Narrative:

Old phraseology and sticky buttons. It was a beautiful clear fall day with unlimited visibility and high ceilings. I was in a cessna 172 with G1000 avionics. I had requested clearance for a 'photo op' flight over the ZZZ class C airspace.ZZZ clearance cleared me for 2000 feet; was given a transponder code and the departure frequency. I am very familiar with my aircraft and I knew my communication frequency toggle key responds slowly and tends to stick a little; and you have to mash hard at times. So; when I set communication 1 for tower and departure frequencies; I had to mash the switch twice for the tower frequency to move to the active side. Then I contacted ground on communication 2 and taxied short of runway xy. Then I pushed the dual communication knob to toggle up to communication 1 and contacted tower 'ZZZ tower; skyhawk with you at xy with information quebec.'immediately I got a response 'skyhawk state intention; altitude and position' the radios had a little squelch but still I was confused at the request. Since the flight plan was an unusual request for a photo op which I have never done before; I assumed that he wanted to know exactly what I was doing. So I said 'skyhawk for a photo op at 2000 feet ready at runway xy' or at least that is what I thought I said.when he came back with another transponder code; this really confused me but I complied. The second time I heard him say my call sign; and the word 'position'. I assumed he meant 'position and hold' and looked both ways for traffic; there was no one on short final and I went ahead and lined up and waited. I was nervous that I may be holding up others. I was puzzled at his use of old terminology of 'position (and hold)' instead of 'line up and wait' but did not ask for clarification since I was convinced that I was talking to tower.by this time; I had a nagging feeling that something was amiss. I kept calling 'tower' with no response. I could see the tower and I felt like waving to them to see if they forgot me. I had looked back and saw no one on short final. A few minutes felt like hours and how I wished that cessna had installed a 'reverse gear'. It never occurred to me that I was on the wrong frequency until the controller said 'skyhawk contact tower'. I looked up at communication 1; I was shocked and mortified to see that I was on departure frequency! I think that the departure controller thought I was an incoming aircraft; and I thought I was talking to the tower because after I announced that I was holding short at xy; he did not correct me and I did not check to see that I was on the wrong frequency.when I pushed the toggle key once; I should have waited for it to respond rather than push it again. The tower frequency briefly moved to active then moved back to standby and I did not notice the change.I was completely in shock that this could happen to me. Tower instructed me to take [taxiway] off the active runway and contact ground; which I did. By now I was totally embarrassed and incoherent and I am sure I did not make any sense. He seemed genuinely puzzled when he asked me what happened. He asked me to contact the supervisor on a regular phone once I was on the ramp.I thought I took all the right steps before the flight. I contacted the flight school where I trained and discussed with my instructors; I called ZZZ tower to inform of my intentions and ask for the optimal times to fly in class C airspace and the potential route and altitude. I checked the sectionals. I even had foreflight loaded on my ipad. There are several factors that in hindsight could have contributed to this. I spent too much time planning the flight to the point it was distracting. I thought I had enough sleep and was rested but probably not. I enjoy flying and feel very confident at the controls of my cessna and was needlessly worrying about the fact that I will be weaving in and out of class C airspace because I wanted it just right. The words 'position and hold' are no longer used toinstruct a pilot to enter the runway and await takeoff clearance. The new 'line up and wait' phraseology is used. I trained [over 20 years ago] and after a gap of several years of minimal activity; had recently been flying a lot more and have not had many opportunities to 'line up and wait'. The chain of events heightening my anxiety; I misinterpreted the word 'position' and had a knee jerk reaction due to years of using that terminology. This was compounded by the fact that I was convinced that I was talking to tower.lessons learned:1. I could have asked for a safety pilot or an instructor for the practice 'photo op' to avoid distractions and once I was confident; could have flown on my own the second time.2. I find that a self-appraisal of 'am I safe to fly?' is not enough; I will use a check list next time. When you are at reduced performance; you are the worst person to judge this due to confirmation bias. I think a validated 'performance questionnaire' may help.3. My cessna checklist does not specifically ask me to check on radio frequencies; although I have always checked frequencies I will now include it in writing in my checklist in all phases of flight.4. Learn all the changes in ATC communication and if any doubt ask. Since then I have reviewed the videos from the FAA aviation safety website and AOPA on phraseology changes5. If something does not feel right; it is not. Communication is most important; even if it is counterintuitive to your nature. If something sounds odd; rather than fear being embarrassed; ask for clarification. The entire conversation with 'tower' was strange and I should have asked for clarification rather than try to interpret or read between the lines.

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Original NASA ASRS Text

Title: A Cessna 172 pilot reported that while attempting to contact the tower for takeoff; he was actually on Departure Control frequency due to an intermittent switch on the radio panel.

