I flew out of Boeing Field in Seattle and was assigned the CBAIN departure with fixes: GNEXX, KURRT, and CBAIN. If you depart in the opposite direction you might get the NRVNA departure (just the one fix, “NRVNA”). It doesn’t get much more Seattle than that!
Eric Berman
Woodinville, Washington
As a controller, I occasionally get asked, usually (but not always) when it’s slow on the radio, “Approach, do you have time for a question?”
Okay, when it’s slow then yes, I most likely have time and am happy to answer questions. But, if you ask in the middle of a busy session, then the answer is “no.”
One day, I tried another tactic instead of just saying “no.”
Pilot: “Approach, do you have time for a question?”
Me: “Yeah, but only for the one you just asked … Airliner 279, turn right heading …..”
I’d say if it’s urgent like an altitude to verify or something else important, don’t ask. Tell us you need something verified. Please know when to ask the not-so-urgent questions though.
Aaron Grijalva
Castle Pines, Colorado
For our visit to the Rock & Roll Hall of Fame, landing at Cleveland’s Burke Lakefront Airport (KBKL), our Epic E1000 turboprop was assigned the “TRYBE4” arrival procedure. Before our takeoff in Virginia the tower (and we during clearance read-back) pronounced TRYBE4 as “try bee four.” But once we heard Cleveland Approach announce a waypoint on the procedure as “tribe,” we immediately recognized it as the nickname for the former Cleveland Indians baseball team, now changed to the Cleveland Guardians to be politically correct. Will the FAA need to change the name of its Cleveland arrival procedure?
Dave Passmore
Leesburg, Virginia
Years ago, as a student pilot on a night flight with my instructor, we flew from Palo Alto across San Francisco Bay and over the hills to Livermore for some touch-and-go landings. After several turns in the pattern, we headed back over the hills to find the bay covered with a thick marine layer. I could see clear skies on the west side where the PAO beacon was flashing. To get over the clouds we would have to cross the bay at an altitude that would put us into Class B for San Francisco International. My instructor told me to ask for a Bravo clearance. The frequency was very busy with arrivals so it was a while before I could break in with my rehearsed request.
Me: “NorCal Approach, Cessna N757JD at SUNOL intersection request Bravo transition to Palo Alto at 4500.”
NorCal: “Cessna 7JD, remain clear of the Bravo. I can’t let you fly straight across final to SFO. Say intentions.”
Me (not having a backup plan): “Ahhhhhhhhhh” (for more than a couple of seconds)
NorCal: “7JD I’m an air traffic controller, not your doctor! I didn’t ask you to open your mouth and say “Ahh.” I said “Say intentions” and this time I want you to think before you push that button!”
My instructor: “Cessna 7JD will circle south around San Jose.”
NorCal: “7JD remain clear of Bravo. Contact San Jose Tower 124.0.”
Me: “7JD stay clear of Bravo, contact San Jose. Good night.”
Mark Donnelly
San Jose, California
As I returned to the Seattle area in IMC one day, Approach was very busy. The controller deftly juggled a bunch of aircraft headed to the same airports, with vectoring and speed adjustments to keep everyone in sequence.
Finally, someone tossed him one too many tasks, and he calmly issued the following instruction to the aircraft flying practice approaches:
“N1234, I’ve got two inbounds behind you. Can I offer you holding somewhere else?”
[Reply on another frequency I couldn’t hear.]
“N1234, roger. Turn left to a heading of 120. When able proceed direct to Olympia [OLM, a VOR southwest of Seattle]. You can hold at Olympia however you’d like.”
Bruce Williams
Seattle, Washington
