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It was neither a "nasty argument" nor a "pissing contest." Appreciate the content, but please refrain from needless dramatization. Serious? You bet, but there's no need for hyperbole.
Tower: "N114FA, I've got a number for you." N114FA: "Frequency change approved, have a good day." Pilot learns how to avoid pilot deviation with this one simple trick.
Sounds like a new pilot just going through the motions of a simulator: request take off, take off , change frequency, fly course but forgetting that in real life you need permission
It did seem to get attention from the ATC tho. Radio troubleshooting checklist: Step 1: Get ATC attention Step 2: Verify it is a radio problem and not a silence on frequency. Step 3: Prepare to write down a number Step 4: ...
Besides the gossip session in the middle and end ??? Sounded like some old ladies having coffee, even the touch and go pilot clearly didn't know why he was talking to tower about the other aircraft after the issue was resolved
This controller was nice and professional and de-escalated. No scolding or yelling at the pilot, told him to get to his destination safe and talk when he's on the ground without using accusatory language and making the pilot more nervous than he already seemed to be.
Woahhhhh small world! I did nearly all of my PPL, including my first solo and my checkride, in N114FA back in 2004. Listening to this gave me a small panic attack even though I haven't flown that tail number in 17 years lol.
This guy sounded like he was pretty new. maybe a student doing his xc solo or just a new pilot? that would make sense if it was still a flight school plane.
great work on part of the controller; especially the 'just get to your destination safely, and we talk about it'; He didn't threaten, in fact, he diffused the situation. Well done.
He just sounded like a Dad having words with a son who’s been up to some no good....well, you’re going to apologise to your mother, but get on your bike, ride safely, and we’ll have a talk about this when you get home...
And i liked his tactics 100% up to that point. Then he needed to gossip with other traffic after the episode. I really want to hear the pilots debrief on the episode about the radio. When he couldnt remember call letters, it told me something may have just shook him a little like ...... losing his radio, he fixes it and gets back in the game.. hmmmmmm maybe we are judging too harshly until we hear the whole story. maybe....
If you are a student pilot, there is no shame announcing "student pilot" on initial contact. I trained at a very busy class C airport. ATC all knew who I was, but in a good way. They were terrific at giving me extra guidance and one time even gave me landing priority to avoid a possible wake turbulence situation.
It's great because it lets them know you might need a little extra care, and all they want is to make sure everyone gets home safe at the end of the day!
That sounds like a student pilot who went into a panic after realizing that he flew into a class B. Hopefully this became a good learning opportunity for him.
@@tech99070 Isn't doing touch and go's a student thing? Maybe they were both students at the same piloting school and he was hoping the other pilot might have some kind of insight?
Sounds like his radio was experiencing panic silence after turning “left bound” into the Bravo… The Orlando Exec controller handled that extremely professionally! That had to be a student pilot. Either way hopefully it helped not completely scare that extraordinarily confused pilot out of aviation and he’ll go focus on some radio and navigation training.
Pilot did sound nervous. I agree; he made a mistake but he was fortunate to get an ATC who probably recognized he was dealing with a rookie and took that into account.
i wouldn't be surprised if he switched frequencies and didn't hear half the stuff, then the other freq told him to go back to exec twr and he heard atc talking about him being bad so tried to play it off. i also wouldn't be surprised if that didn't happen.
My home airport!. Controller said West bound. Pilot said Left bound and controller did not catch it. And pilot turned left after takeoff and 1 mile into Class B. Didnt see any big jets
@@truckerhershey7042 Which is why standardized language is so important. "Left bound" is not standard. This pilot is either someone who rarely uses the radio, or perhaps a student.
@@kc6796 If he’s smart he did. It’s always ALWAYS better to call. They’ve got your call sign, they know who you are. If you don’t call you don’t get the chance to share your side of the story. The FAA will be in contact shortly and it won’t be pretty.
Yeah, as a controller, that takeoff call was not super clear. I definitely heard the controller say "Westbound" and the pilot read back "left-bound." A better call might have been "Make a right crosswind departure."
LOL I thought about the same thing. I might try this next time I'm flying near Disney, "Cleared through the TFR, frequency changed approved, have a great day"
Listening to the tower controller it did sound like he said turn “leftbound” rather than westbound. The pilot’s read back was a little rough but he did repeat leftbound. If the controller had corrected the departure heading, this might have been avoided. Having said that, if the pilot had done any pre-flight planning he would know the published 25 departure is a climb to 700’ and a right turn.
@@Shadow__133 I wouldn’t be surprised if he wasn’t a new pilot. I fly in this area quite frequently and it’s is not rare for VFR pilots to sound completely lost on comms when flying through the bravo. Kudos to ATC!
He definitely repeated back the takeoff clearance incorrectly. Years ago when I was training at the same airport they used rather confusing language with me when I was a student, departing runway (07) seven, the controller gave me a takeoff clearance with a downwind departure. Unusual verbiage. My mistake I accepted it and once airborne had no idea what I was really supposed to do...although it is obvious to me at this point, the instruction should’ve just been to turn westbound. As a student we recognize the downwind as an entry to the pattern for landing and not as an exit the aerodrome maneuver. It’s a play on words but it is also confusing. In this particular situation, ATC was spot on. Phenomenal job
Lost coms VFR 1. Squawk 7600 2. Continue the flight in VFR and land as soon as practicable. IFR 1. Squawk 7600 2. Remember an acronym from the regs 91.185 AVE K (Assigned, Vectored, Enroute, Known) use this to determine your route. MEA (Minimum Enroute, Expected, Assigned) whichever is highest. 3. Fly from one of those given clearances to your destination. (1 from each acronym) 4. If arriving before your ETA or arriving with an Expected further clearance then hold at your fix or airport. 5. Once the ETA time has been reached or once the EFC time has happened, then land which whichever instrument approach you have selected. If no approaches, you'll have to land under basic VFR weather.
For some a 1000 more cfi hours can’t fix their poor judgement “skills” . Something I’ve never heard a cfi say, “son your simply not meant to be a pilot.” Not saying this guy can’t learn from this and be a good pilot - I hope he can. But I can tell you we all know guys who are a next flight away from an accident.
