11 posts in this topic
By Jim Johnson
It's the beginning of the year and time for another discussion? I have noted on a number of occasions the use of the 'ident method' and 'miles to touchdown' being used by numerous controllers. Watching recently, the controller of departing aircraft requested a 'squawk ident' from every departing aircraft (is this really necessary, but please consult CAP493 para 4. SSR sec1 ch6 before replying).The callsign and squawkcode of departing aircraft were clearly displayed. I have no problem with having to ident aircraft, I generally use the departure method, i.e. (checked callsign, squawk code and passing altitude)
Liverpool Radar, EZY345 altititude 2000ft climbing altitude 4000ft
EZY345 , Liverpool Radar, identified, climb now flight level 80.
EZY345, climb flight level 80.
but I do have a problem with controllers asking for 'squawk ident' and at the same time giving an instruction i.e squawk ident, climb now FL.... I would have thought it was necessary to ident the aircraft before issuing any instructions? Secondly, I have heard controllers giving mile to touchdown, sometimes they do and sometime they don't and sometimes difficult to understand why they do at times. I normally would give miles to touchdown at Liverpool for a CDA to 09 but over many years of flying I have never requested miles to touchdown or required them when flying the normal approach although sometime they are given by ATC. Remember this is a discussion, if there is another 'authorized' source which can enlighten me, I will appreciate it and perhaps shorten a discussion on the two points I have raised.
By John Pettit
Listening on TeamSpeak and reading forum comments after various "Overload" events has got me thinking.
How about a UK-wide event that sees several UK airports fully manned, as well as the linking area controllers also being online. Instead of flights being booked into/out of a single main airport, multiple start point airports would be used. Flights would then criss-cross a network and multile sectors could be bookable. Thus several airports would have both arrivals and departures, but more importantly it would reduce excessive release and hold times. At present most events seem to revolve around a single core airport (or two, if EGLL and EGKK are used).
I have never enjoyed being told that "there is a 30 minute delay on start-up, due traffic", and I suspect most pilots don't either. It's OK to be told to hold for 10 minutes, but anything more becomes tedious. I have spent too much of my life suffering long delays, both on the ground and in the air, so at present I'm afraid I don't usually take part in most events as a pilot, but will do, hopefully in the future as a controller. This is because when a controller, you are always involved in actual controlling at these events, whereas if there is an 'overload', as a pilot you spend a lot of time just as an observer.
Just some idle thoughts on a Sunday evening, but who knows ...........
By Donald Leaton
Recently departing from EGSS the weather indicated 310 deg @ 10 kts. I prepared for a departure from runway 04 but was advised it should be runway 22.
Making this a tailwind and crosswind departure I would like to query why the decision for 22 was made ?
By James Bayliss-de Gruchy
Whilst there is no area to post traffic requests on the forum for the time being, I thought I would just make this one quickly so everyone can make requests for mentoring sessions. Like normal I guess just put the usually:
Date and time,
Any special requests
By Gregg Donohoe
Use this post to give details on upcoming mentoring sessions within the RTS. If you're not doing anything else, why not fly in or out to help your fellow RTS Member!
This should be completed by mentors only.
Please keep to the following format and avoid using the topic for discussion.
Date: Time: Position: Specific Requests: Additional Info: Once the session has been completed, it will be removed from the topic.