All I'm seeing is a confirmation of my earlier claim re: compliance vs. productivity or performance.
Also I sometime operate a pressurised aircraft, VFR at flight levels below FL180. when you think no one is listening to craft, think again... it is a requirements for our company to listen to both CTR and CTAF FREQUENCIES when able.So when I'm on decent from FL150 to my CTAF at 25NM, chances can be that I'll conflict with outbound Metro traffic departing for a hop skip jump at FL120, on my decent.
There is a lot wrong with this paragraph, but the author is more concerned whether someone calls "Taxi's" instead of "Taxiing" instead of asking questions to his CP about airmanship and SOP's that enhance safety instead of detracting from safety.
IMHO, these are the questions you should be asking:
Why are you flying passenger carrying charters VFR? Why are you flying airwork/charter at flight levels VFR? If your company can afford to operate pressurised aircraft, they can afford the cost of flying IFR and all the extra protection that it provides both you and the passengers who've paid good money to fly from A to B.
Why does your company have a requirement to monitor en-route CTAF's if you're at flight levels? Please tell me how it is going to aid your Situational Awareness if you're flying above FL150 and listening to enroute CTAFs? I can't see any benefit. All I can see is distracting cockpit noise; 99% of which is irrelevant to you.
And the 1% that may be relevant to you would be passed onto you if you were flying IFR!
Why are you at FL150 at 25Nm on descent to a CTAF? (Disclaimer: my only experience of pressurised aircraft is a Dash8 flying RPT. If people who fly aircraft like Cessna 421's/Conquests/King airs, etc, do this regularly then I withdraw the question). Does it make sense to fly a 6 degree glide path?
Wouldn't it be more fuel efficient to fly a shallower glide path?
These are the types of questions I'd be asking: i.e. Airmanship, SOP's that are conducive to safe flying, etc. Not some pet hates about how other people can't comply with the byzantine regs set out in the AIP.
(btw, thanks for the link. Just adds to what I'm saying about overly complicated and byzantine regs that we live with here in Oz.)
So when I'm on decent from FL150 to my CTAF at 25NM, chances can be that I'll conflict with outbound Metro traffic departing for a hop skip jump at FL120, on my decent.
As I said in my reply to you earlier, if you're on anything like a reciprocal heading you're going to be in conflict with the metro if it's climbing anywhere from 6000' to FL180. So if the Metro says "flight levels", who cares?
Are you NOT going to call the Metro and arrange separation?
Simple answer just say the FL on climb to. How hard is it!
A better question!
Out of Devonport my intended FL is FL180 but I can't climb above FL125 without a clearance. I may not get the clearance to fly above FL125 until around 30Nm from Devonport. I may not get FL180 due the Rex out of Wynyard or the Q400 out of Launy asking for the same, or god knows who else out there flying on an oblique track. We may decide to fly higher or lower depending on the en-route winds.
So I can call "climbing FL180", but it could be a lie!
I suppose I could call "climbing intended FL180" but people like you would peg me for non-standard-AIP r/t and there would be another prune thread about it.
It's just some handy tips and pointers for those who want to fine tune their calls to be be as close to correct as possible, with details on references for further reading.
In my experience when people write an email or post on a bulletin board they have in their head a train of thoughts behind what they wrote, as well as their own tone and stye of writing. Unfortunately the reader of the post or email has their own thoughts, tone, and style.
The result is that it's difficult to write something and have another person read and understand it in the same manner in which you intended it to be read and understood.
So you may well have intended your thread to be about "handy tips and pointers". But I read your first post and most of the rest of your posts in this thread as diatribes and rants.
Bloggs
Simple. Do it the proper way or do it Divosh's way.
Very droll! If only everything were so black and white and clear cut.
We had a flight going into YMAY a few years ago from Sydney. The FO made her inbound call to Albury tower but messed up the sequence of the call. Albury tower were pretty good about it, understood what she was trying to say, and gave her a clearance. The Captain made her say the entire call again iaw the AIP in spite of Albury tower giving her the clearance.
So who's clogging up the airwaves? The FO? Albury tower? No. The Captain who insisted on the FO making an entirely unnecessary second call to Albury tower because he wanted it done exactly as per the AIP.
DIVOSH!