competent crew should be seeking that information anyway as a matter of normal procedure, not because they get lucky on VHF 2. ACARS, ATIS, AIRINC, FSS, SATPHONE..... whatever it takes to get the information one needs to make the best decision and complete the flight safely.

If that means leaving guard to accomplish it, then so be it. Just return when you're finished. I could even agree with the decision to choose AIRINC over guard during rapidly changing wx conditions for a portion of the flight - just not as a matter of course for every flight. I doubt that's necessary with most aircraft these days equipped with ACARS. You do not have the option to disregard procedural directives and continuously monitor something else, when your aircraft comm systems allow compliance, just because you might hear something useful on another freq.

Here's a litmus test for you: Next time you get an FAA line check, would you be willing to inform the check airman of your radio plan and then use it for the whole flight? (and spare me the story about how you didn't monitor guard on your last checkride - not everyone is going to catch every error.)

threeighteen

Is that ability defined anywhere? i.e. what defines a communication suite capable of monitoring guard?

Adlerdriver

3-18,
What kind of aircraft do you fly now?

If it has ACARS and two VHF capable radios like almost every transport category aircraft I've flown at three airlines, then you can monitor guard.

Even when I was on a non-ACARS 727 we were able to comply with the requirement to have a link to dispatch via SELCAL and still monitor guard. If you're trying to find a legal loophole, I think that's going to difficult considering the comm capabilities of most modern 121 aircraft.

Obviously you're going to do what you want. You clearly were unaware of this requirement and ignorance was bliss. Now you've been properly informed. Do with that info as you see fit. The directive is about as clear and unambiguous as could be hoped for from a government agency. Over and out.

threeighteen

Per your definition of capability, I am capable of monitoring (3 VHF, one is mostly used for data), however I do think I could still build a defendable case based upon the ambiguity of "capable" but for now we're going to monitor and we'll see how it goes.

You honestly have presented a compelling argument though and you have convinced me to start monitoring the circus frequency that is 121.5. Enjoy this moment, you just won an argument on the internet.

I wonder if I can get violated for muting it when it gets crazy with the idiots and forgetting to unmute it later?

rickair7777

There's that too. I have listened to more than one airline pilot talking a lost private pilot out of a bad situation on 121.5

Dolphinflyer

Helped a lost student pilot once myself. The guy was forced low south of Lake Okeechobee due to TRW's and started asking for help (pre-9/11). We were climbing out of MIA and I thought someone else would jump in. After his 3rd call, I acted like a SAT relay between him and TPA Approach.

I basically told him to circle over one of those straight central FL roads, do not get near any clouds and just land on the road if you can't (watching for wires and poles of course).

Eventually he was able to climb high enough for a radar tag before we left VHF range.

I also just heard an airline crew helping a plane with engine trouble heading for a road landing. We went out of range before hearing the final resolution, but not before hearing the multiple Guard idiots saying guuuuaaaarddd in the middle of an actual emergency.

MIA Center has several dead areas for comm. They routinely use Guard to reach aircraft. Others are low and need relays. They call on Guard.
Although the newer EPIRBs and PLB's are SAT based. Many signals pop off in isolated areas unlikely to have a Dr. in his Bonanza randomly checking his ELT.

navigatro

I heard the FAA is twice as ****ed at the MIL guys about 243.0

USMCFLYR

27 years of monitoring 243.0 and I've never heard anything on it like I did in just 4 days of flying this past week.

UAL T38 Phlyer

I see what you did there.

It seems the worst place is between Newark and an hour south. I don't even think they are flying...more like a bunch of d-bags just yapping on a radio, either in a parked airplane, or maybe they have one in their Mom's basement.

I've handled two Mayday calls from light aircraft while flying airliners (both were engine failures). In neither case did ATC hear them.