Terms that annoy you on the radio
09-19-2013, 09:53 AM
#101
Gets Weekends Off
Joined APC: Aug 2012
Posts: 1,026
Yes. Kind of gets you thinking about your phraseology while talking and how all the others are rating your radio speak.
That’s ok. I’m not paranoid or schitzo though. Sure hope I don’t use any see yuh’s! or bye bye’s or okie dokies or…yikes!
Yeah, I hope I don’t do that either.
Ahhh...don’t listen to him he’s all paranoid!
That’s ok. I’m not paranoid or schitzo though. Sure hope I don’t use any see yuh’s! or bye bye’s or okie dokies or…yikes!
Yeah, I hope I don’t do that either.
Ahhh...don’t listen to him he’s all paranoid!
09-20-2013, 06:42 AM
#102
Gets Weekends Off
Joined APC: Jul 2007
Position: 75/76 FO
Posts: 217
09-20-2013, 10:18 AM
#104
Get's Every Day Off
Joined APC: Oct 2006
Position: Retired
Posts: 1,860
09-20-2013, 11:33 AM
#105
Da Hudge
Joined APC: Oct 2006
Position: Poodle Whisperer
Posts: 17,473
Delta - Pilots
09-30-2013, 07:33 PM
#106
Gets Weekends Off
Joined APC: Sep 2013
Position: PA-18, Front
Posts: 187
I don't condone unprofessional radio terminology, but IMO, ATC uploading is a bigger problem than lexical creativity.
Of specific concern is ATC policy trend. As the volume of air traffic has increased within a confined airspace, Air Traffic Services successfully lobbied for authority to "direct" rather than "clear" flights. And this is understandable. There are times when ATC must have the authority to issue "instructions" to maintain separation. But this authority is abused daily whenever the controller's workload is more than he can or is willing to handle. Nowadays, ATC "instructions" are not only issued to maintain separation: ATC invokes this new authority to "instruct" pilots—and by regulations, pilots must comply—to do the controller's work. How often do we get a handoff that includes "instructions" to contact the next sector and to give him our present and cleared altitude, assigned speed, assigned heading, the next fix, weather deviation and so forth? All this information is available to the controller. Passing this flight information on to the next sector is his job, not the pilot's. It is an organic function of Air Traffic Control. ("Beyond Stick-and-Rudder" p. 311)
Of specific concern is ATC policy trend. As the volume of air traffic has increased within a confined airspace, Air Traffic Services successfully lobbied for authority to "direct" rather than "clear" flights. And this is understandable. There are times when ATC must have the authority to issue "instructions" to maintain separation. But this authority is abused daily whenever the controller's workload is more than he can or is willing to handle. Nowadays, ATC "instructions" are not only issued to maintain separation: ATC invokes this new authority to "instruct" pilots—and by regulations, pilots must comply—to do the controller's work. How often do we get a handoff that includes "instructions" to contact the next sector and to give him our present and cleared altitude, assigned speed, assigned heading, the next fix, weather deviation and so forth? All this information is available to the controller. Passing this flight information on to the next sector is his job, not the pilot's. It is an organic function of Air Traffic Control. ("Beyond Stick-and-Rudder" p. 311)
09-30-2013, 11:52 PM
#107
Gets Weekends Off
Thread Starter
Joined APC: Feb 2013
Position: French American
Posts: 417
I don't condone unprofessional radio terminology, but IMO, ATC uploading is a bigger problem than lexical creativity.
