Andrew H - 948774
-
Posts
94 -
Joined
Content Type
Profiles
Forums
Calendar
Posts posted by Andrew H - 948774
-
-
Thanks guys.
Most likely just SY TCU being lazy while your listening.The AIP phraseology just says:
TURN LEFT (OR RIGHT) HEADING (THREE DIGITS) [TO INTERCEPT] or [REPORT ESTABLISHED]
or
INTERCEPT (radio aid)
GEN 3.4-69
I thought it may have had special significance. I can sleep easy now.
-
When a pilot is being vectored to intercept an approach, the majority of the time you hear "turn left/right heading XXX to intercept XXXXX, cleared XXXX approach". Other times the words "make pilot intercept of XXXX" feature. Does this mean anything special? Is a "pilot intercept" distinct from another kind of intercept?
A browse through AIP found no reference to that phrase. Just curious though because I've heard it RW and online.
Any elaboration on this small and possibly insigificant point is appreciated.
Andrew
-
Hi Nick,
As far as I know PRM approaches have never been simulated online and probably never will be. There are many reasons but foremost would have to be that the traffic density online simply does not call for it. We are lucky to have 10 landings an hour on a normal day whereas PRM approaches would be used to push that rate upwards of 45+, in conditions where Indep Visual Apchs cannot be operated first.
In addition, virtual pilots and controllers do not have the training to operate this function. Theoretically you could train the controller but unless all pilots were also on the same page it would defeat the purpose of running PRM operations. There is no point clearing you for a PRM approach when the other 3 pilots conducting approaches around you have no clue what is happening.
I'm sure there are some other reasons. Perhaps someone better informed can elaborate upon them.
Andrew
-
Thankyou to all the pilots who ventured to destinations north of Brisbane today. It was interesting to experience a flow of traffic that was constant without being hectic. All that was needed were minor sequencing actions and everything hummed along smoothly. At one point I had 6 people heading south and another 5 heading up the coast. Throw some turboprops and some overlights into the mix and it was great!
I took a screenshot but stupidly forgot to save it before turning the computer off. If anyone managed to get some please post them.
For the next real ops event it may be helpful for the VAs not based on real world airlines to submit timetables. That way their pilots can participate while also ensuring a diversity in routes.
One thing I did notice was alot of people observing but not alot of extra ATC positions opening up. I guess for these events its nice to have as many extra positions opened up simply for the 'realism' factor. I did feel sorry for the pilots having to stick with me for about 700 miles but I didn't want to terminate them to the isolation of 122.8. And the other pilots messaging me in amazement that no one had jumped on SY_APP/BIK when there were lots of departures/arrivals in progress.
This did rectify itself in the later part of the afternoon. Thankyou to Ben Ippolito for coming on BN-KPL for a short time. Perhaps the next event should consider 'rostering' people on the surrounding sectors as well.
Any other complaints/suggestions from pilots are welcome.
Andrew
-
It appears the problem lies in a discrepancy between that online timeable and the international flight schedule: http://www.brisbaneairport.com.au/files/pdf/October_07.pdf
Obviously some flights are running which I wasn't aware of a month ago when I made the database. I can see OZJ334 from Norfolk Island and JST182 from Christchurch (departing an hour earlier) and SOL700 can be removed. I'll edit it tonight.
People have also pointed out some VOZ flights that were running a month ago but now seem to either have been cancelled or rescheduled. I don't think we'll get it perfect I'm afraid.
-
I have my international flight booked and was doing a search for other international flights that arrive at YBBN on Saturday' date=' Im not sure but are there some missing from the international arrival booking page, Ive attached a link below showing all the arrivals for that day into YBBN.[/quote']
Since I was the one who entered all the flights into the database, I'll follow this up.
-
No Occeanic Radio for those coming in from the east' date=' eg Lord Howe Island, Norfolk Island, New Zealand etc?[/quote']
I have been spreading the word among those controllers who regularly come on the Radio position. Hopefully someone will heed the call. Jeff Smith where are you!
I hope I am interpreting this correctly but only the TWR position is booked.
This leaves people free to log in as BN_GND, BN_DEL, CG_GND.
-
By the time I had loaded up flight sim...switched to my PMDG NG' date=' and connected to squawkbox, ALL 3 of those sectors had logged off. That's right, it's the middle of a Sunday afternoon and there is now no ATC online except for Pearce tower. Did all of these controllers all have the same party to go to?[/quote']
Isn't that simply the way the cookie crumbles? I have connected numerous times for a flight both here and abroad only to have all the ATC drop off. While it's frustrating I also realise that ATC may have been there for several hours before I showed up and they may have had enough. Unfortunately ATC don't get paid enough to have a service on demand.
