"You made the wrong turn! | Citation turns opposite than instructed after Departure
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- čas přidán 17. 02. 2023
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Pilots, important to know and to read back the side of turn.
ATC, important to actively listen to readbacks and correct them if necessary.
Actually the read back was correct. The first pilot read back "diamond shaped waterway" (@0:55) which is on the right from climb out. ATC did not really have reason to suspect that the pilot(s) misunderstood.
@@atubebuff Sounds like one pilot understood, one didn’t. So this is a CRM issue on top of everything else. A good example of the Swiss Cheese model.
@@atubebuff ATC, has the responsibility for assuring the read back of the clearance is verbatim. You hold that strip in your hand and read along with the read back. Also, not very clever handing off aircraft on conflicting courses with out providing and assuring that separation has been attained. Sloppy work.
As a retired controller, I have to say that would've been an error on the controller's part. It is the controller's responsibility that every key aspect of the readback is correct and complete. I also agree that not assuring separation before switching him to departure was sloppy at best.
@@rubenvillanueva8635 The 2nd pilot piggy-backed the readback at 1:06 *continuing* from the moment the previous pilot said "diamond shaped" and at/below 1100'. I still think ATC was reasonable in only correcting the latter part of the long clearance.
I’m gonna need you to take off, turn right, do a backflip, climb to the edge of the stratosphere, nosedive to FL350 maintaining VFR, two aileron rolls to follow, finish up with the Hokey Pokey because that’s what it’s all about. Insanity!!!
That was more complicated than a typical civil departure route, but, as other people have pointed out, they were on the ground, parked, before taxi. They had time to write it down and read it back. Not following the procedures means you anger a lot of people by violating noise or other regulations, or you fly into the ground because you were too low, or you fly into somebody because of traffic routing. If you're going to fly, especially in airspace as crowded as the Bay Area, you gotta get it right.
Also don't fly into the mountains when you turn left, so the right turn was a bit important there.
I cant write that fast.
Gold star post!!!!!. FAA controller, instructor, 42 years!
There’s a good reason the procedure is as complicated as it is, that right turn puts them right under the SFO arrivals, SQL is an airport in extremely close proximity to SFO airport and it’s on the arrival side so all that fancy stuff is to ensure you don’t climb right into any arrivals into SFO, and the usual solution would be turn left right? Well that puts them into terrain at 2500, and if the radar display is accurate that citation was quite close with those ridges
The controller also dropped the ball because the pilot read back the heading without specifying the direction of turn. That was an opportunity to confirm.
Controller may have assumed the pilots were familiar with the departure patterns at San Carlos? Off 30 Woodside departure always turning right, never left.
he mighta but i still love that controller hes great at ksql!
@@nickgarrett737 No published SIDs for SQL.
Direction of turn not specified, he wasted an opportunity to pull an immelman.
@@dalentoews3418 Better take the cotton balls out of your ears, and listen to the initial transmission of the clearance. Hopefully, you do not pilot an aircraft, you may do the same as this Citation pilot.
That was one of the most ridiculous clearances I’ve ever heard.
Seems ridiculous until you realize how congested the sky is above you with traffic headed to San Francisco.
Not really. You have to listen carefully, write it down and read it back in full and correctly. If it takes several goes to get it all right, so be it. Every element in a clearance is there for a reason and every element must be understood before departure and then complied with in the air. It didn’t help that the controller did not correct the lack of turn direction read back. That failure might save the pilot’s bacon in this instant.
May have been complicated but after he lifted off and made the wrong turn you immediately found out why they gave him those instructions. Another flight was route on that side as well as near same altitude. Second read back was still incorrect and should have been addressed. What if that second flight had been closer to his incorrect turn? This vid could have been covering a mid-air collision.
@@BillySugger1965 I understand that, and agree, but it’s still one of the most complicated clearances I’ve heard over the last 7 years flying all over the US, South America, and Caribbean.
So, it's not "ridiculous."
It's lengthy and necessary.
