galaxy flyer,
it's the twice tin with all the din that's my point! for example the control at jfk /ord on a poor weather day is at times verging on the insane. can do seems to have overtaken common sense in many cases. lahs! it's an accident waiting to happen in the name of extra capacity.
out of sorts, maybe. fed up with b*ll**** and bandito practices being paraded as professionalism, without a doubt.
and back to the point, what's more of an issue? being asked to repeat a qnh setting or arriving at jfk and after briefing 3 rwys ending up being forced to do a right base join on the yet another one with the wx at mins and a tailwind on limits for good measure! meanwhile expect no clarification of instructions and vague and often mis-leading traffic information throughout. i thought the idea was to make the operation as simple and as easy as possible so that when the sh*t hits the fan we have as much spare capacity as possible to deal with the problems. jfk/lax/ord/mia/sfo atc often are the problem!
if there is a an atc at an int airport anywhere in the world that will get you into a hold and subsequenlty onto an approach for an ils in cat3 wx better and safer than lhr then i've yet to see it. as for emerg handling they are without equal. if that means they wan't a rad hdg or qnh readback on handover then i for one have zero problem with that.
i don't hate the US, i do miss the bx!
fly safe,
THH
ps jfk/lax/ord i'll give u but i doubt mia/sfo/bos/phx/sea/iad move the numbers and the variety that lhr does and i'm pretty sure that latcc is right up there with numbers compared to any aatc in the world!