Pilots -- Things Controller's Say That Annoy You.

[NJA_Capt]

....147kts in the CRJ and can't go any slower without falling out of the sky!

Good grief man......We have a 40 degree wing sweep and can fly a no flap landing slower than that.

Leave it to the Canadians to make a plane that can't go fast OR slow.

 

[SoCalAprch]

Good grief man......We have a 40 degree wing sweep and can fly a no flap landing slower than that.

Leave it to the Canadians to make a plane that can't go fast OR slow.

:laff::laff:

 

[Vector4Food]

Good grief man......We have a 40 degree wing sweep and can fly a no flap landing slower than that.

Leave it to the Canadians to make a plane that can't go fast OR slow.

Or climb! Things are like grand pianos with wings...

They can descend real good tho

 

[adreamer]

"squawk 6666"

I actually heard a pilot refuse to accept clearance because of this particular squawk code. :laff:

Anyone superstitous about this?

 

[Sunburn]

I get a little more worried when I hear "Squawk 1313"

 

[cime_sp]

Good grief man......We have a 40 degree wing sweep and can fly a no flap landing slower than that.

Leave it to the Canadians to make a plane that can't go fast OR slow.

Haha...yeah it's a bit of a pain in the butt. The 700 is definately better. It flies MUCH faster/higher in all regimes when you want it too and also slower in the pattern by about 10-15 kts. Just to top it off it uses less runway despite weighing about 20,000 lbs more. Slats are a wonderful thing...

 

[aviatorrbt]

I had a controller yesterday say, "Pilatus XXX, I need to cruise at 320kts or faster." DOH! Responce, "Uh, no. Not possible..."


"Disregard."

HA!

 

[Bigey]

it says f-15e

01010111011011110111011100100000011101000110100001100001011101000010000001101001011100110010000001110000011100100110010101110100011101000111100100100000011010010110110101110000011100100110010101110011011100110110100101110110011001010010111000100000010010010010000001110111011000010111001100100000011101110110111101101110011001000110010101110010011010010110111001100111001000000111011101101111011101010110110001100100001000000111010001101000011001010111001001100101001000000110010101110110011001010111001000100000011000100110010100100000011000010110111001111001011011110110111001100101001000000110100100100000011000110110111101110101011011000110010000100000011100110111000001100101011000010110101100100000011011010111100100100000011101000110100001101001011100100110010000100000011011000110000101101110011001110111010101100001011001110110010100100000011101000110111100101110

 

[Juliet Lima]

"Taxi to 16, hold short of Alpha"

Alpha being the only taxiway. They usually do this when they want us to just give way to traffic coming down the taxiway. Why not just say "Hold short of Alpha"? The "taxi to 16" part is confusing to student/foreign pilots, which we have a lot of.

Why not wait till the traffic passes then, call ready to taxi.

I hate when a pilot will call ready for takeoff when there is traffic on 1/2 mile final. Why not wait? Or better yet, just pull up to the hold bar and i'll initiate the clearance when it's pertinent.

 

[gatorbuc99]

Yea ,you see that happen all the time w/ students...you're on short final and they call tower ready to go (i did it a coupla times to, not immune to boneheaditis); i must say you're a cut above the pack, my experience w/ most class d towers is they actually want you to call ready to go even if you are sittin at the hold short bars. Oh well...

 

[polo708]

I expect the pilot to call me when he/she is ready for departure... Im not psychic, nor do I know the a/c's callsign. BUT they could help me out and wait about 10 seconds before making that call.

 

[SlumTodd_Millionaire]

I expect the pilot to call me when he/she is ready for departure... Im not psychic, nor do I know the a/c's callsign. BUT they could help me out and wait about 10 seconds before making that call.

The AIM tells us that ATC will assume a turbine powered aircraft will be ready for departure upon reaching the end of the runway. That's why a lot of us don't say anything and expect you to call us. Are controllers taught otherwise?

 

[whysoserial]

The AIM tells us that ATC will assume a turbine powered aircraft will be ready for departure upon reaching the end of the runway. That's why a lot of us don't say anything and expect you to call us. Are controllers taught otherwise?

It depends on the airport and what people are used to but some do not know this information...on both the pilot and ATC side.

I always try to call pilots first (Jets/Turbo Props/Air Carriers/etc). I have strips on everyone so I know who everyone is. Some smaller airports don't do this so naturally they won't know who it is unless 'ground' forwards the information which a lot don't.

Regarding the calling for departure when there is traffic landing. It's annoying sometimes but if there are a lot of departures cramped up in a runup area or something, a lot of them are just trying to get in line so to speak...based on the first come first served basis.

 

[Juliet Lima]

I've worked 3 civilian class D's and at every one of them I assume the pilot is ready if they pull up to the bars. I'll then initiate and clear them, if traffic permits. If you pull up and I clear you and your not ready, I usually tell the pilot to hold off to the side and do your run up and leave the entryway clear for other aircraft that may be ready. Quick note, I've always worked at airports where there were clear run-up areas that were off to the side and allowed you to do your pre-takeoff checklist and still allow room for other aircraft to pull up to the bars.

