Narrative:

I am writing to inform NASA on what appears to be a continuous problem. I personally have had problems with air carrier X pilots chronically missing control instructions. These instructions are more important in a terminal environment due to the proximity of other aircraft. On or about jul/thu/03, while working an air carrier X CRJ2 inbound to cvg from the northeast, I issued instructions for the aircraft to 'turn left heading 200 degrees, maintain 4000 ft until established on the localizer, cleared ILS, runway 18L approach.' there was no response. I waited a few seconds and restated this clearance, but the aircraft went slightly through the localizer. No loss of separation occurred, but there was an aircraft at 3000 ft on the runway 18R localizer. Situation like this are not the exception. During departure, air carrier X pilots miss control instructions to climb and turn the aircraft. On or about jul/mon/03, while working a departure sector, I issued instruction for an aircraft to 'climb and maintain 13000 ft,' contact ZID 119.55.' the aircraft did not respond. I restated the instructions without success. The aircraft leveled at 11000 ft (he was stopped for crossing traffic). I advised ZID of the aircraft going 'NORDO' (no radio), and continued working. In about 20-25 mi, the aircraft called and asked if he could continue his climb. He was well outside my airspace, so I instructed him to contact center and advised him I tried repeatedly to contact him. No other carriers I work in cvg have problems receiving instructions like air carrier X does. I would suggest that pilots be told simply what I stated above. Operations in the terminal environment are extremely important, and that missing instructions can be a dangerous thing. Furthermore, I believe that pilots should be advised that when in a terminal environment, headsets should be used in addition to a sterile cockpit below 10000 ft. While in the speaker, any alarm sound, bell from the cabin, etc, can distract the flight crew and lead to a missed instruction. With cabin personnel either readying the cabin for landing, or for in-flight service, calls from the back can come more than at cruise. Having the controller 'in the ears' of the pilots can reduce outside noise, and possibly lead to instructions being caught with more regularity.

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Original NASA ASRS Text

Title: CVG CTLR CONCERNED ABOUT ACR RADIO PRACTICE AND NON RESPONSIVENESS TO ATC INSTRUCTIONS.

Narrative: I AM WRITING TO INFORM NASA ON WHAT APPEARS TO BE A CONTINUOUS PROB. I PERSONALLY HAVE HAD PROBS WITH ACR X PLTS CHRONICALLY MISSING CTL INSTRUCTIONS. THESE INSTRUCTIONS ARE MORE IMPORTANT IN A TERMINAL ENVIRONMENT DUE TO THE PROX OF OTHER ACFT. ON OR ABOUT JUL/THU/03, WHILE WORKING AN ACR X CRJ2 INBOUND TO CVG FROM THE NE, I ISSUED INSTRUCTIONS FOR THE ACFT TO 'TURN L HEADING 200 DEGS, MAINTAIN 4000 FT UNTIL ESTABLISHED ON THE LOC, CLRED ILS, RWY 18L APCH.' THERE WAS NO RESPONSE. I WAITED A FEW SECONDS AND RESTATED THIS CLRNC, BUT THE ACFT WENT SLIGHTLY THROUGH THE LOC. NO LOSS OF SEPARATION OCCURRED, BUT THERE WAS AN ACFT AT 3000 FT ON THE RWY 18R LOC. SIT LIKE THIS ARE NOT THE EXCEPTION. DURING DEP, ACR X PLTS MISS CTL INSTRUCTIONS TO CLB AND TURN THE ACFT. ON OR ABOUT JUL/MON/03, WHILE WORKING A DEP SECTOR, I ISSUED INSTRUCTION FOR AN ACFT TO 'CLB AND MAINTAIN 13000 FT,' CONTACT ZID 119.55.' THE ACFT DID NOT RESPOND. I RESTATED THE INSTRUCTIONS WITHOUT SUCCESS. THE ACFT LEVELED AT 11000 FT (HE WAS STOPPED FOR XING TFC). I ADVISED ZID OF THE ACFT GOING 'NORDO' (NO RADIO), AND CONTINUED WORKING. IN ABOUT 20-25 MI, THE ACFT CALLED AND ASKED IF HE COULD CONTINUE HIS CLB. HE WAS WELL OUTSIDE MY AIRSPACE, SO I INSTRUCTED HIM TO CONTACT CTR AND ADVISED HIM I TRIED REPEATEDLY TO CONTACT HIM. NO OTHER CARRIERS I WORK IN CVG HAVE PROBS RECEIVING INSTRUCTIONS LIKE ACR X DOES. I WOULD SUGGEST THAT PLTS BE TOLD SIMPLY WHAT I STATED ABOVE. OPS IN THE TERMINAL ENVIRONMENT ARE EXTREMELY IMPORTANT, AND THAT MISSING INSTRUCTIONS CAN BE A DANGEROUS THING. FURTHERMORE, I BELIEVE THAT PLTS SHOULD BE ADVISED THAT WHEN IN A TERMINAL ENVIRONMENT, HEADSETS SHOULD BE USED IN ADDITION TO A STERILE COCKPIT BELOW 10000 FT. WHILE IN THE SPEAKER, ANY ALARM SOUND, BELL FROM THE CABIN, ETC, CAN DISTRACT THE FLT CREW AND LEAD TO A MISSED INSTRUCTION. WITH CABIN PERSONNEL EITHER READYING THE CABIN FOR LNDG, OR FOR INFLT SVC, CALLS FROM THE BACK CAN COME MORE THAN AT CRUISE. HAVING THE CTLR 'IN THE EARS' OF THE PLTS CAN REDUCE OUTSIDE NOISE, AND POSSIBLY LEAD TO INSTRUCTIONS BEING CAUGHT WITH MORE REGULARITY.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.