The controller told the pilot he had the routing correct, so he has some skin in the game too.
How about, “Right downwind departure maintain 1,100.”
Jinkies!
That's what the departure procedure is if you depart vfr. The screwy instructions are for trying to describe noise abatement for IFR departures and you get so used to it at San Carlos that people forget how weird it is.
That would be too strait forward.
Can't give that to an IFR departure. How do you maintain a right downwind if you can't see the runway?
It's not an IFR departure if part of the instructions are "maintain VFR"
The departure procedure is so complex that I can't even get it 100% correct in one go even with subtitles.
Good thing you are not a pilot.
I fly here. My home base. Always chuckle at pilots trying to read it all back. Especially if it’s the first time they heard it and didn’t make themselves aware of the departure procedures before they went live…. The sign at the end helps the unfamiliar visualize it. You can tell it’s from the start of the communications it caught him off guard. This is all published information and can be known well ahead of time. Not just before taxi. And he’s flying a jet on a 2600’ runway with heavy aircraft descending immediately above him into SFO. I know of this controller too. That’s his cadence. A bit of normal talk mixed in with actual ATC chatter.
Nobody said flying was easy, especially in complex airspace.
Does the procedure change according to circumstances? At the airport I'm learning to fly there are departure routes which would sound as complex as this one or worse when you'd read out every detail, but they are always the same. So no one reads them out, you just ask - and get cleared - for "Hotel Departure" or something like that.
@@kaasmeester5903 Other comments have remarked that this airport sits below SFO's airspace requiring an admittedly semi-complex clearance to keep departures out of SFO's flow. These instructions are actually posted in the runup area so you can read them from your aircraft. To me this is a reminder that "most flying is routine, but you have to be ready for deviations from the norm".
People here don't understand the amount of work needed to make these videos, now with the navigation chart overlay with the radar paths on top. Great job (and thank you) VASAviation.
Some more time on editing but really worth it. Thanks
Why would you say that? It’s obviously a lot of work.
Yeah, to ALL the aviation enthusiasts who make these type of videos props out 👌🙌👍
I flew up to San Carlos for my IFR cross country. My instructor and I had to spend 10 minutes trying to figure out our departure procedure, and we still messed up as we forgot something (the controller didn't catch our incorrect redback)
My instructor has been an airline pilot for a while now and has said that he's never heard anything as complicated as those departure instructions
Yeah, she’s an unreasonable mouthful, fer sher.
It's a bit complicated the first time around, to stay away from arriving SFO traffic. Local pilots know what to expect so it's not a big deal. This is definitely one of the airports that would benefit from having typical clearances posted in print, so first timers aren't overwhelmed with the unexpected fixes.
I think it was a bit strange that our Instrument Departure Procedure involved making visual contact with landmarks on the ground.
@@nolanblew yes, but on the other hand back in my days at least also instrument departures could involve visual parts, but they then as a consequence could not be flown in adverse weather.
Blame the locals for the noise abatement crap, not the FAA. Regardless, not everyone should be flying there, at that airport, in that city, or along that coast, or even in that state’s airspace. Move to Kansas, where it’s easy.
I see lots of commenters complaining about the departure directions. To the left is a mountain range topping out at ~2500 feet. To the right is the approach of SFO, a very busy dual-approach airport that often has 2 large planes landing every minute or 2. Departure directions are very important at SQL. It's needed to keep everyone safe.
SQL is a tough airspace. On that departure if you go too long you are busting SFO bravo, too high on a right downwind you again bust bravo (but you get really nice closeups of the big boys,) too low on an extended downwind and you are in Palo Alto airspace. An IFR departure must be like threading a needle with your eyes closed. I finished my private there; the visibility to teach east usually sucked and for a small airport it is remarkably busy.
They’ve got really cool departure plates that usually describe complex instructions like these. They even have locations of rising terrain and obstacles. Apparently this airport hasn’t had enough pilot deviations to realize there’s a better way to do departure procedures.
