Wow - heard on the air... (long)

Wholeheartedly agree! It saves a lot of time and multiple exchanges
if on your first contact you state your N number, position, altitude
and request. Granted it does take a little planning and forethought
which is beyond many people.



On 20 Jul 2005 10:19:00 -0700, "Doug"
wrote:

One thing a LOT of pilots don't do right. When you call fligh****ch,
you should give your position on your initial callup. This is because
although it's all the same frequency, there are different transmitters.
If you don't give your position, he has to reply on ALL the
transmitters he has becuase he doesn't know WHERE YOU ARE!

I hear this mistake time and time again.

Doug wrote:

One thing a LOT of pilots don't do right. When you call fligh****ch,
you should give your position on your initial callup. This is because
although it's all the same frequency, there are different transmitters.
If you don't give your position, he has to reply on ALL the
transmitters he has becuase he doesn't know WHERE YOU ARE!

I hear this mistake time and time again

I used to make this mistake all the time because I was not taught the
correct method for contacting Flight Watch during my training.

During one call I received quite the tongue-lashing from a particularly
crabby Boston Flight Watch specialist about including my location and,
presto-chango, no more mistake.

--
Peter
























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That's great Gotta give the guy credit though, at least he was
trying to give a PIREP.

Alan wrote:
Fligh****ch: Cessna 234, do you know virga is called when it hits
the ground?
Cessna 234: (slight pause). Uh, negative, I guess that I don't.
Fligh****ch: Virga that reaches the ground is called rain!
Cessna 234: Oh, thanks for that info.

"Alan" wrote in message
...

Wholeheartedly agree! It saves a lot of time and multiple exchanges
if on your first contact you state your N number, position, altitude
and request.

Quite so...you should have the whole thing out in two exchanges:

N#, position (altitude, if relevant)..."I've got a PIREP for you..".
FSS: Go ahead.
Blah, bah, blah...DONE

Granted it does take a little planning and forethought
which is beyond many people.

Wow! A cheap shot at a straw man!!

Flying something slow is not the issue. I say use the Class Bs when
they are the right thing to do. It's a privelege as sweet as any in
this country.

But keeping up with ATC is the key. If your radio work is good and your
flying precise and reliable - no problems. If you can't, speed won't
save you.

Some controllers on a good day will make it all work for you despite
yourself. But no one should put themselves in a position to have to
depend on that.

wrote:
Here in southern CT I've heard some exchanges with NY Approach (don't
recall if the acft in question was trying to get into JFK or LGA) that
just had me shaking my head. Personally I'd never fly into a Class B
airport in something slow, but I know guys that have with varying
degress of success (measured by the controller's level of
exasperation). The airspace just south of here is too damn busy to
accommodate newbies or most weekend flyers safely.

Will

Matt Barrow wrote:

N#, position (altitude, if relevant)..."I've got a PIREP for you..".
FSS: Go ahead.
Blah, bah, blah...DONE

Nah, it's more like:

Pilot: PIREP blah, blah, blah.
Specialist: Thank you for that, is there anything I can get you?
Pilot: Negative at this time, NXXX out.
Specialist: Roger, local altimeter is 29.92, have a good flight.


:-)

--
Peter
























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And I've started saying all that twice, slowly, "Flight Watch Flight
Watch, Maule N-1-2-3-4-F, 20 miles south Bonkers VOR, 20 mile south
Bonkers, destination RDU"

I heard someone do that and started myself. Can't justify it all but
makes some sense.

Anyway, I just try to switch gears from talking to ATC. FW can be
slower, more conversational, etc. But the location thing is key.

Comments?

Alan wrote:
Wholeheartedly agree! It saves a lot of time and multiple exchanges
if on your first contact you state your N number, position, altitude
and request. Granted it does take a little planning and forethought
which is beyond many people.

It is interesting... lots of people including people from that exact
area during the transition of that field from Orchard to ohare call it
ohara. (google finds lots of references to it as ohara)

I wonder why that is? Maybe it is just the older Italians I know from
that area.



Alan wrote:
On 19 Jul 2005 21:09:26 -0700, "Doug"
wrote:


Guy is nuts to go into OHare. I can just imagine what happened when
they had him taxi in. Those taxiways are complicated and crowded. I
don't think I'd go into OHare without a copilot who had been there.


But, he wasn't going to O'Hare. He was going to O'Har"a". He
should be de-winged just for not knowing the proper name!

Maule Driver wrote:

And I've started saying all that twice, slowly, "Flight Watch Flight
Watch, Maule N-1-2-3-4-F, 20 miles south Bonkers VOR, 20 mile south
Bonkers, destination RDU"

I heard someone do that and started myself. Can't justify it all but
makes some sense.

Anyway, I just try to switch gears from talking to ATC. FW can be
slower, more conversational, etc. But the location thing is key.

Comments?

Up in central and western NY (where my typical flights originate), I border
multiple Flight Watch areas (Boston, NY, and Cleveland).

During t-storm time it is so busy between those three facilities that I try
to keep it short. Thus, I would skip the second location and the
destination.

Instead, I would include my request, such as "with a Skyspotter Pirep," or
"requesting radar en route to {destination}," or "requesting updated
weather at {destination}."

--
Peter

pittss1c wrote:
I wonder why that is? Maybe it is just the older Italians I know from
that area.

I thought O'Hare was Irish?