Even with the misunderstanding on the radio, there was an error that occurred before this flight even started. The pilot knew he was taking off from an airport which lies very close to Bravo airspace. He should have, in preflight planning, known that flying south of the airport above 900 ft was a no-go without getting on the radio with KMCO (Orlando Int'l, the main airport in the area which controls the Bravo airspace). He seemed aware of the 1600 foot restriction in the rest of the airspace at least, but still. Preflight and preplan, or collect phone numbers.
you would think if this is his home airport the first thing they would've taught him is to avoid the Bravo, if it was a solo xc then there are much better choices in the surrounding areas. I learned to fly in a class b shelf and I know what landmark not to overfly before I'm toast
@MkeB I agree totally. It could have been poor preflight, I speculated in another comment that he may have forgotten to set his DG before taking off, or he had a piece of crap DG that spun, and when they gave him a heading, it took him a little while to figure out he was going the wrong way, and it scrambled his brain, or like you said, they started yelling at him that he was busting bravo and he was scrambling with a sectional trying to figure it out in the air under fire instead of back at the FBO. I like your idea a lot. It is at the very least consistent with the idea that the pilot was at least unfamiliar with the airspace he was departing from, no matter what actually happened that caused him to turn the wrong way.
@@graysav I'm no expert in aviation at all, but this makes sense to me because you (as the pilot) can't see the call signs they are looking at, so you don't know if another craft in the area has the same truncation until they refer to you that way.
@@graysav 7110.65Z 2−4−9. ABBREVIATED TRANSMISSIONS Transmissions may be abbreviated as follows: a. Use the identification prefix and the last 3 digits or letters of the aircraft identification after communications have been established with a U.S. civil aircraft using the aircraft registration as identification. There shouldn't be anything wrong with abbreviating your callsign after initial contact.
I admire the controller for how he handled the situation...didn't run into any assumptions, and didn't make the pilot feel any worse than he had to. This guy was a top notch controller.
The instruction was: "...cleared for takeoff, fly west-bound." The pilot heard, and read back: "... fly left-bound." The pilot made the mistake of misunderstanding and not clarifying. The controller did not likely hear the readback, since we could hear "fly left-bound". A couple potential ways this controller could have helped the pilot: 1. He could have recognized the garbled readback, and clarified with 114FA since he didn't even specify the runway in the readback. ("runway approved", should have been "Runway 25 cleared for takeoff" 2. He could have used more appropriate phraseology (though I get it.. handling GA aircraft all day at an exec would be super repetitive.). That phraseology would be: "N114FA, Runway 25 cleared for takeoff, upwind departure to the West approved." That might've helped the pilot. The blame could be placed on both the pilot and the controller in a few different areas. All we can do is learn from these sorts of mistakes, and by doing so - make the skies safer.
@@kontoname Well stated. That was exactly my thought as soon as I heard the read back. Always better to get a degrees heading than a directional heading.
But still mostly the pilot -- because even if the initial problem was a simple miscommunication, why did the plane not respond to repeated calls from the ATC?
I really have a big respect to ATC in USA airspace. They are wise and kind and do the job. Miss those times in Florida during my training years. Clear skies and smooth landings everyone, from an airline captain.
Did all my Private flight training at Orlando Executive and this scenario was always my worst nightmare. B airspace is right above the airport basically and you have to take great care to avoid intersecting it.
Nicely handled by the controller! We can all learn from this! Awesome professionalism and patience displayed by the controller and not making a bad situation worse!
I work ATS as well and I’m really impressed by the professionalism of this controller. Something for us to think about. Pilots and controllers are a team and we both screw up time to time. Gotta keep things moving. No point being salty and adding to a stressful situation. Bravo to this man.
The mistake occurred in the very beginning .... ATC said “cleared for takeoff and turn west bound”... though the direction was garbled and didn’t even show in the text. The pilot repeated back “cleared for takeoff and turn left bound”, which was also garbled and not corrected by ATC. 10 seconds after he took off, he’d already penetrated the Class B, though who knows what went on for the next 5 minutes.
This gave it away to me that this guy should not be fully behind the controls yet, the way he communicated also indicates he can't keep focus and gets disoriented quickly (imagine if there was a real emergency). Someone who shouldn't have gotten his license yet somehow managed to get it.
I hope that was a student pilot too ashamed to admit it. That was a frightening loss of situational awareness at a low altitude, just wandering across the extended centerlines for the runways at MCO.
Used to fly a lot with my FIL (RIP). He was hangered at a non-controlled airport, but pilots were (usually) good about saying intentions, following base legs, etc. BUT - there were a couple of supposedly experienced pilots who evidently thought they were the only ones in the air. Trust me, *all* the other pilots in the area knew to watch out for them, and FIL had some harsh (x-rated) words on air with one such idiot. The pilot in this vid has probably now made the grade into untrustworthy and reckless (and not very bright). Bet the other pilots who heard/witnessed this will spread the word. Sadly, there may be an instance in the near future where this idiot augers in, hopefully as the sole occupant.
I can tell you how those call go. They'll have a brief conversation, but the ultimate goal is to collect the name and phone number of the pilot so the tower controller can file a complaint with the FAA for further investigation. The more interesting call happens months later when the local FSDO investigator calls the pilot, but that only happens if the tower controller actually files a complaint after speaking to the pilot on the phone.
As a student pilot this is my biggest fear. I don't really have a complete understanding of airspace yet and I'm terrified I might violate airspace accidentally.
I’m a student pilot as well and can relate to your fear. I was flying a prog check with another instructor climbing to 3,500’ after takeoff. Normally I would make two left turns after reaching 1,000’ and fly away from the 3,000’ bravo shelf, but ATC told me to fly runway heading for now and they would call my turn and get me on course approved. I’m guessing due to traffic this took longer than I expected, and had it not been for the instructor telling me to stop climbing at 2,500’ I would have flown right into the 3,000’ bravo shelf, probably getting a PPD call. Luckily it was a great learning experience instead with no busted bravo and no phone call to make.
My non-towered airport is directly underneath one of the Houston area class Bravos so we are all used to it. GPS is a huge help, of course. As we depart to our practice area we just know where/when we can bump up our altitude. I just can figure out how anyone kept out of Class bravos BEFORE gps! Like you kind of know where you are, but the flippen lines aren't drawn on the ground lol.
"Everything's under control. Situation normal. Uh, we had a slight radio malfunction. But everything's perfectly alright now. We're all fine here now, thank you. How are you?"
so, this could actually be true.... couldnt it? when you relisten to the episode, it seems he lost command of call letters after he gets back to radio contact, almost like he had a bit of a malfunction, fixed it while flying and then got back into communication, almost like what he was saying was absolutely true. Because when he got the dreaded NUMBER, he was very level in his tone as if he felt comfortable with what he needed to account for.. He wasnt perfect, but we dont know his side at this point.