I think everyone agrees that detailed directions are necessary. I think the issue is with how they are communicated to pilots, especially during taxi right before takeoff when they may be dealing with other issues as well.
@@Boamonster1 I petitioned the FAA two years ago for a published runway 30 departure and it will land in April 2023. It's basically a climbing right turn to SJC as an ODP.
Yeah WHY would you turn left?
There is a reason the contract controllers are replaced by hand-picked FAA controllers at Whitman during OSH. That run-on sentence delivered at blistering speed is pure hubris. Controller is working under the shelf of SFO, not at SFO itself.
I understood everything he said. I could have followed his directions. I wouldn’t have turned left, when told to turn right.
This will be the definition of systems failure when something horrible happens. Then the NTSB will sit in a room and talk about how the lengthy directions were ridiculous. They'll have fancy words for it.
No, they won’t…
The lengthy directions are necessary because the flight path is super narrow both horizontally and vertically, and it’s super important that pilots don’t crash into terrain or wide body traffic…
This is the normal procedure for san carlos. Pilot should have been expecting it
I’m kind of on both sides. The pilots should have recognized the complexity, and verified multiple times.
BUT, that clearance is no joke and I could understand confusion especially if you’re unfamiliar.
If the clearance is as complicated as that, I think they can give it out in chunks so it becomes less confusing. Would be easier for pilots to jot it down and for ATC to know that the clearance is heard and interpreted accurately. Just my 2c!
8RC at 2500msl. "8RC, uhhh, we got a citation out infront of you about 10 degrees to your left, lets have you turn 10 degrees left. Citation ( at 1100msl), continue on course and climb. Lets make sure you two cross paths as close as possible to keep things extra spicey." 😄
It was because of the low altitude alert.
Citation already advised to have the aircraft in sight. If she delay their climb and enter IMC conditions after passing the VFR aircraft below the MSA, that'd be extra spicy too.
@@lloydfeng5716 They had another aircraft in sight, that was noted in the subtitles
Ha! Yes!
Aside from the 'in sight' stuff, it's also a reasonable shout to point aircraft at where the other aircraft is now on the understanding that is therefore where the aircraft WON'T be when they cross.
In a LAHSO double go around, for example, one goes straight, the second one gets pointed directly at the first one. By the time it reaches where the first one WAS, the first one is long gone.
I was actually in 968RC instructing another pilot for a bay tour! We were extremely confused as to why this Citation is over there on the west side so low. On an IMC day, they definitely could have been in big trouble with the terrain there. I used to be based in San Carlos, and they have a lot of weird departure procedures to avoid SFO airspace and arrivals. The instrument clearance given there there sounds more complicated than it really is in practice, though.
I'm just glad we weren't the "star" for this video....
San Carlos has "contract controllers". My favorite was listening to the guy tell the pilot to "read the departure procedures on the sign next to the taxiway and call back when you have read it." He was the same guy who literally rapped the ATIS.
Ha! That is awesome
The first controller you hear is my favorite, I'm currently training for my ppl there and he's always really funny.
this kind of departure instructions should be written/posted/published as a standard routing
is it got recorded on the channel ?
That was me when I flew into San Carlos once. The VFR "voluntary noise abatement procedures" on the sign were not included in the Charts Supplements or any FAA publications so I was not aware beforehand. It looks like the VFR and IFR departure procedures are only published on the airport website.
You pilots have great memory! After that 1st minute I’d be radio’ing asking him to rebroadcast to me in smaller chunks. 🤣
Shouldn't be a memory skill. We always copy down the clearance.
I've lived in the area for almost 30 years now. I even worked for Oracle a long time ago and I just now noticed that San Carlos Airport is called SQL.
Select turn_direction from departure where airport = 'San_Carlos' and flight_distance >= DIAMOND;
That was hell of a departure clearance!
That silly VFR to IFR procedure can get confusing for the unfamiliar. SQL is just in a weird location for airspace and obstacles and that kind of procedure is not what most pilots fly, especially IFR.
