A simple request

NovemberEcho said:
If ATC tells you for example “fly heading xxx when able direct abc”, don’t keep flying your present heading until you program direct into the box. Please turn first. I issued the turn for a reason.
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The amount of time it takes to reach up, turn the heading knob, pull/push the button, and reach down to activate it in the FMS is pretty much the same.

Planes just take a few seconds to start turning.
 
jtrain609 said:
The amount of time it takes to reach up, turn the heading knob, pull/push the button, and reach down to activate it in the FMS is pretty much the same.

Planes just take a few seconds to start turning.
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Same with slowing down and going down. I’m amazed we still have to explain this.
 
NovemberEcho said:
well some of y’all seem to turn knobs and push buttons much quicker than others
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I’ve always wondered when you guys give instructions such as “best rate” or best forward speed, if you see differences, between different operators of similar types of aircraft.
 
Old Pete said:
I’ve always wondered when you guys give instructions such as “best rate” or best forward speed, if you see differences, between different operators of similar types of aircraft.
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sometimes yes sometimes no. But there’s no consistent difference between aircraft types or whose paint is on it, more pilot dependent. Except for Lindbergh. They always disregard speeds on finak and slow early and get slower then everyone else consistently. I don’t know why or how, but they are ALWAYS 10-20kts slower than everyone else even with same type ac inside the marker.
 
MidlifeFlyer said:
I guess some FMS require more than turn the heading bug and tap HDG on the AP.
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it’s enough of a difference that when I’m working departure, if I’m building in some time I will give turn left direct, and if I want it now I give a heading when able direct and the difference is noticeable. Probably about a 700-1000 foot altitude difference on average when the turn starts.
 
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NovemberEcho said:
it’s enough of a difference that when I’m working departure, if I’m building in some time I will give turn left direct, and if I want it now I give a heading when able direct and the difference is noticeable. Probably about a 700-1000 foot altitude difference on average when the turn starts.
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Faster to spin the bug while ATC is still talking than to go down to the box and have 4 button pushes with a "you like this?" before executing in the fms
 
NovemberEcho said:
which is what I figured, but according to @jtrain609 it takes the same amount of time
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I didn't make the laws of physics. We all climb at a fixed thrust setting and take whatever climb rate the speed and thrust combo gives us. When it comes to the amount of altitude you'll climb between issuing the command and execution, the weight of the aircraft is going to have a significantly larger impact.
 
jtrain609 said:
I didn't make the laws of physics. We all climb at a fixed thrust setting and take whatever climb rate the speed and thrust combo gives us. When it comes to the amount of altitude you'll climb between issuing the command and execution, the weight of the aircraft is going to have a significantly larger impact.
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I’m just basing this on my observation of working hundreds of departures a day
 
Pilot Fighter said:
Kinda funny how we know, based on the controller's voice, whether to start the turn immediately or after the read-back.
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A couple days ago while on a large, western ATC sector:

Me: “Hear how the controller is starting to step on some of the aircraft, the voice is getting higher and higher and they’re speaking faster and faster?”
Trainee Captain: “Yeah, weird”
Me: “Here comes the…”
LA: (gives another aircraft a 45 degree turn)
Me: “…panic vector!“
 
Derg said:
A couple days ago while on a large, western ATC sector:

Me: “Hear how the controller is starting to step on some of the aircraft, the voice is getting higher and higher and they’re speaking faster and faster?”
Trainee Captain: “Yeah, weird”
Me: “Here comes the…”
LA: (gives another aircraft a 45 degree turn)
Me: “…panic vector!“
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thats why often times the controllers pilots think are the best aren’t necessarily. They just don’t ever change their voice or inflection so you’ll confidently follow their directions into a mountain.
 
NovemberEcho said:
thats why often times the controllers pilots think are the best aren’t necessarily. They just don’t ever change their voice or inflection so you’ll confidently follow their directions into a mountain.
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My confidence level is the direction is directly related to the number of cigarettes and cups of bad gov't coffee I can hear in the sounds of scarred vocal cords.
 
NovemberEcho said:
thats why often times the controllers pilots think are the best aren’t necessarily. They just don’t ever change their voice or inflection so you’ll confidently follow their directions into a mountain.
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Nailed it.

The controller working my flight when I got a swift, very odd vector away from that out-of-control Embraer in super close proximity to us a few years ago was cool as a cucumber. I’m sure It smelled like poo around the scope tho.
 
Derg said:
A couple days ago while on a large, western ATC sector:

Me: “Hear how the controller is starting to step on some of the aircraft, the voice is getting higher and higher and they’re speaking faster and faster?”
Trainee Captain: “Yeah, weird”
Me: “Here comes the…”
LA: (gives another aircraft a 45 degree turn)
Me: “…panic vector!“
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We signed so many people off during the 5/5-5/10 COVID traffic that have never seen it busy, and now panic during fairly routine pushes. Like common and not all that difficult conflicts are an issue for them, essentially anything out of the absolute standard just “Descend via”. We have a generation of controllers just signed off that are the ATC equivalent of “Children of the Magenta Line” It’s crazy.
I’d say I have no idea what the FAA was thinking, but we’re talking about an agency that is doing sick leave reviews during a global pandemic lmao. If it makes no sense, that’s what we’re gonna go with!
 
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