Annoying RT
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ATC: HMA80, direct [waypoint], descend FL150, speed 270kts.
HM80: HMA80 confirmed direct [waypoint], descend FL150, speed 270kts?
ATC: HMA80 AFFIRM, direct [waypoint], descend FL150, speed 270kts.
HM80: Direct [waypoint], descend FL150, speed 270kts, HMA80.
HM80: HMA80 confirmed direct [waypoint], descend FL150, speed 270kts?
ATC: HMA80 AFFIRM, direct [waypoint], descend FL150, speed 270kts.
HM80: Direct [waypoint], descend FL150, speed 270kts, HMA80.
Join Date: Jul 2002
Location: The frequency jungle
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If we are at a level because of flow restrictions, how do you know that your giving a higher level is not going to cause a problem 30 minutes or 1 hour further down the line? Do you check which regulation is restricting us before removing the restriction?
Maybe I should've put in my post earlier that we do check who the restricting centre is or where the restriction lies. Takes about 2 minutes with CFMU in Brussels.
Join Date: Oct 2000
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Colleague of mine at EGLL who went on to become a senior Manager who had slightly lost the picture on GMC:
"The Trident with the Vanguard just behind, what's your callsign?"
"The Trident with the Vanguard just behind, what's your callsign?"
Join Date: Sep 2002
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XX INT: Contact XX Director callsign only 123.456
ABC: Roger, Director 123.456 callsign only.
ABC: XX Director ABC123 heading 270,speed 220kts, descending to alt 4000ft, B737 with information L.
ABC: Roger, Director 123.456 callsign only.
ABC: XX Director ABC123 heading 270,speed 220kts, descending to alt 4000ft, B737 with information L.
Join Date: Oct 2000
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777... loved that! I had one once like that. He called me with his life story, etc.. He'd just got through line 27 of his granny's soup recipe when a voice in the background shouted: "Nooooo.. he wants callsign only". The bloke carried on "...... oo, or sorry, er, XXX123 on frequency". Only took 17 minutes....
Join Date: Mar 2002
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Maybe I should've put in my post earlier that we do check who the restricting centre is or where the restriction lies. Takes about 2 minutes with CFMU in Brussels.
One other issue which does not happen very often but on short sectors, we may have planned at a lower (not very efficient level) and we actually don't want a better level because the reduction in fuel burn combined with a better tail wind could mean that we have to hold and burn off fuel at destination because we got airbourne planning on a max landing weight arrival.
However, since you will not know that it is always nice to be offered a better level or even a short-cut.
Regards,
DFC
Join Date: Sep 2002
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Had many like that HD...meanwhile the one you should have chucked to tower is now at 2mile final with the AIR guy on the priority line trying to find out where he is...
The one waiting for the turn onto the ILS has gone through the localiser and is heading straight towards one of your outbounds...
The one downwind waiting for a base leg turn is now heading outside CAS having missed the turn....
Not to mention the one on the go around
The one waiting for the turn onto the ILS has gone through the localiser and is heading straight towards one of your outbounds...
The one downwind waiting for a base leg turn is now heading outside CAS having missed the turn....
Not to mention the one on the go around
Join Date: Jul 2005
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All those who start their transmission with 'And callsign......' predominately GA.
Can sound like PAN Callsign.
Just my pet hate. 'PAN acknowledge squawk emergency' usually sorts them out'
Can sound like PAN Callsign.
Just my pet hate. 'PAN acknowledge squawk emergency' usually sorts them out'
Join Date: May 2000
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How about any R/T from the tower to an aircraft doing 90 kts on the landing roll? It's all pointless as we're not paying any attention to it and you'll have to call us again and 20 kts.
