By Sebastian Wheeler
Just a slight query related to the above:
I was fortunate enough to partake in a weeks worth of work experience with NATS recently, and while at whitely on the ADC sims, I heard the following phraseology being used "G-ABCD, Cleared to enter controlled airspace via Route A, at or below altitude 2000 feet, QNH 1014."
Upon asking one of the pseudo-pilots about the change, I was told it is "new phraseology" can anyone else confirm whether this is the case? Apparently, it was put in place after some confusion from pilots after receiving a "not above" clearance.
By Phillip Speer
There will be an exam on Edinburgh Tower (EGPH) on Monday 10th June, starting at 1900Z (2000 local). We will be on the network until criteria have been met or until 2030Z (2130 local).
We need a good mix of IFR and VFR traffic around the airport to allow the candidate to demonstrate their skills.
We already have radar and area (aerodrome positions need to be kept vacant during the exam).
Good Luck to the candidate.
By Steve Riley
Just reading the new sid charts , am I right in saying hand offs are going to LONDON or SCOTTISH and not radar as no mention of Radar on the charts.
2. After departure, aircraft shall remain on the Tower frequency until instructed. 3. En-route cruising levels will be issued after take-off by 'London Control'. 4. Report callsign, SID designator, current altitude and cleared level on first contact with 'London Control'.
I have not got the old charts to confirm this as I take them straight from NATS web site.
Also frequencies have changed are we changing them within ES ?
123.980, 131.005 BIRMINGHAM APPROACH/RADAR
118.305 BIRMINGHAM TOWER
121.805 BIRMINGHAM GROUND
By Thomas Wowk
As above, how do you guys assess the runway surface condition on VATSIM? Do you make a visual assessment from the visual control room in correlation to the current/prevailing weather conditions or do you assess this purely off the METAR/TAF?
The only reason i ask it that the surface condition of a runway really affects our landing performance (each operators SOP's may be different for the same aircraft type) Specifically if the runway is declared as DRY full length our crosswind limitations may be increased, whereas if the runway is declared WET full length, crosswind limitations are decreased. If i also needed to return after departure due to an emergency and perform an overweight landing, a DRY/WET surface also makes quite a difference for our overall LDA requirements.
By Thomas Wowk
For the ones who enjoy carrying out IFR circuits in large aircraft, Doncaster Sheffield (EGCN) accepts visual circuits for aircraft above 5,700kg - B737/B757/B767/B747 etc.
The circuit profile & procedure can be found in the textual data in the AIP for EGCN. Primarily speaking only one aircraft can be in the circuit at a time. Be nice to get TWR on at EGCN from time to time to accept more training traffic within the network.
The circuit profile briefly summarised as below:
Visual circuits by aircraft above 5700 kg must comply with the following noise abatement procedures.
i. Runway 02 After departure turn right crosswind at no greater than 2.5 DME, fly downwind at 2000 FT QNH, report final south of Bawtry (3 DME) and not below 1500 FT QNH.
ii. Runway 20 After departure climb on track 190°, at 1.5 DME turn left crosswind, fly downwind at 2000 FT QNH and report final not below 1500 FT QNH