Peter, next time you can try: "Unable, peeing in a bottle right now".
Great piece of advice Achim. In my case I will add my age (55+) and that should buy me at least 15 minutes of peace and quiet from ATC. Well, only if the controller is my age..
No, he used my callsign but he had two D-Exxx in his sector and incorrectly addressed me instead of the other who was busting some airspace. Humans err and it was quite funny actually. Usually I'm the one making mistakes...
achimha wrote:
I had one "descent immediately" encounter in my career, that was 2009 in Poland. I complied and did a 1500fpm dive and then asked why? The answer was "not you, the other German airplane, sorry, climb to FL100". I think by now they are able to handle more than on German registered aircraft in their airspace :)
Are you saying that in 2009
you performed an emergency "dive"
after being instructed to do so
by a Polish air traffic controller
who referred to you not by your call-sign
but simply as "the German aircraft" ?!
Also ATC ought to know that piston GA is going to be much more performance limited - 50fpm versus perhaps 3000-5000fpm for the jet
An A320 won't be anything like that good, maybe 2000 ft/min at FL100, 1000 ft/min at FL300, and is only certified for FL390 maximum.
I had one "descent immediately" encounter in my career, that was 2009 in Poland. I complied and did a 1500fpm dive and then asked why? The answer was "not you, the other German airplane, sorry, climb to FL100".
I think by now they are able to handle more than on German registered aircraft in their airspace 
I have never seen that. And I am relatively slow for the FLs I am flying at. They would always in my experience vector you laterally
Same for us in a CE525A
The French asked if I was pressurised. That is unusual too. I said I have oxygen.
Funny seeing it is a French plane and all...
What are the ATC rules for pushing down slow enroute traffic to make room for a jet behind?
As I understand, ATC in every country has a manual for conflict resolution of traffic.
I think the basics are pretty much the same but the specifics can be very different.
In the USA this manual is JO 7110.65 which you can read here.
In the UK it is MATS. Part 1 is available for the public to read while Part 2 is not, and Part 3 is specific to the airport.
You've done well by saying "unable due to icing". Some pilots blindly follow ATC instructions and kill themselves as they forget to put their own safety first.
The French asked if I was pressurised. That is unusual too. I said I have oxygen.
You do sometimes get real gems from ATC. On a flight from Shoreham to Granada (Spain) I was asked what aircraft it was. The man said he has never seen a plane from the UK going that far into Spain.
I have never seen that. And I am relatively slow for the FLs I am flying at. They would always in my experience vector you laterally.
