Sorry, maybe I'm being a bit dim, but just don't get it... :confused:

Rgds.

cm....think of the metric system.. and I think U will get it:)

Ok, ok, silly me!! Got it!! :cool:
Thanks.

As Scott Voigt said, we are happy just to get a callsign at all in the readback. Dealing with a couple of the Middle Eastern Airlines and Sub-Continental Airlines in particular, you have to fight to get a callsign at all. When you have 8 guys on frequency at the same time all from the same company, all with similair flight numbers, all with the same sounding voice, its sometimes a game for all the family trying to ascertain who it was who readback which instruction.

Believe me if all you guys have to worry about is getting the readback at the start or at the end of a transmission, you have been mollycoddled for way too long.

The winters are pretty long in Norway mate if that's what makes you chuckle...;)
There used to be an Edinburgh Birmingham flight-BRT1TS-I know it's immature to find it amusing,but I did:O

ANSA-the problem of no callsign in a readback is a global one. I'm with you,it's no fun on a busy sector with twenty US carriers in there and I've got to guess who read back the climb instruction.I suppose it is nit picking in a way because I'm sure Lufthansa are just as sharp where you work as they are in Europe.But as 2 sheds has pointed out there is potential for confusion.Like you say though I'd rather have a callsign somewhere in the readback than not at all.

Until a few years ago (here in Australia) it was callsign and then readback.
I preferred it. The reason?
When the readback is being received, the ATCO is concurrently electronically notating the correct readback items - and THEN gets the wrong callsign at the end. Hopefully hearing that correctly and undoing, fixing and repeating instruction. If the callsign was first this would be picked up straight away.