I am so surprised San Carlos has never made that procedure an official ODP. Every single IFR release off 12 is exactly what was in the video and the there is even a printed plate you can get at the airport for it. But for reading clearances you always have to have the ground frequency clogged with those same convoluted departure instructions.
Honestly this does need to happen. As an instructor working out of SQL, last weekend I was struggling to leave parking for 20 minutes engines running with a student because of clearances like this.
@@AviateNavigateCommunicate919 Try leaving DVT in the summers. Longest wait I’ve had was an hour 12 with a student. Luckily Chinese airlines don’t care about burning money for their cadets
My God, what are these crazy departure procedures? Aren't there standard SIDs to avoid such a madhouse?
This airport is directly under the approach path to San Francisco. Lots of traffic directly above you.
Or the controller should have just told him to fly a right downwind instead of some weird departure procedure.
@@stevesideris8364 I understand the difficulty of the situation, and in no way blame neither ATC nor the pilot, because the way we fly in our country is very different from the U.S. and I can not judge, but would it not be easier to have some clear SIDs with all these restrictions, radials, etc. that the crew and dispatcher would be easier?
@@stevesideris8364 Sooo???
Even more of a reason to have (RNAV) SIDs for pilots to adhere to...
A clearance like this is just bonkers. So many possible points of failure....
@@marcel1416 RNAV is probably not possible here due to the requirement to maintain VFR conditions. But it certainly can be a charted SID rather than being read off the radio
Thats an insane clearance
Those departure instructions were pretty damn complex, and the clearance was delivered quickly, but it is our responsibility as pilots, if unfamiliar with this local clearance, to have the controller say it again until we are certain of the instructions.
sure, better red then dead
That clearance is crazy fun. Good learning lesson here.
Excellent way to respond.
I agree,. But its also a published departure procedure titled RUNWAY 30 VFR to IFR Departure Guidance. Not sure why they don't give it a name and issue it as a SID.
@@Chris-de2qh Thanks for looking it up! That makes sense.
FYI the new runway 30 textual (ODP) departure that publishes in April 2023 will resolve this ridiculously complex VFR-to-IFR departure sequencing that exists today. (There's a textual departure for runway 12 but prevailing winds make 30 the typical and calm-wind runway of choice.)
He also missed the right turn call and ATC never corrected him. Confusing departure procedure haven’t heard something like that before. Don’t blame the pilots but they should have made extra sure on that.
Of course you blame the pilots. They were told to turn right and instead turned left.
@@Falcon-um7vo yes but ATC did not correct them on the read back so is at fault too.
Bingo! Didn't take too long in the comments until the "pilots not at fault" comment! 🤣🤣🤣🤡
@@halops117 primary fault is the pilot’s, and your original comment said don’t blame the pilots
@@Falcon-um7vo I don’t blame them but they still messed up.
Y'know, this all sounds complicated, but it's pretty easy to remember to pass the bigs square pond then U-turn towards the bay, not the hills, and then stay below 1100 until you are just south of the airport before climbing and heading over to Woodside (where there's a really nice diner and way too many rich people).
You can get anything you want, at Alice’s Restaurant (except for the $5 Wednesday breakfast buffet, which they ended years ago 🥲)
You ever flown anything that flies faster than 120kts?
right. rich people are bad. don't go to school and get pregnant and never get a job.
Rich people suck lol.
@@joeyspizza8 🎶 You can get anything you want, at Alice's Restaurant
Excepting Alice 🎶
That's a crappy departure clearance. Why the visual landmarks, and 2 separate altitudes they are IFR
San Carlos doesn't have any SIDS. It's a very complex area too, there are seven airports right on the bay, seven if you include San Jose. Would you have preferred a second radial from Oakland for maintaining clearance from the multi story commercial buildings just to the right of the departure?
Cumulogranite on one side. Arriving SFO traffic on the other. With this clearance they don't need to time the departure with an idle slot in the flow into SFO.
I will probably gonna shut down my plane and go home after that clearance
That citation gets a citation.
Ah love our SFO adjacent airspace. Very familiar with that diamond waterway...