I've been based at a Class B and Class C airports with a Cherokee. We all know to get out of the airspace ASAP when VFR. Controller was very good except for accepting that takeoff clearance read back. That was the first clue.
When he says, "I'm having radio problems I'm trying to fix them." I imagine him up there in his plane with a soldering iron frantically attempting to reattach a wire that worked itself loose. I'd imagine there are very few issues one could fix in the air on an aircraft, including the radio.
Tower Controller was nice, didn’t accuse the pilot, just asked to call to have a chat. Then wished him a safe flight. For once, I’m satisfied with an ending in these!
It seemed like this dude was a noob, both to flying and to using correct phraseology. The first clue of the latter was in his very first phrase, "ready for takeoff"... he also seemed distracted. I'd like to see the followup report -- I have a feeling it's entertaining. Major kudos to the controller, excellent work!
@@MattSalsa "Ready for *departure".* You never use the word "takeoff" unless you are ATC clearing an aircraft for takeoff, or a pilot reading back said clearance.
Follow up = immediate suspension of fly privileges until after remedial training is completed and a another BFR with a instructor not associated with the training.
This actually came from the famous Tenerife 747 disaster. Confusion on the word “takeoff” resulted in 583 deaths in the deadliest aviation accident in history... since then, “takeoff” is a reserved word with explicit meaning during clearance. So yeah, this is a big deal.
Here’s an idea: designate a specific transponder code for pilots with less than xxx hours flying experience. This will clue in ATC that they’re dealing with a noob.
What a professional and class act controller! A+ how he handled it and didn’t get personal with that “lost” pilot. Love ATC, they have a tough but definitely needed job for the safety of everybody!
ATC....Nice job! You handled an unexpected bad situation and helped a guy who clearly didn't need an ass kicking at that time. I'd love to know the outcome...
I have questions and comments. Comment: at 0:22, ATC does clearly say "Westbound" (that statement is omitted in the subtitles however and hard to catch). But, N144FA reads it back as "left bound" and ATC does not catch that. That's a problem! At 1:18, ATC does clearly say "frequency change approved". Now, with that said, it's hard to believe the lame excuse that N144FA "suddenly" had radio troubles. N144FA must have known that airspace Bravo was there at 900'. Question: What happens if the pilot simply doesn't call the number? Anything? I'm sure saying "Sorry" isn't good enough nowadays (as it was once for me). Story: as an "identified as" student pilot 40 years ago in a Cessna 152, I scattered traffic at Flying Cloud (think Minneapolis) because I simply could not understand the controller. I overflew FCM maintaining a SE direction and TPA until I got a controller who spoke clear English. I simply could not understand the broken-English instructions to fly a left-hand pattern for 28R. In my planning, I was expecting a right-hand pattern for 28 R. It was on that day that I learned from a different controller that it's both OK and polite to request a different controller if there is a good reason to do so. Well, I landed on 28R as more-clearly instructed, relieved myself, got my logbook signed and headed out to RWF as quickly as possible! "Sorry" was good enough for me on that day. Ha Ha
It's the equivalent of "License and Registration (but once you've landed, and you might not be able to take off after you land because we may decide to keep your license)"
Reminds me of that family guy scene where the driver, without signalling or looking says “OK I TURN NOW, GOOD LUCK EVERYBODY!”, then proceeds to wipe out about 4 lanes of traffic😂
I’m a private pilot and fly out of korl and did something similar to this pilot. Taking off runway 7-25 is the norm and very seldom or at least in my experience taking off from 13 or 31. However as my luck would have it tower directed me to takeoff 13 and I immediately found myself flying into the inner core of Bravo and KMCO. I didn’t bust the shelf but I was getting pretty close and tower immediately told me to stay out of Bravo. The only difference between my experience and this poor pilot was that when I was told to stay under bravo I immediately did and complied. it was a non-issue and was on my way.
I flew out of KORL years ago, and the reason they don’t like using 13-31 is because of that B shelf. I once came in on 31 and he (I think this same guy) reminded me of the B space. It gets busted quite often. Either by pilots going south or climbing too high.
Not sure if this is what happened but if he took off heading east then turned south and ascended he was in the direct flight path for MCO roughly 8 miles south. I have taken two introductory flights from ORL Exec myself as well as having lived just north of MCO and having worked there for 10 years.
and without a radio........ he... couldnt copy..... because..... he was flying.... Then he fixes the radio, gets back in contact, and resumes normal radio communication and flying tactics... hmmmmm do we judge him too quickly?
1:30 the pilot had read back “left bound” instead of “west bound”. Busting the Bravo, and all of that BS afterwards was on him, but the controller should have verified the read back.
Yes and no. Radios are hard to hear sometimes. "Left bound" is not a phrase used anywhere in aviation, so the controller assumed he said "west bound". If that wasn't a student pilot then that guy needs to be grounded until he can work on his comms.
@@joshuahudson2170 That's different, though. There is no such thing as a "left" heading, so how do you know when you're actually "left-bound" unless you're just flying in counter clockwise circles? What you're talking about is when a pilot is given a specific heading and told how to get on that heading. Left to 180, for example, means "180-bound" via a left turn. N114A was told to fly westbound, which from RWY25 means a right turn to 270.
@@joshuahudson2170 Right, *followed by a bearing*. ATC is never going to tell you to "fly left" with no heading or other piece of information with it. Whose left? How far left? They might say, "Turn left, heading ###." which tells you to start a left turn all the way until you reach that heading, which could be just ten degrees off from your current course or it could be an 180 degree U-turn. ATC has specific phraseology and terminology for a reason.
Having done my commercial training years ago at Orlando-Sanford (Back in the days of Delta Connection Academy), Executive is only a few miles north of the North-South runways at MCO (Orlando International), and the tower at Executive is thus under immense pressure from the team at MCO, as well as the Orlando Approach/Departures team just downstairs at Executive, to not mess up flights in and out of MCO. It's not a tower you want to piss off with such actions. Had this been back in the mid-2000s, I might have suggested that it was some of the China Eastern students which DCA taught (as some of them were *really* bad at understanding English and had little drive to learn until C.E. executives threatened to fire them and send them back to Wuhan (as C.E. was paying for their training)).
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AZNEE BIG TING
I was going to comment about that pissing contest at Vegas!
Guessing you are already working on this one www.cnn.com/2021/02/20/us/united-airlines-flight-returns-debris/index.html
@@ace00007 It's up!
