HEATED EXCHANGE between Pilots and Controller at San Francisco

Boeing pilots, how long does it take to change FMC settings from one runway to another? - Considering both distances and departures are already briefed. Can you use Secondary flight plan for it or is it reserved for EOSID?

It was that moment, where every pilot within a 50 mile radius immediately read their ATIS

I would have held short until I was ready. I hate being rushed and I don't like sitting still on an active runway.

Lmaoooo ATC was ready to jump down the pilots throat with the ATIS Line😂

I bet everyone one else taxing out that heard that was typing stuff in as fast as they could😅

I wouldn’t accept a line up and wait with traffic behind me if the numbers aren’t ready

As a retired controller, I found that admonishing or correcting pilots after the fact, is better handled on the phone by my supervisor.

The worst plane crash in aviation history: Tenerife (1977). Was caused by many factors, but essentially the KLM Capt was in a rush.

There is a professional way to deal with such situations. And there is this way.

My wife: I’ll be ready to leave in 2 minutes

During my short flying career with United, I was a 727 and then a DC-8 FE. Most captains I flew with didn't like to be hurried. They would have held short until ready to depart. Those were the best 4 years of my life, right up till I had a medical issue and could only have a 3rd class.

Delta requires you to do a runway change checklist then re run taxi and before take off checklist along with briefing and a nav brief after you put in the numbers and change the FMS. You can't do that ahead of time.

Hit them with the "ooh, okay!"

I was a controller at SFO for 22 years and worked with this controller. She has a long history of being incredibly unprofessional with pilots and also has a severe case of the Dunning-Kruger effect. She thinks she's a great controller and she's mediocre at best. Don't put an aircraft without numbers on a runway with an arrival 3 minutes from touchdown is the simple lesson here.

As an A350 Captain, I can say that the Airbus SOP for takeoff data runway performance change on my very data driven airplane starts with, find a quiet place to set parking brake, two heads down bringing up the FCOM checklist for said runway performance changeover (this is not allowed to be done by memory….an Airbus SOP) make new runway selection, SID selections, (confirm by both pilots) compute from performance function of onboard flight bag new figures for new runway, enter new runway V figures and derate figures, flap config, acceleration altitudes, cross read figures from OIS performance function, do “x check with avionics” function, read out and confirm any performance limitations/emergency turn procedures, then brief and confirm with your copilot all the points above to make sure you haven’t forgotten anything and then run the dozen items of the before takeoff checklist.….in the good old days, airplanes potentially have taken off with wrong power settings (too little power) wrong flap settings, turned the wrong way after takeoff on the wrong SID, had an engine failure and not been fully cognizant of the new engine out emergency procedures….it just has so much potential to go wrong….are there any workarounds? Doing multi runway calcs while still at the gate and being familiar with the other options helps, but there is still a lot of room for a jet-lagged crew reporting for work at an unfamiliar airfield in the middle of the night on their body clock to miss something big with dire consequences…..

This controller has a history of this attitude and poor decisions.

Same controller as the last one featured on VAS....we gotta problem here...

Never a good sign when either pilots or ATC in this case appear to be looking for an argument on freq.

737 pilot here. In Gran Canaria they have two runways side by side and often swap at late notice. Company procedure is to take performance for the more limiting runway so we can safely use both. In case of change of SID I'd say 40 seconds to load it and cross check it very quickly and confirm stop altitudes. If I had to redo performance and load FMC about 2 mins

My 2 Cents: You would run numbers and brief both in this case if you're Delta (or any airline), but you can't just snap your fingers and go. Need to re-accept and brief performance numbers, and in some cases reload a SID and/or an engine out, and run 2-3 checklists. An experienced (on the aircraft) crew on their best day can do this in 2 perfectly efficient minutes. Although they absolutely could have (and armchair quarterbacking, should have) said no, the controller told them they'd have 5 minutes in position, so based on this they accepted the line up and wait, advise ready clearance. Turned out they had 2 minutes, not 5. "(We need to be honest about our numbers)." A weaker crew, ie a line indoc situation, would be set up for failure in this case. I can't entirely blame the controller, but if I was told I had 5 minutes in position I may have gotten into the same situation.