Both Jake and I were logged on for about 3 hours....I think I saw a total of 5 flights....I was over it....sorry. Perhaps I will put a suggested log off time in my ATC information next time.
-
Just wondering do we get a confirmation of our booked flights? I seem to have forgotten which are mine.....
We plan to send out a reminder email to people a couple of days beforehand. Some pilots will have made bookings over 4 weeks ago and may need their memory refreshed.
-
also in their remarks they have /STS/HOSP just something to add.
I've also seen STS/MED1 as an indication of medical priority.
-
John has confirmed what is published in DAH. I'm assuming that is the best evidence we can go on. The full boundary details are availble here on page 8/12
http://www.airservicesaustralia.com.au/publications/current/dah/10-ATC_HL2.pdf
YBBB/YMMM/OCEAN
LATERAL LIMITS: 32 53 01S 152 26 31E, 31 07 50S 153 18 31E
then along the minor arc of a circle of 200.0 NM radius centered
on 33 56 34S 151 10 51E (SY/DME) to 36 29 26S 153 48 37E
36 13 36S 152 25 23E,
then along the minor arc of a circle of 120.0NM radius centred on
NWA/TAC to 35 18 59S 152 55 50E 34 28 18S 151 49 23E.
I've included a screenshot of what I imagine this would look like.
Thanks Richard for the updating.
-
TAAATS will still display the flight using a slightly different label' date=' which position is based on their flightplan in the system/estimates entered by controllers (I'm pretty sure - actual TAAATS users?).[/quote']
From what I understand the very sophisticated ATC computer (Flight Data Processor??) makes a recalculation of the aircraft trajectory and enroute estimates, the instant the secondary radar looses contact with the transponder. Obviously the last radar return will give the system information like track history and groundspeed. When you combine this with forecast and actual winds and the pilot reported estimates, the computer gives a very accurate interpretation of where the aircraft is. I believe the track symbol changes from a circle (radar symbol) to a square, but the tag just doesn't "disappear".
I'm not sure what happens to a track that starts outside radar coverage. Is the tag represented once the ATC enters the first estimate from the pilot on departure?
Can the real guy's give some more detail?
If only VRC would simulate all that...
Andy
-
Dear Powers That Be,
Just a query concerning the oceanic boundary of ARL. In real life this sector would extend out to 200nm SY(quote DAH: "...along the minor arc of a circle 200nm radius, centered on SY VOR/DME), where the JORDY - ABARB -MAGDA - GEROS - PLUGA waypoints are located. At the moment, the current sector file shows the boundary to be 150nm SY.
With the increased presence of oceanic controllers online, I thought this might be a useful thing to address reference the correct handoff point etc.
Is there any way to have this addressed in the next sector file update?
Kind regards
Andrew
-
Wow, it's pleasing to see a number of flights are already gone! Keep up the good work - I want all 176 flights filled and that's an order! :-)
-
Yes it was an interesting hour on AD_APP. The participation of VFR aircraft in recent events really adds to the complexity of traffic in the TMA, so keep it up! It also reinforces my belief that if VFR traffic is to be expected in big numbers at the next Panic Stations, we need to open the RIS position.
Issuing squawk codes, identifying people etc when they all arrive in a clump can really clog up a frequency.
-
Tonights YBBN-YSSY event was suprisingly well populated for an EOM. The traffic was consistent for a good two hours!
Everything went well apart from my *ehem* indiscretion at the end...thankyou JST001 for proving that LAHSO can and should be used at YSSY! Your passenger survived - my pride didn't.
Andrew
-
My attempt at FLOW was an interesting experience. It certainly takes some brain power!
Just some feedback on the TMA staffing:
I can't speak for Matt (who did a nice job), but the amount of traffic was too much for one approach controller. I think the fact it was a two runway configuration meant the amount of traffic being handed off was suitable for the runway capacity but not suitable for one controller. I only realised this after Matt requested no more traffic because of what was popping up inside the TMA. The fair few VFR aircraft required attention.
There was some forewarning that VFR aircraft would be participating this time. Perhaps for the next event, if not splitting the APP function atleast consider opening the Radar position for a short time to process requests for clearance from OCTA and generally be there to ease the load.
