Using the 4th line to record pilot requests in radar operations is allowed when available.

Radar operations sit at the crossroads of precision and timing. Controllers juggle speed, altitude, weather updates, and pilot requests in a single breath. In that delicate balance, a line on the radio/communication panel—the so-called 4th line—can sometimes be more than just a channel. It can become a useful tool to record pilot requests, but only if your facility allows it and you’re following the local SOPs to the letter. So, can the 4th line be used for recording pilot requests in radar operations? The short answer is: yes, if it’s available for use. Let me explain what that means in practice and how it fits into the bigger picture of safe, efficient air traffic control.

What exactly is the 4th line good for?

Think of the radio panel as a field of lanes. Lines one through three might be your main voice channels, with line four often reserved for secondary notes or specific kinds of traffic. In some operations, that 4th line is designated for documenting pilot requests. The logic is simple: having a dedicated place to capture a pilot’s request—whether it’s a change in altitude, a route adjustment, or a hold entry—helps keep the clear picture intact. It’s not magic; it’s a structured way to improve traceability. If the 4th line is not configured or authorized for this purpose, you don’t force it—you stick to the approved channels and use the standard recording methods (like the primary voice recordings and data logs) instead.

Availability rules matter

Here’s the thing: “available for use” is the key phrase. Availability isn’t a mere option; it’s a policy decision that varies by facility. Some centers treat the 4th line as a dedicated short-term note channel that only certain supervisors or automated systems can access. Others keep it open as a flexible, optional log for quick, less critical notes. The point is simple: you may record pilot requests on the 4th line only when your SOP explicitly allows it, and you follow the exact procedures for enabling, using, and archiving that line. If your SOP says the 4th line is for other purposes—or warns against using it for recording requests—you don’t bend the rule. Rules aren’t arbitrary; they exist to keep the information clear and auditable under pressure.

Why it helps (when used correctly)

• Situational awareness gets a boost. A clean, immediate entry for a pilot’s request travels with the current radar picture. You don’t have to flip between screens or hunt through a log to confirm what was asked.

• Documentation tightens. You have a traceable record that can be referenced later if any disagreement or confusion arises about a given request or instruction.

• Communication flows smoother. With the 4th line, you can separate the navigator-style chatter from the core flight data, reducing clutter on the main channels and making it easier to pick out the pilot’s words.

• It can speed up decisions. When a request is captured in real time, you can respond quicker, evaluate alternatives, and coordinate with other sectors or facilities without losing track of the original ask.

How to implement it properly (without stepping on toes)

If your facility approves the 4th line for recording pilot requests, here’s a practical, no-nonsense approach:

• Confirm the policy. Before you touch the 4th line, verify that it’s designated for this purpose in your current SOP. If you’re ever uncertain, ask a supervisor or consult the latest change notice. It beats guessing and creates a single source of truth.

• Use standard phraseology. Even though you’re jotting notes, you should still keep to consistent terminology. Write the pilot’s request in the same concise language you’d use on the main channels: e.g., “Request altitude change to FL300,” “Request direct to VOR XYZ,” “Request deviation due weather.”

• Time-stamp entries. Include a precise time reference right next to the request. This makes the entry actionable when you later review the sequence of events.

• Link to the air traffic picture. Make sure the note ties to the current radar target or traffic: aircraft identification, current altitude/heading, and position. A well-linked entry is much easier to interpret during a post-event review.

• Avoid duplication and clutter. The goal isn’t to replace other logs or the standard voice recording. The 4th line should complement, not duplicate, what you already capture elsewhere.

• Maintain readability. Use short, direct lines rather than long sentences. This isn’t a diary page; it’s a crisp, operational record.

• Respect privacy and retention rules. Treat the information as part of the official record. Don’t record sensitive data beyond what the SOP allows, and follow data retention policies for how long you keep these entries.