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annoying RT
Heard a good one in North Queensland (regional Australia) where a lightie pilot, who rarely flew in controlled airspace, made a great call on first contact - callsign, acft type, position, intentions, level request etc, and then finished with the laconic Nth QLD "thanks, mate eh". (Seems everyone north of Mackay finishes their sentences with "eh")
For those without an Aussie accent, say "mate eh" out loud, with a lot of nasality and running the 2 words together .... sounds a lot like "Mayday"! It took the approach controller 2 further transmissions (each reply ending with mate, eh) after he said: "Roger Mayday, what is the nature of your emergency?" before he realised the guy was just being friendly!
While we're in North QLD, also heard a great exchange between TVL approach and a very chatty yank pilot.
ATC: (trying to get a "visual" report in order to issue a visual approach) "N123CE report inflight conditions".
ACFT: (broad west coast US accent, somewhat bewildered and consequently talking quite slowly) "N123CE, ah, thanks for asking, we're pretty comfortable up here, ah, it's about 24 degrees and ah, yeah, we've just had some coffee, ah, thanks for asking..."
Entire approach room in hysterics except for the controller who had about 10 on frequency including another 2 under vectors, TWR asking for dep instructions and was also trying to coordinate outbounds with sector.
For those without an Aussie accent, say "mate eh" out loud, with a lot of nasality and running the 2 words together .... sounds a lot like "Mayday"! It took the approach controller 2 further transmissions (each reply ending with mate, eh) after he said: "Roger Mayday, what is the nature of your emergency?" before he realised the guy was just being friendly!
While we're in North QLD, also heard a great exchange between TVL approach and a very chatty yank pilot.
ATC: (trying to get a "visual" report in order to issue a visual approach) "N123CE report inflight conditions".
ACFT: (broad west coast US accent, somewhat bewildered and consequently talking quite slowly) "N123CE, ah, thanks for asking, we're pretty comfortable up here, ah, it's about 24 degrees and ah, yeah, we've just had some coffee, ah, thanks for asking..."
Entire approach room in hysterics except for the controller who had about 10 on frequency including another 2 under vectors, TWR asking for dep instructions and was also trying to coordinate outbounds with sector.
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Or (normally) Il-76'es after landing with all engines in full reverse and making enough noise to wake up dead people reports "on ground" as they roll past the tower...
Join Date: Oct 2000
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<<How about any R/T from the tower to an aircraft doing 90 kts on the landing roll? It's all pointless as we're not paying any attention to it and you'll have to call us again and 20 kts.>>
Yeah, I was taught that at an early stage... but if I had a quid for every pilot who has spoken to me a) during the roll-out or b) during take-off I'd be as rich as them.. As OMRK reminds us... recall the Aeroflots who always said: "On the ground" the moment their wheels touched or "airborne" the moment they were off the deck? Or the landers on 09L.. "OK to roll down to 16?" and all, and all..
My best was a 747 at Heathrow, about 10 seconds into the roll off from 10L around 8am one morning.. He said "We're not too familair with this runway, will you just run through the SID for us". And, if you fly into LL, do you remember the Christmas Cracker riddles on the ATIS?? The number of crews who responded by asking us similar questions as they were landing or taking off..... Well, I could go on.
Yeah, I was taught that at an early stage... but if I had a quid for every pilot who has spoken to me a) during the roll-out or b) during take-off I'd be as rich as them.. As OMRK reminds us... recall the Aeroflots who always said: "On the ground" the moment their wheels touched or "airborne" the moment they were off the deck? Or the landers on 09L.. "OK to roll down to 16?" and all, and all..
My best was a 747 at Heathrow, about 10 seconds into the roll off from 10L around 8am one morning.. He said "We're not too familair with this runway, will you just run through the SID for us". And, if you fly into LL, do you remember the Christmas Cracker riddles on the ATIS?? The number of crews who responded by asking us similar questions as they were landing or taking off..... Well, I could go on.
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Conditional line-up clearances incorrectly read-back are a pet hate of mine, eg. "C/S after the landing Boeing 737 via Foxtrot 1 line-up & wait RWY**". Too often read back as "Line-up after the Boeing 737", don't want to point the finger but this is a regular occurence at my aerodrome, normally by GA.