It was neither a "nasty argument" nor a "pissing contest." Appreciate the content, but please refrain from needless dramatization. Serious? You bet, but there's no need for hyperbole.
Lost comms checklist:
1. Make wrong turn
2. Fly into Class B airspace
3. Act like nothing happened
Well obviously you fly into Class B to alert ATC that something is wrong. They'll never notice it if you just fly your normal route ;-) ;-)
Ah you forgot #4 and so did the pilot, you need to say "my bad" when you get in trouble.
"ready for takeoff"...
lol!!
Real step 1 is get super high on the devil's lettuce first.
Tower: "N114FA, I've got a number for you."
N114FA: "Frequency change approved, have a good day."
Pilot learns how to avoid pilot deviation with this one simple trick.
until youre tracked by app/dep and CTR FF...
They’ll just yell at him on another channel
Reminds me of an old Steve Martin routine. "How can you be rich and *never* pay taxes? Two simple words: 'I forgot.'"
Sounds like a new pilot just going through the motions of a simulator: request take off, take off , change frequency, fly course but forgetting that in real life you need permission
LOL, no matter how many FAR's he violates
The first step on the LOST COMMS checklist is to "Fly high and hard directly into the nearest Bravo"
Someone might take this as gospel
@@cutliss this is gospel. Send it.
@@cutliss No half decent pilot would.
It did seem to get attention from the ATC tho.
Radio troubleshooting checklist:
Step 1: Get ATC attention
Step 2: Verify it is a radio problem and not a silence on frequency.
Step 3: Prepare to write down a number
Step 4: ...
Nice to see another Sun Devil here. ;)
ATC handled this perfectly. No emotion, he stuck to the goal of keeping everyone as safe as possible. Well done.
Save it for the phone call... LOL!
Yep. Started with the assumption that something was wrong, rather than jumping down his throat. Once he knew everything was safe, addressed the issue.
Except not issuing the runway to 0MA at the end! He even cleared him twice without it
yes he did, except for speaking out his reservations about (if not blame on) a pilot to another, which I thought was not great
Besides the gossip session in the middle and end ??? Sounded like some old ladies having coffee, even the touch and go pilot clearly didn't know why he was talking to tower about the other aircraft after the issue was resolved
This controller was nice and professional and de-escalated. No scolding or yelling at the pilot, told him to get to his destination safe and talk when he's on the ground without using accusatory language and making the pilot more nervous than he already seemed to be.
The controller was really amazing here, straightforward but friendly.
Does his job, goes home.
The key word missing here is YET
It's not gonna be so nice when that pilot calls that number lol.
The pilot readback “fly leftbound” which is what he did. Controller wasn’t listening to the readback. Poor drills.
Every pilots worts nightmare:
1. All engine failure
2. Fire in the air
3. “ I’ve got a number for you to call”
I'd rather get an engine out than a number to call
Yeah replace "call this number", with water landing.
“Worts” are also my worst nightmare.
🤣👏
Can anybody explain why they have to call a number? Who are they calling and why?
Dude said frequency changed approved after going awol for 10 minutes 🤣
What was the point of that 😂 Did he really think Tower was just gonna let him approve a frequency change they never requested?
Well, he thought that was a good trick to fool ATC into believing he was really having all kinds of radio problems
Or NORDO as it were.
also lying about his radio. He needs to not fly anymore
Wife: WHY aren't you home yet, and WHY did you forget to call me?
Me: Copy that hang-up approved, have a nice day!
That is the best one
superfine deviation
Laughing!
hahaha
"frequency change approved"
"He's putting on an airshow there on the Bravo"
😂
That cracked me up....😂
That was gold!
lol had to check if I wasnt watching an AFP95 vid for a second
Woahhhhh small world! I did nearly all of my PPL, including my first solo and my checkride, in N114FA back in 2004. Listening to this gave me a small panic attack even though I haven't flown that tail number in 17 years lol.
I hear that tail number has excellent performance in Bravo airspace.... busts in and out like no other in its class. Can you confirm? ;)
So you're the one that sabotaged his radio?
This guy sounded like he was pretty new. maybe a student doing his xc solo or just a new pilot? that would make sense if it was still a flight school plane.
And N670MA heard in this video is flown by LewDix Aviation!
@@DanielKezar "kay bee... kay bravo... kilo victor"
Dear Air traffic controllers,
Be like this air traffic controller.
Sincerely,
All Pilots.
Dear pilots,
Don't be like this pilot.
Sincerely, ATC
@@PunkGunzz I guess we all make mistakes.
@@PunkGunzz Second this request.
Orlando Exec is the best, tower has always been good but ground is also very accommodating when I fly into there.
Dear Flying School owners,
Do not let the pilot of N114FA teach at your school.
Signed
A future student pilot.
great work on part of the controller; especially the 'just get to your destination safely, and we talk about it'; He didn't threaten, in fact, he diffused the situation. Well done.
he didnt want the guy to freak out and plant the aircraft into the ground
He just sounded like a Dad having words with a son who’s been up to some no good....well, you’re going to apologise to your mother, but get on your bike, ride safely, and we’ll have a talk about this when you get home...
And i liked his tactics 100% up to that point. Then he needed to gossip with other traffic after the episode. I really want to hear the pilots debrief on the episode about the radio. When he couldnt remember call letters, it told me something may have just shook him a little like ...... losing his radio, he fixes it and gets back in the game.. hmmmmmm maybe we are judging too harshly until we hear the whole story. maybe....
My student and I were in N62770 listening to this whole episode unfold...
Sounds like a very teachable moment that you likely had a great giggle about during the debrief.
100% sounds like a kid trying to hide something from his mom. _"I'm uh.. trying to... fix this... thing. Give me a second..."_
MOM I GOT A VIRUS
As he puts away his hanky and Jergins.
Disrespectful to an actual kid
"Uh, uh... negative, negative. We had a reactor leak here now. Give us a few minutes to lock it down. Large leak, very dangerous."
"Sir... so...y ...Can't... hea.... you... I'm....... problems.... static.... Have a good day!"
"When life gives you lemons, bust the bravo."
If you are a student pilot, there is no shame announcing "student pilot" on initial contact. I trained at a very busy class C airport. ATC all knew who I was, but in a good way. They were terrific at giving me extra guidance and one time even gave me landing priority to avoid a possible wake turbulence situation.
It's great because it lets them know you might need a little extra care, and all they want is to make sure everyone gets home safe at the end of the day!