Of specific concern is ATC policy trend. As the volume of air traffic has increased within a confined airspace, Air Traffic Services successfully lobbied for authority to "direct" rather than "clear" flights. And this is understandable. There are times when ATC must have the authority to issue "instructions" to maintain separation. But this authority is abused daily whenever the controller's workload is more than he can or is willing to handle. Nowadays, ATC "instructions" are not only issued to maintain separation: ATC invokes this new authority to "instruct" pilots—and by regulations, pilots must comply—to do the controller's work. How often do we get a handoff that includes "instructions" to contact the next sector and to give him our present and cleared altitude, assigned speed, assigned heading, the next fix, weather deviation and so forth? All this information is available to the controller. Passing this flight information on to the next sector is his job, not the pilot's. It is an organic function of Air Traffic Control. ("Beyond Stick-and-Rudder" p. 311)
Of specific concern is ATC policy trend. As the volume of air traffic has increased within a confined airspace, Air Traffic Services successfully lobbied for authority to "direct" rather than "clear" flights. And this is understandable. There are times when ATC must have the authority to issue "instructions" to maintain separation. But this authority is abused daily whenever the controller's workload is more than he can or is willing to handle. Nowadays, ATC "instructions" are not only issued to maintain separation: ATC invokes this new authority to "instruct" pilots—and by regulations, pilots must comply—to do the controller's work. How often do we get a handoff that includes "instructions" to contact the next sector and to give him our present and cleared altitude, assigned speed, assigned heading, the next fix, weather deviation and so forth? All this information is available to the controller. Passing this flight information on to the next sector is his job, not the pilot's. It is an organic function of Air Traffic Control. ("Beyond Stick-and-Rudder" p. 311)
It was my understanding that final authority always lies with the cp in the US unless it is a TA. Is it a new regulation that you must always comply with ATC ? Or are you specifically talking about getting a shortcut direct to..?
Last edited by savall; 09-30-2013 at 11:54 PM. Reason: Addition
10-01-2013, 01:09 PM
#108
Gets Weekends Off
Joined APC: Jun 2012
Position: CFIT cannot be logged as a landing?!
Posts: 142
I can't give specific examples, but you know it when you hear it:
Usually, it's an ASA callsign (I'm based in ATL), and the transmission sounds like the (fairly new to 121) pilot is trying extremely hard to sound cool and salty. Ends up muttering/mumbling the readback and trailing off the callsign at the end of the transmission.
I've had a couple conversations with the CA following this type of radio exchange, and we've concluded that the "new kid" is probably a product of this new digital- short attention span- generation.
Anyone else noticed this? Or am I just getting older and grumpier?
Stetson20
Usually, it's an ASA callsign (I'm based in ATL), and the transmission sounds like the (fairly new to 121) pilot is trying extremely hard to sound cool and salty. Ends up muttering/mumbling the readback and trailing off the callsign at the end of the transmission.
I've had a couple conversations with the CA following this type of radio exchange, and we've concluded that the "new kid" is probably a product of this new digital- short attention span- generation.
Anyone else noticed this? Or am I just getting older and grumpier?
Stetson20
10-01-2013, 01:26 PM
#109
Gets Weekends Off
Joined APC: May 2010
Posts: 350
I don't condone unprofessional radio terminology, but IMO, ATC uploading is a bigger problem than lexical creativity.
Of specific concern is ATC policy trend. As the volume of air traffic has increased within a confined airspace, Air Traffic Services successfully lobbied for authority to "direct" rather than "clear" flights. And this is understandable. There are times when ATC must have the authority to issue "instructions" to maintain separation. But this authority is abused daily whenever the controller's workload is more than he can or is willing to handle. Nowadays, ATC "instructions" are not only issued to maintain separation: ATC invokes this new authority to "instruct" pilots—and by regulations, pilots must comply—to do the controller's work. How often do we get a handoff that includes "instructions" to contact the next sector and to give him our present and cleared altitude, assigned speed, assigned heading, the next fix, weather deviation and so forth? All this information is available to the controller. Passing this flight information on to the next sector is his job, not the pilot's. It is an organic function of Air Traffic Control. ("Beyond Stick-and-Rudder" p. 311)
Of specific concern is ATC policy trend. As the volume of air traffic has increased within a confined airspace, Air Traffic Services successfully lobbied for authority to "direct" rather than "clear" flights. And this is understandable. There are times when ATC must have the authority to issue "instructions" to maintain separation. But this authority is abused daily whenever the controller's workload is more than he can or is willing to handle. Nowadays, ATC "instructions" are not only issued to maintain separation: ATC invokes this new authority to "instruct" pilots—and by regulations, pilots must comply—to do the controller's work. How often do we get a handoff that includes "instructions" to contact the next sector and to give him our present and cleared altitude, assigned speed, assigned heading, the next fix, weather deviation and so forth? All this information is available to the controller. Passing this flight information on to the next sector is his job, not the pilot's. It is an organic function of Air Traffic Control. ("Beyond Stick-and-Rudder" p. 311)
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