Pet peeves from the ATC folks

[minitour]

Yah! Why can't the controller just ask us if we have the field in sight first before issuing the long approach clearance? We've stayed off the freq so you can deal with other flights. Now you're mad because we said "field in sight"?

Yeah..something like;

App: "Pudspanker 420 do you have the airport in sight?"
PS420: "Affirmative, we've got the airport in sight"
App: "Thank you, Pudspanker 420 Cleared visual 8 Right Contact tower 123.45"

or

App: "Pudspanker 420 do you have the airport in sight?"
PS420: "Negative, we're in and out"
App: "Very good sir, you're 6 from MYFIX, fly heading 050 maintain 4,000 until established cleared for the ILS 8 Right approach contact the tower at the marker on 123.45"
PS420: "bla bla bla"

On a personal note...some of these CLE controllers....I don't get it.

I can choose as PIC to waive the wait for wake turb, correct?

Now, I'm not going to for a 757, but I'll try to help things out when tower calls with the TIPH behind an RJ taking off with:
"N123 24Left Position and Hold we can drop the wait for wake if we can get an immediate XXX heading after takeoff"

...why is it when I've given them an out, they make me sit there for the three minutes while the SWA 737 is now what...6-7 miles closer to my a$$-end?

and why do they slow an RJ down behind me when NO ONE is taking off on 24L? Why do they INSIST on landing EVERYONE 24R? I can slide over and if you don't want me to, I'm sure the guys flying the (RJ, 737, whatever) behind me won't mind either if it means they can go faster than (insert your favorite CLE Speed restriction on base here) to the numbers...

Aside from that, I like ATCers...I try ta help 'em out if I can and usually I get the same back. I can't count the number of times flying /A or /U I've been asked if I'd like vectors direct because I changed up an altitude or did something "funky"...they're generally good people.

Just sound cheery and like you know what you're doing when you check on and you're in good shape...give 'em "uh...Center...uh...Cleveland Center...uh...Cessna 172...er...Cessna 1234X....um...we're...going to uh...Bravo Atis Charlie" aaaaaand you've got a rough day ahead.

-mini

 

[wild bill kelso]

I go f-ing nuts when pilots don't have the wind sock on thier mikes and actually blow into the f-ing thing. Cant you hear it yourselves when all your Fs and Ss are blown out? Totally unreadable!

 

[ERfly]

On a personal note...some of these CLE controllers....I don't get it.

Don't try. There is no common sense, no special procedures, nothing when it comes to CLE. CLE App. makes absolutely no sense what so ever. If more than 3 airplanes are headed for the airport at any one time, it's a major emergency.

At Hopkins, you will fly the double downwind (from CXR direct to the airport and then back out on the downwind if landing the 24s). You will fly it no faster than 170. You will have 100 mile long final. And no one will be getting an approach to a different runway. It's one or the other. They had the SOIAs and they lasted maybe 3 days.

The sooner you accept those facts, the less stress you will have in CLE. And by the way, Drew Carey, you're full of ^#%^!! CLE SUCKS!!

 

[Meathead]

Cool thread - Question/Pet Peeve for the ATC types:

1)
Controller gives you a crossing restriction - Ex 'Cross JHAUN at 12000'. It's a slammer and I'm working hard to get down - out of about 15000 the controller now says 'turn 15 degrees right for traffic'. When do I have to be level at 12? Abeam JHAUN? or just when the mood strikes me (normal descent)?

2)
Prior to taxi, your clearance is 'cleared as filed'. You get to the end and get a plain vanilla 'cleared for takeoff' with no mention of hdg or where to go. I have been barked at for turning on course, and I have been barked at for flying runway heading. I always ask now, but what are the rules when cleared 'as filed' with no guidance in the takeoff clearance?

-The comment on controllers waiting to clear you to climb until you pulled the power back was funny - it's amazing how often that happens. -Maybe they have a hidden camera in the cockpit?

Thanks -(and I'm not 'with you').

 

[minitour]

They had the SOIAs and they lasted maybe 3 days.

Still have 'em....never EVER used 'em tho...I even did the FAA's online "training" for it...wtfo?

I even mean clear VFR Clear and a ton days...why can't I just switch to 24L/6R? I'm going to cross it on my way to the ramp anyway....wtfo?

And for the love of God...if they're going to decommission 6C/24C...can they just do it? If it's going to become a taxiway (which I believe is the intent?), then do it! If not, let me land on the thing...it's a beautiful VFR day and I'm in a piston single...I think I can manage...

Or 10/28...I don't think I've ever seen anyone use the runway...oops that's a lie. It's the hold short point for 24L....why even maintain the ILS there? Just shut it down and make it a taxiway!

Argh....

I could go off on BKL too....sending a piston single 360* at 3,000 15nm over the lake....that's super! I'll save it though.

Rant over...again

-mini

PS
CLEVELAND ROCKS! GO TRIBE!

 

[Flight_Line]

[FONT=&quot]Here's a pet peeve of mine when it comes to controllers. Clearing me to things that aren't on the charts especially when I am IFR. You know, hotels (The Stratosphere in LAS comes to mind), dumps (Mt. Trashmore, Key West), roads (L.A.) and the like. Also, try not to get mad at me if I have no idea what you are talking about when you send me flying at something weird. I'm all for helping you guys out but if I don't know what the heck you are talking about just give me a vector and smile. [/FONT]

 

[hyper]

Useless, excess verbiage, both phrases.

As to "with/have the numbers," this was a courtesy back in the day -- before ATIS. Now it serves no useful purpose, assuming the airport is ATIS-equipped; saying it does not relieve the controller of verifying that you actually have all the current ATIS info. The AIM says this:

So is please, thank you, when able..... 90% of the time I check in with the atis, i'm asked again if I have it. 90% no fail.....

 

[AirBadger]

One annoying thing...whenever my school's students fly DA20-C1s we get mistaken as either the Diamond Twin Star, Katana (thats not a big deal, basically the same), Falcon 20, or even the Diamond Jet.

 

[HS125]

While I agree that controllers get lazy about changing the ATIS, there's nothing to keep a controller from clearing you for the visual approach if the weather's changed but the ATIS hasn't. And, unless you have ops specs or company rules that say otherwise, if you have the airport in sight, there's nothing to prevent you from requesting a visual approach, regardless of the content of the ATIS. The onus for complying with the VFR requirement is on the controller, not the pilot (AIM 5-5-11) and the weather observation is official when it's taken, not when it makes it onto the ATIS broadcast.

I've been denied the visual several times when the weather was considerably better than what ATIS was calling it. Approach controls response was that they couldn't clear me for the visual as long as the reported visibility was less than 3 miles. I tell them that it is clear and that I have the airport 10 miles out, they tell me that they can't clear me for the visual because the reported vis is less than 3 miles. That's when I hit 'em with the request for a contact approach which usually brings a moment of silence.

Not all airports know how to run traffic like ORD, but it sure would be nice if they did!

 

[HS125]

What's with pilots that say "I have the numbers?" No, obviously you don't or you would say which ATIS (Victor, Bravo, etc..) you have.

AIM 4-1-13-h:

While it is a good operating practice for pilots to make use of the ATIS broadcast where it is available, some pilots use the phrase "have numbers" in communications with the control tower. Use of this phrase means that the pilot has received wind, runway, and altimeter information ONLY and the tower does not have to repeat this information. It does not indicate receipt of the ATIS broadcast and should never be used for this purpose