Andrew
-
Hi Folks,
I had the fantastic opportunity to visit the Sydney ATC facility today, along with fellow VATPACers Nick Togias and Michael Christou. We gained a great insight into the way things run inside the TCU and it answered alot of our questions about how TAAATs functions and how the airspace is really organised.
Our visit started with a powerpoint presentation that discussed basic functions of TAAATs, airspace sectorisation and violations of controlled airspace. Following this we were led into the radar room where all those fantastic looking TAAATS consoles are housed
. We wandered around for abit, sat with some controllers, and took in as much as we could. There was a general ease in the traffic for about 20 minutes so I was sat with Director and then with Departures West. It was strange seeing the people behind the voices. Nick will attest to the fact we both turned around when 'Departures, identified, track direct Wollongong planned route' boomed from a Canadian sounding voice. Those who listen to Sydney ATC will know who we are talking about. We were then shuffled over to the Tower for a 10-15 minute show of what was happening. Unfortunately we couldn't stay too long as some people were undergoing training and it was a bit of a squeeze.
If anyone is interested, in the coming days I'll post a better explanation of airspace sectorisation and some insights into what the real guys were donig. (Based on memory and sneaky photos taken during the ppoint presentation
:cool: )
Regards
Andrew
-
Let me just say that from my perspective (CB_APP), Nick did an excellent job at managing things into Canberra. Constant overrides with tracking details, separation requests etc. made it enjoyable!
Well done Nick!
-
Melbourne Centre did advise an arrival that an aircraft had managed to gouge out some of the runway at the intersection of the two runways. The repairs would be ongoing until 1015Z. Doesn't add much to the 'who' or the 'why'.
-
I had a great time doing SY_TWR this evening with Fluke at the helm on APP. That was until I had the bright idea to simulate curfew operations. With the winds a moderate westerly it seemed viable. Departures went out...some arrivals landed...all hunky-dorey. Then a group of 3 arrivals hit all at once and despite my pleadings for a gap in the sequence, DJ878 sat at the holding point for about 15 minutes!
My humblest apologies, you took it all very well considering. If I was you I would have left the cockpit, climbed the tower and given me a big slap
. The delay was unfair for something that is just a simulation and serves no real purpose. Thanks for being a good sport! While it can be fun to do these special configurations...that wasn't fun!
Sorry once again!
Ciao
-
Yeah that was busy for Adelaide.
Thanks to all the pilots for following my rusty sequencing instructions. No one had to hold...they should be happy with that!
What's the deal with VATSIM winds in the flight levels? Is it basically nil? There were numerous times where instructions produced no effect when people were same direction, same level, same type. I find out that one guy has a 150 kt headwind and the rest have nothing at all. Great.
I had to refer to groundspeed to get anything happening.
Adelaide is certainly going to be an interesting, perhaps lethal, location for panic stations. This time I'll just watch the carnage from the comfy vantage point of AH_OBS.
-
Hi Paul,
I should be available to provide some ATC service on BK_TWR.
Andrew.
-
I originally posted in the first Panic Stations thread. My post-panic review:
*Flow was fantastic. Rob should be employed by AsA. The flow was traffic was consistent and well spaced.
*The use of AUDLEY2 star should be reconsidered for any high traffic YSSY events. While it is good from a flow perspective knowing the miles exactly, there were problems.
I'd say 40% of pilots flew it correctly...the rest either didn't turn downwind,base and just kept tracking ... or wandered. Thus the circuit got wider, everyone else was getting tracked out further. More work for Director to realise it is happening, correct them, then slow others down or vector others....just my two cents. It would have been easier to know that everyone was being vectored. And most people can follow a vector!
*APP guys were brilliant...sorry about the coordination...it was either talk to you or let someone go through the localiser! I had to ignore you from time to time
*Staggering of ILS approaches onto the parallel rwys while factoring in wake turbulence separation was ... a nightmare! Sorry to the few guys who had to drag race the guy on parallel approach...lets say it was an IVA and call it a day! Rob suggested two director positions next time? An idea out there to be considered.
Have fun and THANKYOU FOR FLYING...I love every second of it!
Andrew
. The delay was unfair for something that is just a simulation and serves no real purpose. Thanks for being a good sport!
Panic Stations - Brisbane - 16MAR08
in Events
Posted
The sequencing techniques outlined in this document are probably better to go by. I've seen them used to good effect in past events eg. YSSY, YPAD and YBCS. And really the key to it all is flow...no flow with that much traffic = excrement hitting fan.