KB... I mean K Bravo... errrr K bravo Kilo Victor
... that’s clearly more than a radio malfunction
When the NATO phonetic alphabet abandons you mid-flight
That sounds like a student pilot who went into a panic after realizing that he flew into a class B.
Hopefully this became a good learning opportunity for him.
He had no idea what was going on. To be honest the FAA needs to investigate the instructor who signed off on this guy.
@@Dr.TJ_Eckleburg or better yet, the dpe who gave him his ppl (assuming this wasn't a student on a cross country).
@@frankwu4839 That's kinda my thoughts too.
Tower: "That was more than a radio issue", 0MA, "I believe so..." Indeed.
Yeah, the operator of the radio was the issue lol
@@KevinSun242 Well he had forgotten his alphabet for a second there, so newbie nerves seem to be at the root of it all.
I'm somewhat confused about why the controller wanted to share his opinions about the cuase of the previous issue with the touch & go pilot though
@@tech99070 he's trying to stay sane lol
@@tech99070 Isn't doing touch and go's a student thing? Maybe they were both students at the same piloting school and he was hoping the other pilot might have some kind of insight?
Dude pulled a Han Solo "Yeah, everything's great down here"
Same thing was running through my mind.
Lousy conversation anyway
Luke, we're gonna have company!
We're sending a team down...
Uh..Negative negative. We have reactor leak now. Large leak, very dangerous.
I need you too copy a number sir:
Pilot: Aight ima head out ✌️
Sounds like his radio was experiencing panic silence after turning “left bound” into the Bravo…
The Orlando Exec controller handled that extremely professionally! That had to be a student pilot. Either way hopefully it helped not completely scare that extraordinarily confused pilot out of aviation and he’ll go focus on some radio and navigation training.
Pilot did sound nervous. I agree; he made a mistake but he was fortunate to get an ATC who probably recognized he was dealing with a rookie and took that into account.
Huh? What? Did you say something?
i wouldn't be surprised if he switched frequencies and didn't hear half the stuff, then the other freq told him to go back to exec twr and he heard atc talking about him being bad so tried to play it off. i also wouldn't be surprised if that didn't happen.
It was definitely a student pilot. N114FA is registered to the Orlando Flight School.
@@smzig Anyone who trains out of KORL oughta know about that Bravo shelf looming to the south.
Huge applause for ATC! He handled that possibly scary situation with calm, professionalism, and class! Well done, sir!
ATC should have definitely inquired about that super confusing and non-standard takeoff acceptance call. None of what 114FA said made sense.
My home airport!. Controller said West bound. Pilot said Left bound and controller did not catch it. And pilot turned left after takeoff and 1 mile into Class B. Didnt see any big jets
@@truckerhershey7042 Which is why standardized language is so important. "Left bound" is not standard. This pilot is either someone who rarely uses the radio, or perhaps a student.
Yeah I thought something was fishy there. Bet he didn't call when he landed. Wherever that was cause I don't think he was telling the truth.
@@kc6796 If he’s smart he did. It’s always ALWAYS better to call. They’ve got your call sign, they know who you are. If you don’t call you don’t get the chance to share your side of the story. The FAA will be in contact shortly and it won’t be pretty.
Yeah, as a controller, that takeoff call was not super clear. I definitely heard the controller say "Westbound" and the pilot read back "left-bound." A better call might have been "Make a right crosswind departure."
Yo, when my man said “You can’t just walk away from me like that...” I lost my shit! 😂😂😂
-Max
I do think he was flying, so he had a bit of an advantage I guess he thought.....
"BRR SHHHH CRACKE SHHH uhh, yeah, I am having radio problems."
lol
Exactly... Think I might do the same . Them damn Skyhawks. Lol
I'm fine, everything is fine. How are you?
He is having flying problems, I think he was having listening to tower.problems as well.He could have caused a massive f#ck up
Apparently transponder problems too since he didn't squawk 7600...
Approved into the TFR, roger.
LOL I thought about the same thing. I might try this next time I'm flying near Disney, "Cleared through the TFR, frequency changed approved, have a great day"
And now we have a HOT AIR BALLOON making a high speed pass on the tower...!
Requesting mayday!
@@carl626 Airforce 1 requesting mayday
Thats from airforce ... that guy..
Requesting F-18 intercept
When you forget you're not on FSX Steam Edition
Instructor: You're not ready to solo.
Student: Why? I think I am.
That is just spot on
That's my base airport. The instruction is always to fly WESTBOUND but he copied "Leftbound" and now I know when to go for frequency change approved.
Listening to the tower controller it did sound like he said turn “leftbound” rather than westbound. The pilot’s read back was a little rough but he did repeat leftbound. If the controller had corrected the departure heading, this might have been avoided. Having said that, if the pilot had done any pre-flight planning he would know the published 25 departure is a climb to 700’ and a right turn.
Fly heading 270 would have been less confusing for the pilot
@@stillthakoolest He's VFR. Not going to get vectors outside a Class B
@@Shadow__133 I wouldn’t be surprised if he wasn’t a new pilot. I fly in this area quite frequently and it’s is not rare for VFR pilots to sound completely lost on comms when flying through the bravo. Kudos to ATC!
He definitely repeated back the takeoff clearance incorrectly.
Years ago when I was training at the same airport they used rather confusing language with me when I was a student, departing runway (07) seven, the controller gave me a takeoff clearance with a downwind departure. Unusual verbiage.
My mistake I accepted it and once airborne had no idea what I was really supposed to do...although it is obvious to me at this point, the instruction should’ve just been to turn westbound. As a student we recognize the downwind as an entry to the pattern for landing and not as an exit the aerodrome maneuver.
It’s a play on words but it is also confusing.
In this particular situation, ATC was spot on. Phenomenal job
Lost coms
VFR
1. Squawk 7600
2. Continue the flight in VFR and land as soon as practicable.
IFR
1. Squawk 7600
2. Remember an acronym from the regs 91.185 AVE K (Assigned, Vectored, Enroute, Known) use this to determine your route. MEA (Minimum Enroute, Expected, Assigned) whichever is highest.
3. Fly from one of those given clearances to your destination. (1 from each acronym)
4. If arriving before your ETA or arriving with an Expected further clearance then hold at your fix or airport.
5. Once the ETA time has been reached or once the EFC time has happened, then land which whichever instrument approach you have selected. If no approaches, you'll have to land under basic VFR weather.
This controller is a saint and that pilot needs 100 more hours with a CFI
I disagree with him talking about the guy to other pilots. It should have ended there.