What to log (and what not to log)

• What to log: Pilot type, the exact request, aircraft ID, current altitude/position, requested altitude or route, the associated airspace or sector, any immediate actions or constraints, approximate time of the request, and the controller’s initial acknowledgment or instruction in response.

• What not to log: Personal notes, off-topic chatter, speculative statements, or anything that isn’t a direct pilot request or a consequential control decision. The 4th line isn’t a diary; keep it professional and relevant.

Real-world parallels and a quick tangent

If you’ve spent time in any busy radar environment, you’ve seen how teams adapt to dense traffic with a mix of tools: loud voice channels, crisp data displays, and meticulous logs. Some operations lean on automated data links or digital flight strips to capture requests directly, while others rely on human-drawn notes on a dedicated line. The common thread is this: the goal is clarity and reliability. A well-chosen use of the 4th line can be another arrow in your quiver, especially in peak times when the screen fills up and every second counts.

A few practical examples (for clarity)

• Example 1: Pilot requests altitude change

Entry on 4th line: “PAX ABC123 requests climb to FL320. Current FL290. Acknowledge ETA 2 min.”

Follow-up: You respond on the main channel with the instruction and then stamp the action on the 4th line with your readback.

• Example 2: Pilot asks for deviation due weather

Entry on 4th line: “PAX DEF456 requests deviation around storm cells northbound via VOR GHI. Proposed heading 070, distance 12 NM.”

Follow-up: You evaluate, coordinate with the weather and sector teams, and advise the pilot on the best available route.

• Example 3: Pilot seeks direct routing

Entry on 4th line: “PAX JKL789 requests direct JKL VOR. Current routing via LAX.”

Follow-up: You check the traffic picture, confirm clearance feasibility, and respond with acceptance or alternatives on the primary channel.

Navigating potential pitfalls

No tool is perfect, and the 4th line isn’t a magic wand. The main hazards to watch for are:

• Over-reliance. If you start recording everything on the 4th line, you risk clutter and misinterpretation. Use it only for designated, approved purposes.

• Inconsistency. If some crew know you use the 4th line and others don’t, you’ll generate confusion instead of clarity. Keep to the policy and ensure everyone is aligned.

• Data integrity. If the line isn’t synced with the main radar picture or other logs, you’ll create gaps rather than connections. Always ensure cross-reference with the primary data sources.

• Training gaps. Operators who aren’t comfortable with the 4th line may mis-enter information. Regular refreshers or briefings help keep everyone on the same wavelength.

Why this matters beyond the moment

Air traffic control is a field where the right record at the right time can be a major factor in safety and efficiency. The 4th line isn’t about adding busywork. It’s about designing a clearer, more auditable trail of communications. When someone revisits an incident or reviews a sequence of events, a well-placed entry on that line can save time and reduce uncertainty. That kind of reliability matters just as much as the radar display’s accuracy.

A balanced, human-centered approach

Yes, the 4th line can be a practical tool, but only when used with care. The best operators treat it like a helpful coworker: available, reliable, and restrained. They know when to use it, what to write, and how to keep it concise. They also know when to rely on the standard recording methods and the primary channels to ensure everything stays in sync.

Final takeaways

• The correct stance is simple: Yes, if it’s available for use. If your facility’s SOP allows it, the 4th line can be a valuable way to capture pilot requests in real time.

• Always follow the local policy. Availability isn’t a blanket permission; it’s a defined capability with rules.

• Use standard terminology, time stamps, and direct links to the radar picture.

• Keep logs clean, relevant, and easily auditable. Don’t crowd the line with nonessential notes.

• Remember the bigger purpose: better situational awareness, clearer records, and safer, smoother flight management.

If you’re inside a radar room or watching a screen from the control room, you’ll know that every keystroke or line entry matters. The 4th line is not a gimmick; it’s another tool to help you keep the sky safe and the routes clear. When it’s allowed, it’s a quiet, practical way to capture the voice of the cockpit and the moment of decision—the two elements that keep air travel running reliably from takeoff to landing. And that’s something worth embracing with calm confidence.