That clearance seemed more like a short novel than anything else. Pilots must have phenomenal memories.
That was a lot of information to take in all at once. ATC should have broken the instructions up a bit and got read back on every step.
I think they are supposed to read it before flying
That's not how IFR flying works.
no, it is your job to listen and write it down. ATC are not your mother
@@jamescollier3 This. What was issued was a standard clearance out of san carlos.
Dear controller, rattling off like that...what are you trying to prove?
San Carlos controller was hampered by a bit of daddy attitude; focused on the mistakes and the correction, then failed to listen to the missed turn.
It’s very tricky departing or arriving to some of these airports when they have specifics like that. Especially when unfamiliar and the tower expects you to be.
@Jeremy...That is why one should research their destination airport for these anomalies. Commercial airlines often have the new pilots sit in the jump seat and observe the approach or departure procedures, before signing them off. Being in flight and trying to wrap your head around these procedures, not good.
Controller almost needed to take a break half way through that clearance it was so long
This is on ATC and not the pilots, ATC clearly said "you have the routing correct" but then corrected the pilots on a number of issues never addressing turn direction. With so many errors in the read back, a second full reading should be required by regulation though I know it isn't.
I remember flying into KSQL from KHHR only to sit on the 101 for nearly the same amount of time to get to the office. Fun times.
I can't think of any job anywhere where it's expected that you can listen to instructions that complex and be expected to follow the entire thing.
The owner of the flight school (where I was an instructor) and I received a similar clearance there about 20 years ago. Most complicated we'd ever heard (he was also a CFII). The good thing about it was that we were headed generally Eastbound and the departure controlled gave us on-course routing shortly after we were airborne. But it sure took us by surprise initially.
Always rephrase a clearance to be easy to read back by pilot. Its easier for both.
Lol Loving some of the comments 🤣
Lots of comments about the complexity of the clearance but everyone needs to realize this airport is directly under the approach path to San Francisco. Lots of traffic overhead.
then soneone needs to fix this. 😤
The complexity of the clearance isn't the problem, its having to communicate it all audibly. Something this complicated should really be published in writing so there can be no doubts, no misunderstandings, nothing missed.
Correct Steve. Nothing complex about the SID, fairly standard when surrounded by Major airports. Try flying out of TEB or try arriving at LGA, JFK or EWR with moronic part 135 traffic busting your airspace below. TCAS is wild somedays. If the puddle jumper ex-flight Instuctors can't handle it, McDonalds are hiring. LOL
@@teelo12000 Why not have each FBO, have a fifteen minute video, for all pilots to watch prior to filing their flight plan, and make it mandatory, and have them sign a form attesting that they watched and fully understand the departure procedures.
@@mijo3642 "TRAFFIC TRAFFIC" and it's just a helicopter below your takeoff climb
I understand why (SFO traffic) but what an insane departure procedure. I would find this hard to follow in an ultralight nevermind a freaking JET where things happen fast. Real fast. I'd have shut down both engines and said "Tf was that, we're driving!" 🤣 On airplanes with glass panels the clearance should be sent in text form and then the fancy avionics should generate a 3D flight path on the PFD to follow. Along with a plan-view on the center display. Not gonna judge the pilots , this can happen to anyone. Witness professional 777 & 737 airline pilots in the past few weeks making runway incursions for example.
They should have STDs (Standard Taxiing Departures) for pilots. This will prevent KJFK type rwy incursions.
Got my ir at san carlos. The classic wordy thirty departure!!
The fault was neither the pilot or atc but the process. On a departure that complex, “chunking” the information into shorter transmissions & readbacks would have helped both. The point is communication & understanding, not speed talking the world’s longest run-on sentence.
Agree completely. Yes, everybody is "supposed to know"; but, wow... the run-on sentence struck me as well. Great call-out.
I get this clearance. My reply: unable.
Damn!!! No wonder he messed up. I was dizzy after those instructions 😂😂😂
that's a massive clearance, a tad slower or at least not as monotone would've been nice, but the readback wasn't exactly acceptable either... crucial part: they didn'T read read back the right turn...