@@spaghetti9845 He had no comms to the aircraft, and wanted to double check.
I would like a bit more background from this pilot before i make full condemnation.
dude couldn't figure out his ICAO letters ...
For some a 1000 more cfi hours can’t fix their poor judgement “skills” . Something I’ve never heard a cfi say, “son your simply not meant to be a pilot.” Not saying this guy can’t learn from this and be a good pilot - I hope he can. But I can tell you we all know guys who are a next flight away from an accident.
I like this controller. Not only was he good with his comms & handled the situation perfectly, he also just seems like a nice guy having fun at work
Pilot: loses radios
Also pilot: immediately flies into the nearest B airspace
Even with the misunderstanding on the radio, there was an error that occurred before this flight even started. The pilot knew he was taking off from an airport which lies very close to Bravo airspace. He should have, in preflight planning, known that flying south of the airport above 900 ft was a no-go without getting on the radio with KMCO (Orlando Int'l, the main airport in the area which controls the Bravo airspace). He seemed aware of the 1600 foot restriction in the rest of the airspace at least, but still. Preflight and preplan, or collect phone numbers.
I am a student pilot, and I know if I am taking off with a Bravo nearby I avoid it like the devil.
@@ghostrunner2138 same Especially when my flight school is near lax
you would think if this is his home airport the first thing they would've taught him is to avoid the Bravo, if it was a solo xc then there are much better choices in the surrounding areas. I learned to fly in a class b shelf and I know what landmark not to overfly before I'm toast
@MkeB I agree totally. It could have been poor preflight, I speculated in another comment that he may have forgotten to set his DG before taking off, or he had a piece of crap DG that spun, and when they gave him a heading, it took him a little while to figure out he was going the wrong way, and it scrambled his brain, or like you said, they started yelling at him that he was busting bravo and he was scrambling with a sectional trying to figure it out in the air under fire instead of back at the FBO. I like your idea a lot. It is at the very least consistent with the idea that the pilot was at least unfamiliar with the airspace he was departing from, no matter what actually happened that caused him to turn the wrong way.
For us who don't understand what a bravo etc is can someone explain what he did?
The fact that he doesn’t truncate his call sign as well as how nervous he sounds talking on the radio I’m gonna guess this pilot was a student.
You're really not supposed to shorten your call sign unless the ATC does first is the etiquette I learned.
@@graysav
I'm no expert in aviation at all, but this makes sense to me because you (as the pilot) can't see the call signs they are looking at, so you don't know if another craft in the area has the same truncation until they refer to you that way.
@@graysav Bingo! You're 100% correct.
@@graysav 7110.65Z
2−4−9. ABBREVIATED TRANSMISSIONS
Transmissions may be abbreviated as follows:
a. Use the identification prefix and the last 3 digits
or letters of the aircraft identification after
communications have been established with a U.S.
civil aircraft using the aircraft registration as
identification.
There shouldn't be anything wrong with abbreviating your callsign after initial contact.
I admire the controller for how he handled the situation...didn't run into any assumptions, and didn't make the pilot feel any worse than he had to. This guy was a top notch controller.
The instruction was: "...cleared for takeoff, fly west-bound."
The pilot heard, and read back: "... fly left-bound."
The pilot made the mistake of misunderstanding and not clarifying. The controller did not likely hear the readback, since we could hear "fly left-bound".
A couple potential ways this controller could have helped the pilot:
1. He could have recognized the garbled readback, and clarified with 114FA since he didn't even specify the runway in the readback. ("runway approved", should have been "Runway 25 cleared for takeoff"
2. He could have used more appropriate phraseology (though I get it.. handling GA aircraft all day at an exec would be super repetitive.). That phraseology would be: "N114FA, Runway 25 cleared for takeoff, upwind departure to the West approved." That might've helped the pilot.
The blame could be placed on both the pilot and the controller in a few different areas. All we can do is learn from these sorts of mistakes, and by doing so - make the skies safer.
Underrated comment. Most people likely never actually listened
@@kontoname Well stated. That was exactly my thought as soon as I heard the read back. Always better to get a degrees heading than a directional heading.
But still mostly the pilot -- because even if the initial problem was a simple miscommunication, why did the plane not respond to repeated calls from the ATC?
I really have a big respect to ATC in USA airspace. They are wise and kind and do the job. Miss those times in Florida during my training years. Clear skies and smooth landings everyone, from an airline captain.
Why do I now want to listen to the phone call :)
He probably said frequency change approved 😂
Ultimate professionalism by the controller. Hat's off to you guys, thank you for all you do.
Glad everything worked out. The controller, very professional and keeping everyone safe. Good job.
"if you can hear me,sir"
"no,i can't hear you lalala"
Never a good idea to munch Doritos while flying and handling comms
3:04 “he’s putting on an airshow in the bravo”😂😂
Did all my Private flight training at Orlando Executive and this scenario was always my worst nightmare. B airspace is right above the airport basically and you have to take great care to avoid intersecting it.
well apparently you have to stay below 1600 AND not go south, both of which this guy did
South is MCO and its not far away so he is lucky he turned the way he did and finally answered
Nicely handled by the controller! We can all learn from this! Awesome professionalism and patience displayed by the controller and not making a bad situation worse!
3:08 "I'm trying to figure out what his train of thought is there"
I work ATS as well and I’m really impressed by the professionalism of this controller. Something for us to think about. Pilots and controllers are a team and we both screw up time to time. Gotta keep things moving. No point being salty and adding to a stressful situation. Bravo to this man.
The mistake occurred in the very beginning .... ATC said “cleared for takeoff and turn west bound”... though the direction was garbled and didn’t even show in the text. The pilot repeated back “cleared for takeoff and turn left bound”, which was also garbled and not corrected by ATC.
10 seconds after he took off, he’d already penetrated the Class B, though who knows what went on for the next 5 minutes.
I have flown into korl and had this fella. Makes your day out that much nicer when atc are like him.
The “K-Bravo-” part crack me up.
This gave it away to me that this guy should not be fully behind the controls yet, the way he communicated also indicates he can't keep focus and gets disoriented quickly (imagine if there was a real emergency).
Someone who shouldn't have gotten his license yet somehow managed to get it.
I hope that was a student pilot too ashamed to admit it. That was a frightening loss of situational awareness at a low altitude, just wandering across the extended centerlines for the runways at MCO.
I don't know why a student pilot wouldn't want to make the "student pilot" call. It's easier on everybody, and that's how you learn.