Narrative: Old Phraseology and Sticky buttons. It was a beautiful clear fall day with unlimited visibility and high ceilings. I was in a Cessna 172 with G1000 avionics. I had requested clearance for a 'Photo op' flight over the ZZZ Class C airspace.ZZZ clearance cleared me for 2000 feet; was given a transponder code and the departure frequency. I am very familiar with my aircraft and I knew my COM frequency toggle key responds slowly and tends to stick a little; and you have to mash hard at times. So; when I set COM 1 for tower and departure frequencies; I had to mash the switch twice for the tower frequency to move to the active side. Then I contacted Ground on COM 2 and taxied short of Runway XY. Then I pushed the dual COM knob to toggle up to COM 1 and contacted Tower 'ZZZ Tower; Skyhawk with you at XY with information Quebec.'Immediately I got a response 'Skyhawk state intention; altitude and position' The radios had a little squelch but still I was confused at the request. Since the flight plan was an unusual request for a photo op which I have never done before; I assumed that he wanted to know exactly what I was doing. So I said 'Skyhawk for a photo op at 2000 feet ready at Runway XY' OR at least that is what I thought I said.When he came back with another transponder code; this really confused me but I complied. The second time I heard him say my call sign; and the word 'position'. I assumed he meant 'Position and Hold' and looked both ways for traffic; there was no one on short final and I went ahead and lined up and waited. I was nervous that I may be holding up others. I was puzzled at his use of old terminology of 'position (and hold)' instead of 'line up and wait' but did not ask for clarification since I was convinced that I was talking to tower.By this time; I had a nagging feeling that something was amiss. I kept calling 'Tower' with no response. I could see the Tower and I felt like waving to them to see if they forgot me. I had looked back and saw no one on short final. A few minutes felt like hours and how I wished that Cessna had installed a 'reverse gear'. It never occurred to me that I was on the wrong frequency until the controller said 'Skyhawk contact tower'. I looked up at COM 1; I was shocked and mortified to see that I was on departure frequency! I think that the departure controller thought I was an incoming aircraft; and I thought I was talking to the tower because after I announced that I was holding short at XY; he did not correct me and I did not check to see that I was on the wrong frequency.When I pushed the toggle key once; I should have waited for it to respond rather than push it again. The tower frequency briefly moved to active then moved back to standby and I did not notice the change.I was completely in shock that this could happen to me. Tower instructed me to take [taxiway] off the active runway and contact ground; which I did. By now I was totally embarrassed and incoherent and I am sure I did not make any sense. He seemed genuinely puzzled when he asked me what happened. He asked me to contact the supervisor on a regular phone once I was on the ramp.I thought I took all the right steps before the flight. I contacted the flight school where I trained and discussed with my instructors; I called ZZZ tower to inform of my intentions and ask for the optimal times to fly in class C airspace and the potential route and altitude. I checked the sectionals. I even had Foreflight loaded on my iPad. There are several factors that in hindsight could have contributed to this. I spent too much time planning the flight to the point it was distracting. I thought I had enough sleep and was rested but probably not. I enjoy flying and feel very confident at the controls of my Cessna and was needlessly worrying about the fact that I will be weaving in and out of class C airspace because I wanted it just right. The words 'Position and Hold' are no longer used toinstruct a pilot to enter the runway and await takeoff clearance. The new 'Line Up and Wait' phraseology is used. I trained [over 20 years ago] and after a gap of several years of minimal activity; had recently been flying a lot more and have not had many opportunities to 'Line up and wait'. The chain of events heightening my anxiety; I misinterpreted the word 'position' and had a knee jerk reaction due to years of using that terminology. This was compounded by the fact that I was convinced that I was talking to tower.Lessons learned:1. I could have asked for a safety pilot or an instructor for the practice 'Photo Op' to avoid distractions and once I was confident; could have flown on my own the second time.2. I find that a self-appraisal of 'Am I safe to fly?' is not enough; I will use a check list next time. When you are at reduced performance; you are the worst person to judge this due to confirmation bias. I think a validated 'performance questionnaire' may help.3. My Cessna checklist does not specifically ask me to check on radio frequencies; although I have always checked frequencies I will now include it in writing in my checklist in all phases of flight.4. Learn all the changes in ATC communication and if ANY doubt ask. Since then I have reviewed the videos from the FAA aviation safety website and AOPA on phraseology changes5. If something does not feel right; it is not. Communication is most important; even if it is counterintuitive to your nature. If something sounds odd; rather than fear being embarrassed; ask for clarification. The entire conversation with 'tower' was strange and I should have asked for clarification rather than try to interpret or read between the lines.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.