You can find anecdotal mention of this phrase among pilots you may talk to as well as postings on various forums. The idea conveyed is that telling a controller to "mark the tape" means they will make take some action to note the current time for the audio recording of his seat, which can then be referred back to by someone. As many anecdotes you can find about this, you'll find just as many saying this phrase is essentially an old wives tale, and means absolutely nothing.
Given a situation with a controller that I'd like to bring to the attention of his superiors, or perhaps just with him over the phone, does using the phrase "mark the tape" do anything? If it does nothing, what is the proper procedure I should use to review something with a controller or their supervisor (e.g. noting time and frequency, asking for a phone number)?
These days, with digital recording, it's likely that nothing special happens.
"Mark the tape" is a holdover from when ATC recordings were actually on tapes - you could ask a controller to "mark" a tape to hold it and prevent it being recycled for another recording while your request for a copy of the tape is being processed. (Anecdotally I've been told some facilities had tape rotations as short as 15 days, and a FOIA request letter could easily take longer than that to make it to the facility).
Today much (probably most) of what is said on the frequency is recorded digitally, direct to hard drives, and kept around "essentially forever" as one of our local controllers put it when this came up at a recent event. Basically the virtual "tapes" stick around for as long as the facility's recording machine has disk space to store them, and since audio files aren't that big facilities can store recordings a lot longer than they did in the days of tape.
All that's really needed to pull a record to review it with a controller/supervisor is the date, time, facility, and frequency (and your aircraft callsign would probably be helpful too) - e.g. "April 4, 2014 - JFK Local Control for Runway 04R (119.1) - United 123 Heavy".
"Mark the tape and give me a phone number" survives as non-standard phraseology that lets the controller know that you will likely have a bone to pick with someone when you get on the ground and gives them the opportunity to tell their supervisor that an annoyed pilot will be calling the facility in the near future (and hopefully give the supervisor time to listen to the tape).
The useful part is really getting the facility phone number so you know who to call when you land.
You can find anecdotal mention of this phrase among pilots you may talk to as well as postings on various forums. The idea conveyed is that telling a controller to "mark the tape" means they will make take some action to note the current time for the audio recording of his seat, which can then be referred back to by someone. As many anecdotes you can find about this, you'll find just as many... over the phone, does using the phrase "mark the tape" do anything? If it does nothing, what is the proper procedure I should use to review something with a controller or their supervisor (e.g.
heading. He didn't complain, but I'm still not sure if that's what he wanted. A bit later I got a similar call (callsign) request QNE However, I was unfamiliar with that Q-code (as a private pilot in Europe you pretty much need to know QNH, QFE, QDM and QTE) and only later found out it means "pressure altitude". Q-codes suck. Anyway I said "Say again" and he came back and asked how many were on board (which I incorrectly assumed at that point was what QNE meant), again, using "request". Anyway, I've never heard a controller say "request" before, is it just army version of "say"? I'm pretty
with the remedial training option the FAA may offer, but what did he mean by "counseling session"? The controller implied it would be handled by phone. I'm not freaking yet, just concerned. I told everything...I just flew into Bravo unintentionally 48 hours ago. My error: I thought I was 1,500 feet above the ceiling, but I was 1,000 feet below it. Furthermore, I had an incorrect frequency for Approach, and while I eventually found the proper frequency (I'd planned to request flight following) I had crossed over the outer ring. When I contacted Approach, the Approach Controller explained I
I was recently having a conversation where the term "clearance delivery" popped up, and was talking about his time flying into PHX, but in all of my time flying, I've never heard of the term before! Could someone explain to me what exactly is this for, and where would you find this?
If someone does a contract flight, or a mechanic does contract maintenance for an aircraft owner and they refuse to pay after the fact, what options do they have to "encourage" the owner to pay? One of the big problems is that this tends to happen informally: Owner: "Hey, can you do this flight for me?" Pilot: "Sure, I charge $xxx." " Owner: "Okay, great. See you on Monday morning... it a bit and make a phone call. Eventually it becomes clear that they just aren't that interested in paying a lone individual without the typical resources of a larger company. Unfortunately
I once had a traffic controller give me a hard time about how I requested IFR clearance once in the air. I had previously filed an IFR flight plan, and took off from my untowered home airport. On approach control's frequency, I said: Tampa Approach, Cirrus 123AB, 5 miles southeast of Tampa Exec at 1000 feet, IFR to Ft. Lauderdale Exec The approach controller responded, annoyed, saying something like "Well do you have an IFR flight plan or are you reporting IFR??" I had always used that phraseology because it seems the least wordy way to get the info across, which can be helpful when
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Looking around on the internet you can still find a lot of aged aircraft such as the 727,737-200,a300/310, DC9/MD8X and DC-10 that are still being used as freighters or in "poorer" airlines. I... aircraft certifications where the competition would be harsher in order to pursue a career? I suppose that these aircraft will still have service time left as converted freighters thus extending the retirement dates further on in time.
Is it possible for the pilot to be held responsible for violating a Temporary Flight Restriction if the controller makes a mistake while you are operating under an Instrument flight plan (ie: does not deviate you around it, or allows you to go through it without clearing you with the responsible body)? It is a commonly held belief that the pilot is immune from TFRs while under IFR, but I found.../t-17212.html (Bonus: Can anyone find a more official reference for that story, and whether there was any legal followup from AOPA Legal or otherwise?)