Nice procedure ^^
That was such a complicated confusing IFR clearance. I definitely think that the pilot(s) just made a human mistake with all of those pilotage instructions. Kinda ridiculous clearance to get right.
look up KSQL IFR to VFR departure.. there's an unofficial chart for this departure.. makes readbacks a whole lot easier!
VFR to IFR* rather.. lolz
Apparently not as easy as you thought, and you were only typing a one-liner 😉
@@lancelucas3023 haha.. just a typo
Even charted SIDs can make you scratch your head (Northtown Five VGT made me look twice). When flying out a satellite airport around the Bravo, be ready to copy and ask questions. Gonna be sporty.
The readback wasn't correct regarding which way to turn. He skipped the "right turn" part.
And ATC should have noticed
It didn't help that English didn't appear to be the first language of the pilot. I know it's wrong to make generalisations, but South Asians are horrible drivers.
San Carlos is a bit tricky because it's so close to SFO, but it's quite straight forward if you look at a map before you fly there. (I learned to fly in Oakland back when dinosaurs roamed the earth.)
Perfect comment.😀
Student Pilot out of SQL. For those unfamiliar with the IFR departure the TL:DR is its a Right downwind departure till roughly abeam of 30.
The reasoning for such a weird departure clearance is due to the proximity to sfo(8.5mi SW), overly sensitive neighborhoods, and rather high terrain nearby.
They want you to keep the turn within 2 miles of the airport to avoid the sfo 28 corridor as straying too far out will cause a RA and a phone number. The altitude limit is also because of the class B shelf which is 2,300 above the airport giving VFR traffic a tight amount of space to transit the airport. Left hand patterns are forbidden due to noise abatement because the airport already gets endless complaints. Anyone with foreflight or a sectional can see where the airport is located and understand the clearence.
Also the first controller is a awesome dude and he retires sometime this month, everyone at San Carlos is missing him already.
The ATC to Pilot communication should move to modern means like sending a text message to the pilot where s/he would accept the directives and send it directly to the FMS or rarely reject it and send it back to the ATC with a reason, it would also solve the problem with foreign pilots having very basic English skill as the text messages could be translated to theirs mother thong.
Not everyone's mother wears a thong. :D
They were taking off from runway 30 and the runway heading was 303, the opposite runway was runway 12 with the heading of 123.
Which means that both right turn 180 or left turn 180 would bring them into 120 heading, and this is where they should double-check with the ATC to make sure which way to turn.
That’s nonsensical. They em were told to turn right, period.
that's the kind of error that can result in "crunchy noises"
That was a long instruction though. Glad it all worked out ok.
An IFR clearance that contains a “maintain VFR” contingency is weird.
So why do they have to talk so fast? Good communication would allow time to assimulate the data. In the end it took longer to get the message across than if the tower had just slowed down.
I'm calling this deviation on the controller. He's not supposed to release until readback is correct. Readback wasn't correct. With such an irregular departure clearance, that's not on the pilot imo.
Bold to fly the Mustang into SQL in the first place - that's a short runway for that airplane. And I have flown that exact airplane (wasn't me in this instance though)
The flight crew about needed to write the instructions down shorthand to get all that down that quick. 74Gear does his shorthand
How is this not a charted procedure
What generally happens to the pilot when a turn deviation is made? He was told to call this number...is it a minor infraction?
I always wonder why they have so complicated IFR clearances in the USA. You have to write down a whole book to note a clearance and then they wonder when mistakes are made by the pilot. I'll never understand the reason why this is necessary.
"San Carlos Ground, uhhh Citation 6197D, cancel that, request clearance to crash into the ocean instead"
Dammit, man, you took a wrong turn at Alba-quay-quay!!!
there was a citation that departed KMYF sometime last week that made a wrong turn on departure and stopped all departures out of KSAN. could be an interesting listen.