The plane isn't quite a "student" airplane; it's a high-performance twin-engine bird.
Used to fly a lot with my FIL (RIP). He was hangered at a non-controlled airport, but pilots were (usually) good about saying intentions, following base legs, etc. BUT - there were a couple of supposedly experienced pilots who evidently thought they were the only ones in the air. Trust me, *all* the other pilots in the area knew to watch out for them, and FIL had some harsh (x-rated) words on air with one such idiot. The pilot in this vid has probably now made the grade into untrustworthy and reckless (and not very bright). Bet the other pilots who heard/witnessed this will spread the word. Sadly, there may be an instance in the near future where this idiot augers in, hopefully as the sole occupant.
@@UncleKennysPlace It's a Cessna 172, owned by a flight school. Not a twin engine, and not high performance.
@@UncleKennysPlace N114FA is a single engine 1978 Cessna 172 owned by Orlando Flight School.
Orlando executive is my home base. Yes the ATC controllers here are very good and he handled the situation very well.
Need a new channel: VASPilotDeviationCalls
Cuz, it might be amusing to hear how those go.
Half of the calls would be Harrison Ford.
I would have loved to hear the Wife approved ATC pilot deviation call.
I can tell you how those call go. They'll have a brief conversation, but the ultimate goal is to collect the name and phone number of the pilot so the tower controller can file a complaint with the FAA for further investigation. The more interesting call happens months later when the local FSDO investigator calls the pilot, but that only happens if the tower controller actually files a complaint after speaking to the pilot on the phone.
comical and very scary at same time
As a student pilot this is my biggest fear. I don't really have a complete understanding of airspace yet and I'm terrified I might violate airspace accidentally.
I’m a student pilot as well and can relate to your fear. I was flying a prog check with another instructor climbing to 3,500’ after takeoff. Normally I would make two left turns after reaching 1,000’ and fly away from the 3,000’ bravo shelf, but ATC told me to fly runway heading for now and they would call my turn and get me on course approved. I’m guessing due to traffic this took longer than I expected, and had it not been for the instructor telling me to stop climbing at 2,500’ I would have flown right into the 3,000’ bravo shelf, probably getting a PPD call. Luckily it was a great learning experience instead with no busted bravo and no phone call to make.
just say "cessna 172 entering airspace, use caution"
My non-towered airport is directly underneath one of the Houston area class Bravos so we are all used to it. GPS is a huge help, of course. As we depart to our practice area we just know where/when we can bump up our altitude. I just can figure out how anyone kept out of Class bravos BEFORE gps! Like you kind of know where you are, but the flippen lines aren't drawn on the ground lol.
"Everything's under control. Situation normal. Uh, we had a slight radio malfunction. But everything's perfectly alright now. We're all fine here now, thank you. How are you?"
so, this could actually be true.... couldnt it? when you relisten to the episode, it seems he lost command of call letters after he gets back to radio contact, almost like he had a bit of a malfunction, fixed it while flying and then got back into communication, almost like what he was saying was absolutely true. Because when he got the dreaded NUMBER, he was very level in his tone as if he felt comfortable with what he needed to account for.. He wasnt perfect, but we dont know his side at this point.
We're sending a squad in..
You should try to find ATC for yesterdays crash near TOA (my home airport)
I hated to see that crash this morning on the news: I spent a lot of time in that practice area out of KLGB.
i was really hoping mr 4FA was gonna say 'you too' when atc told him 'have a good flight'.
lol when the clerk says here’s your receipt and you say you too
I've been based at a Class B and Class C airports with a Cherokee. We all know to get out of the airspace ASAP when VFR.
Controller was very good except for accepting that takeoff clearance read back. That was the first clue.
"He's putting on an airshow in the Bravo shelf..."
So... This video suddenly became one of AirForceProud95 videos? I didn't realize this was MFSX.
roger sauce boss
Multiplayer with a pro atc.
I just clocked a hot air balloon going 400 knots....
That sound like a personal problem, blog it
Welcome to Steam Edition.
03:10 is "(...) trying to figure out what his train of thought is there".
As in ... "WHAT THE HELL IS GOING THROUGH HIS MIND" haha
His train derailed a bit.
This ATC is an angel. He kept everyone safe and really kept his cool.
I flew 114FA about 15 years ago! Used to belong to California Flight Academy.
The controller did a great job of deescalation at the end to help keep the pilots nerves down and focus on flying safely.
"I got more to talk to you about" N114FA: I better go with "radio not working" after ignoring for a while.
When he says, "I'm having radio problems I'm trying to fix them." I imagine him up there in his plane with a soldering iron frantically attempting to reattach a wire that worked itself loose. I'd imagine there are very few issues one could fix in the air on an aircraft, including the radio.
5:39 Tower: Alright sir, have a good flight”
Imagine if the pilot said: “Thanks, you too”.
Tower Controller was nice, didn’t accuse the pilot, just asked to call to have a chat. Then wished him a safe flight. For once, I’m satisfied with an ending in these!
It seemed like this dude was a noob, both to flying and to using correct phraseology. The first clue of the latter was in his very first phrase, "ready for takeoff"... he also seemed distracted.
I'd like to see the followup report -- I have a feeling it's entertaining. Major kudos to the controller, excellent work!
What is the correct phraseology to call up tower when you're holding short if not "ready to go/for takeoff?"
@@MattSalsa "Ready for *departure".* You never use the word "takeoff" unless you are ATC clearing an aircraft for takeoff, or a pilot reading back said clearance.
@@HiddenWindshield thanks :)
Follow up = immediate suspension of fly privileges until after remedial training is completed and a another BFR with a instructor not associated with the training.
This actually came from the famous Tenerife 747 disaster. Confusion on the word “takeoff” resulted in 583 deaths in the deadliest aviation accident in history... since then, “takeoff” is a reserved word with explicit meaning during clearance. So yeah, this is a big deal.
"N114FA, I'm having problems with my radio. Give me a second."
*shoots radio*
The tower controller was a great guy. Enjoyed how he handled it
“Radio problems” = I didn’t have my headset on
Lol that initial call to depart though just sounded like it was coming from someone asking for trouble. “Leftbound”
Here’s an idea: designate a specific transponder code for pilots with less than xxx hours flying experience. This will clue in ATC that they’re dealing with a noob.
Yeah.... squawk 7700, all good, it's an emergency. Of course, there will be a lot of explaining once you get back on the ground.
Here's an idea: don't let students solo who aren't ready.
