If I read it correctly, and understand it correctly, I believe the ATSAP team rejected his report.Yikes. We are all bound to make mistakes in this career but trying to lie and deceive your way out of something just won't work. Besides multiple people involved in every incident EVERYTHING we do is recorded. Let this be a lesson in support of ATSAP reporting.
Why the hell should this be a "lesson in support of ATSAP reporting?" This guy shouldn't be certified on local control until he earns his certification back. ATSAP is complete garbage.Yikes. We are all bound to make mistakes in this career but trying to lie and deceive your way out of something just won't work. Besides multiple people involved in every incident EVERYTHING we do is recorded. Let this be a lesson in support of ATSAP reporting.
Yes, the flight paths cross which is really no different on multiple departures than if they actually intersected with one another in this situation. The likelihood of the controller telling the guy departing runway 18 to start a turn before the "crossing runway" is slim to none, but that would've prevented this from happening.#1 The runways didn't cross, only the flightpaths crossed after they were airborne.
#2 The ERJ probably assumed the controller was doing his job, and not being a total dumbass.
Do you think pilots should be listening to every transmission made and trying to comprehend what the controller is doing/thinking when it does't involve their aircraft? If every pilot questioned your clearance because they though they heard you just clear another aircraft then, it would be nearly impossible to get anything done. I can picture it now....
"Umm didn't you just clear an aircraft off this runway, are you sure we are going to have the required separation with this clearance?"
Why do we have a job then? You're an idiot.I'm not trying to say the controller wasn't to blame, but why wasn't the E145 aware that someone had just been issued a takeoff clearance on the crossing runway mere seconds before? Even if the E145 was ground control frequency, they would've heard the controller issue the takeoff clearance over all the frequencies the controller was working.
Slow your roll homes... Controllers make mistakes, but only an imbecile like you would use this as a reason to support ATSAP reporting. I am just wondering why the E145 didn't hear the takeoff clearance of the C172 departing on a crossing course. The clearance to the C172 was issued TEN SECONDS before the E145 called ready for departure. By the time the controller finished issuing the clearance and the C172 read back the clearance, there was literally a SECOND before the E145 called ready and another SIX SECONDS before the E145 was issued a takeoff clearance. So basically there was LESS THAN TEN SECONDS between the C172 reading their takeoff clearance back to when the E145 was issued a takeoff clearance. You don't think that should get the hairs on the back of neck raised if you were a pilot and put you on alert?Why do we have a job then? You're an idiot.