I need date and time
That was a loong clearance. Do not accept it until you fully understand and read back. Use "say again" with no regrets.
To be fair to the flight crew, that was a shit clearance and as such the controller should have made sure it was clearly understood. He didn’t.
What a ridiculous clearance. Jeez.
Seems to me the controller's instructions were overly long and complex and invited confusion.
Why would you turn LEFT into terrain??
Left turn to the East puts you into the foothills, high risk of CFIT.
Yes, despite the misalignments in the readback, why would a pilot even think that was safe? Also that turns you away from the airport. Context clues for a right turn are all there.
We’ve got these fancy things called SID’s and STARS that have text and usually a picture to describe jack wagon procedures like these. Maybe the FAA can get a hold of this airport to get one published.
I also looked this up on garmin pilot and saw no DP for this airport, thats the craziest thing to me
Sounds like a SID out of there wouldn't meet IFR obstacle separation requirements due to airspace constraints, hence the "maintain VFR conditions until..." phrase.
Very very LONG clearance....at shoulda let that one go, no dangerous situation created.
I live in Southern California so I wasn’t really familiar with it until this channel. Is it always chaos?
Hey man are you able to do a video about Air force one arriving to Warsaw Poland today? There is a lot of traffic of military aircraft also in Rzeszów Jasionka C17 and AWAX and Stratotanker above Lublin
If tower gives me a VOR to tune for departure I am giving THEM a phone number to call
I'm not a pilot so I actually am asking, was that a lot of complicated instructions given to the pilot. Because I'm almost certain I would have screwed it up.
Helps to write it down
@@FencerPTS even then it was read out way too fast
As a pilot, these are understandable directions but are extremely difficult due to the sheer length and complexity of the callback. Perhaps changing the language of the procedure would help reduce the chance of this happening.
Are you able to get the recording of DAL209 that took off from Edinburgh and diverted to prestwick? Think it was an engine failure.
How do you fly a citation and get departure clearances wrong too though. I'm not perfect but I'd like to think they have at least 1000 hours
I’m here with my feet firmly planted on the ground and I’m confused. Can you imagine when you’re inside a cockpit and your stress levels are elevated? This is too much
He did the needful
🤣🤣🤣 IYKYK
Holy crap, sounds like an AFP95 running ATC lol.
Is San Carlos familiar with the concept of a SID?
At SQL its a big deal if you make left dw dept from 30.
The importance of one word: I gave a clearance, "turn left heading three one zero, join the departure." The pilot readback, "three one zero, left turn to join the departure." Of course, he started climbing to FL310 . . .
There is an unofficial Rwy 30 Departure Guidance chart on the airport's website. What this guy was assigned was 100% canned. Hard to believe two pilots who are assumably jet rated aren't able to follow basic, published, instructions
Sounds like they had a flight plan already; do those include departure, or are all the low altitude handled by Tower at time of departure?
Sure the pilot was faulty on this one. But a controller issuing non-standard and pretty complicated IFR clearances as this one should pay extra attention to what do pilots exactly readback. Part of their job imho. ATC was in the position of preventing a pilots mistake from happening and should have done exactly that.
How the heck do people read those navigation charts? They're just chaos lol.
quick face saving move "citation 97D in traffic pattern for touch and go practice, disregard departure"
Nice try Citation, except it's right traffic at KSQL
@@MikeHalsall ah, the old 50/50/90 rule strikes again: fifty-fifty chance, but 90% of the time it's always wrong
@@loginavoidence12 hahahaha love that!
expect a initial heading, an initial turn, an altitude, speed, frequency, TX code. It all comes in the same order. He can't clear you IFR into the claa B airspace, only departure controller can do that. Learn som personal shorthand for copying clearances if you want to be professional. Pretty easy really or make yourself a little form.
Geesh. Sounds like Oshkosh.
No wonder he mixed something up. Maybe when you learn to fly your brain develops dedicated slots for all the bits of info mentioned and it becomes easy to take in, but from my perspective the controller may as well have read a whole telephone book to the beat of rap god.