Someone above said their not psychic and don't know the callsign of the aircraft at the runway. How is that? Is ground control that tight lipped that they keep callsign secrets? How would you know someone is IFR and not VFR when they call ready. It's not like every pilot tells the controller their IFR when their #1 ready at the hold bars. Sounds like an oppurtunity for an OE/OD by launching an IFR guy without release because you don't know their callsign or if their even IFR.

 

[polo708]

Someone above said their not psychic and don't know the callsign of the aircraft at the runway. How is that? Is ground control that tight lipped that they keep callsign secrets? How would you know someone is IFR and not VFR when they call ready. It's not like every pilot tells the controller their IFR when their #1 ready at the hold bars. Sounds like an oppurtunity for an OE/OD by launching an IFR guy without release because you don't know their callsign or if their even IFR.

Ground is not tight-lipped, just usually too busy to pass every callsign when they taxi, we're a pretty busy FCT tower. Its a VFR tower and we run about 5 IFR ops a day so when someone is IFR we know. Its common to have 10-15 Cessna's/Cherokee's waiting for departure sometimes and not know callsigns until they call ready. The best is when the guy 10 deep in the lineup calls ready and gives you his 30 second speech about what he wants to do. THAT is my pet peeve, haha.

 

[Juliet Lima]

Ground is not tight-lipped, just usually too busy to pass every callsign when they taxi, we're a pretty busy FCT tower. Its a VFR tower and we run about 5 IFR ops a day so when someone is IFR we know. Its common to have 10-15 Cessna's/Cherokee's waiting for departure sometimes and not know callsigns until they call ready.

okay, i do realize RYN can get busy. i worked up the road from u at IWA and know what u mean. this is just my personal opinion but i would just hate not knowing any of the callsigns. when the lineup is 10-15 deep it becomes a task in itself to sort out whos who at the run up and then figure out where they wanna go.

do ALL of your departures go to the same point for takeoff??

The best is when the guy 10 deep in the lineup calls ready and gives you his 30 second speech about what he wants to do. THAT is my pet peeve, haha.

yeah that is annoying. or when the guy that is clearly 5th or 6th in line calls himself number 1 ready because thats what he used to saying.
me: "alright N123 are there 5 airplanes in front of u right now?"
N123: "umm yes"
me: "N123 alright roger understand your number 1 behind 5 other people, thank u"

 

[polo708]

okay, i do realize RYN can get busy. i worked up the road from u at IWA and know what u mean. this is just my personal opinion but i would just hate not knowing any of the callsigns. when the lineup is 10-15 deep it becomes a task in itself to sort out whos who at the run up and then figure out where they wanna go.

do ALL of your departures go to the same point for takeoff??

When you have 2 full patterns, instruments lined up, inbounds from every direction and only 10% of them truly speak English its hard to keep track of(100-150 op/hr is common). Add the 10+ on the ground and its overload. We dont use strips(only for IFR), only a notepad and whatever system on that pad works best for each individual.When they get to the hold short and state their callsign we ask them their intentions then or give them runway heading and ask them after they are airborne(if we need a quick takeoff). Everyone goes to the end of the runway, but if a pilot wants an intersection then we'll coordinate and local knows who it is ahead of time. Usually a local guy, rarely a student.

I would have loved to go to IWA, but RYN is busy enough... we did 260k last year but atleast you guys get some decent IFR work up there. We get an occasional private jet but mostly cessnas/cherokees/bonanzas and twins. When were you up there?

 

[Juliet Lima]

I would have loved to go to IWA, but RYN is busy enough... we did 260k last year but atleast you guys get some decent IFR work up there. We get an occasional private jet but mostly cessnas/cherokees/bonanzas and twins. When were you up there?

I was there from 2004-2006. Then I went FAA to Oakland Center (ZOA). Boy what a mistake that was. I ended up resigning ZOA when I was two positions (out of 12) short of CPC. I'm now back with Serco at Idaho Falls. Whew tough work up here. LOL. 50-80 ops a DAY. Just got offered a job back into the FAA for Vegas Tracon. Debating taking it, but holding hope they will change it to Vegas (McCarron) Tower. Then I would take it instantly.

Nah, you don't really want IWA. It's always short manned so there's a lot of overtime and training. There was always AT LEAST one trainee in local. I hated when you guys sent your japanese bonzais, i mean bonanzas up to IWA. They don't even speak any english. I don't know how you guys do it. I had one of them call for taxi and receive permission to taxi, then stay put for about 2 minutes before I finally asked if he was still going to taxi. He said standyby, so I put some binoculars on him. He never even took the chainlink tie downs off his plane and the chocks were still on his wheels. I couldn't stop laughing for like 5 minutes.

Alright my off topic rambling is now over.

JL

 

[iFLY87]

I was flying a school plane and the ident button was broke off.
ATC: N51794 contact tri-city app on 123.54
Me: Tri-City N51794 level 5.5
ATC: N51794 ident
Me: ident not aviable 794
ATC: Say again?
ATC: VFR flight following cancled, squak 1200, freq change approved

 

[Nick6485]

I was flying a school plane and the ident button was broke off.
ATC: N51794 contact tri-city app on 123.54
Me: Tri-City N51794 level 5.5
ATC: N51794 ident
Me: ident not aviable 794
ATC: Say again?
ATC: VFR flight following cancled, squak 1200, freq change approved

Sounds like something So Cal would do...followed by, "remain clear of the class B and C airspace"