What a professional and class act controller! A+ how he handled it and didn’t get personal with that “lost” pilot. Love ATC, they have a tough but definitely needed job for the safety of everybody!
"I've got a number for you." = "You f*&%*d up bad."
ATC....Nice job! You handled an unexpected bad situation and helped a guy who clearly didn't need an ass kicking at that time. I'd love to know the outcome...
Very professional controller. It has to be frustrating at times.
The world is so beautiful when everyone keeps it professional and emotion-free :)
The controller wanted to talk and N670MA was like "yeah ok..."
Young bob hoover doesn’t like to talk
I have questions and comments. Comment: at 0:22, ATC does clearly say "Westbound" (that statement is omitted in the subtitles however and hard to catch). But, N144FA reads it back as "left bound" and ATC does not catch that. That's a problem! At 1:18, ATC does clearly say "frequency change approved". Now, with that said, it's hard to believe the lame excuse that N144FA "suddenly" had radio troubles. N144FA must have known that airspace Bravo was there at 900'.
Question: What happens if the pilot simply doesn't call the number? Anything? I'm sure saying "Sorry" isn't good enough nowadays (as it was once for me).
Story: as an "identified as" student pilot 40 years ago in a Cessna 152, I scattered traffic at Flying Cloud (think Minneapolis) because I simply could not understand the controller. I overflew FCM maintaining a SE direction and TPA until I got a controller who spoke clear English. I simply could not understand the broken-English instructions to fly a left-hand pattern for 28R. In my planning, I was expecting a right-hand pattern for 28 R. It was on that day that I learned from a different controller that it's both OK and polite to request a different controller if there is a good reason to do so. Well, I landed on 28R as more-clearly instructed, relieved myself, got my logbook signed and headed out to RWF as quickly as possible! "Sorry" was good enough for me on that day. Ha Ha
"He's putting out an airshow" LoL.
5:03 "Possible pilot deviation" is the aviation equivalent of the fail horn from "The Price Is Right".
It's the equivalent of "License and Registration (but once you've landed, and you might not be able to take off after you land because we may decide to keep your license)"
I'm just gonna say, frequency change approved thank you have a nice day, every time i want to ignore people from now on
I actually used this example for my CFI checkride at orlando executive and i love that I know all of these planes and callsigns
I guess his "radio problems" trick worked just as well as my "cell phone signal problems" work with my wife...
It normally works well for me the cell phone lie. I live in the mountains though lol
Oh geez. Having my first Discovery visit and flight in March at this location.
Reminds me of that family guy scene where the driver, without signalling or looking says “OK I TURN NOW, GOOD LUCK EVERYBODY!”, then proceeds to wipe out about 4 lanes of traffic😂
dude, you lost me with family guy.... just saying..
I’m a private pilot and fly out of korl and did something similar to this pilot. Taking off runway 7-25 is the norm and very seldom or at least in my experience taking off from 13 or 31. However as my luck would have it tower directed me to takeoff 13 and I immediately found myself flying into the inner core of Bravo and KMCO. I didn’t bust the shelf but I was getting pretty close and tower immediately told me to stay out of Bravo. The only difference between my experience and this poor pilot was that when I was told to stay under bravo I immediately did and complied. it was a non-issue and was on my way.
I flew out of KORL years ago, and the reason they don’t like using 13-31 is because of that B shelf. I once came in on 31 and he (I think this same guy) reminded me of the B space. It gets busted quite often. Either by pilots going south or climbing too high.
What a nice guy. Just hearing overhearing it is infuriating, so cool of ATC to be cool and calm when he got back on comms.
My man tried the old "oh I couldn't hear you and now I'm just going to peace out" line lol.... Classic...
03:45frequency change approved. By whom, by you?
A very professional ATC.
That was no time for an argument.
Everybody stay focused, calm, and be safe but DEFINITELY talk about this later.
First thing they teach you in flight school: If you ever get into trouble with ATC blame it on your radio
Not sure if this is what happened but if he took off heading east then turned south and ascended he was in the direct flight path for MCO roughly 8 miles south. I have taken two introductory flights from ORL Exec myself as well as having lived just north of MCO and having worked there for 10 years.
Kinda expected "I can't copy, I'm flying"
and without a radio........ he... couldnt copy..... because..... he was flying.... Then he fixes the radio, gets back in contact, and resumes normal radio communication and flying tactics... hmmmmm do we judge him too quickly?
ORL TWR: "Alright, sir. Have a good flight!"
N114FA: "Thanks, you too"
1:30 the pilot had read back “left bound” instead of “west bound”.
Busting the Bravo, and all of that BS afterwards was on him, but the controller should have verified the read back.
Yes and no. Radios are hard to hear sometimes. "Left bound" is not a phrase used anywhere in aviation, so the controller assumed he said "west bound".
If that wasn't a student pilot then that guy needs to be grounded until he can work on his comms.
This is the first time I have heard the term "leftbound".
North/south/east/west/in/out bound, yes.
Left/right bound, never.
@@jackson_68 I've heard left/right followed by a bearing on Vasavaition so go figure.
@@joshuahudson2170 That's different, though. There is no such thing as a "left" heading, so how do you know when you're actually "left-bound" unless you're just flying in counter clockwise circles?
What you're talking about is when a pilot is given a specific heading and told how to get on that heading. Left to 180, for example, means "180-bound" via a left turn. N114A was told to fly westbound, which from RWY25 means a right turn to 270.
@@joshuahudson2170 Right, *followed by a bearing*. ATC is never going to tell you to "fly left" with no heading or other piece of information with it. Whose left? How far left? They might say, "Turn left, heading ###." which tells you to start a left turn all the way until you reach that heading, which could be just ten degrees off from your current course or it could be an 180 degree U-turn.
ATC has specific phraseology and terminology for a reason.
Having done my commercial training years ago at Orlando-Sanford (Back in the days of Delta Connection Academy), Executive is only a few miles north of the North-South runways at MCO (Orlando International), and the tower at Executive is thus under immense pressure from the team at MCO, as well as the Orlando Approach/Departures team just downstairs at Executive, to not mess up flights in and out of MCO. It's not a tower you want to piss off with such actions.
Had this been back in the mid-2000s, I might have suggested that it was some of the China Eastern students which DCA taught (as some of them were *really* bad at understanding English and had little drive to learn until C.E. executives threatened to fire them and send them back to Wuhan (as C.E. was paying for their training)).
I thought tower was Nick Offerman.
Iikes N670MA's "you didnt extend me, I just kept going" LOLOLOL