Goldfish Jack - Apart from repeating what has been clearly explained I want to clear one point regarding specialisation. This may be practicle at quieter stations but keep in mind that in busy units you need practice at one discipline to perfect it. For a
JS ATC to hop between APP and ACC will result in a "Jack of all trades but master of none". Furthermore, I have seen many ACC guys trying to 'help' APP because they have an APP validation only to see the APP guy sink further because the ACC guys plan for APP differs with the APP ATCs own plan. With the dynamics of the
JS TMA it is not possible to help out too much as you do not have the full picture i.e. the traffic flowing between units within the TMA. The solution: have procedures that are safe, orderly and expeditious. The biggest problem with the TMA is 7 STARs for 1 RWY. The APP guy does not have a sequencing tool to assist and is already overloaded with tasks. The 15nm sequencing is a step in the right direction but should be through a max of 4 gates into the TMA. Spacing should also be based on RWY occupancy times. If the average time is 3 minutes then extrapolate that into a distance from touchdown and work backwards on 'normal speed reduction' to a point at say 40 or 50nm from the field. I think the
JS guys are pushing it a bit at 15nm with 7 STARs. Maybe increase to 20nm or reduce the STARs. The ATC's at
JS deserve praise not criticism, they are working beyond there own limits to be as accomadating as possible. ATNS management need to wake up understand that business levels are not based on hourly movements but actual aircraft on frequency. I think the 'limit' is 40 per hour, what a joke. Move 30 a/c in the first 30 mins and 10 the the second. Has a sector load limit been advocated as a legal limit yet? This would have to be based on sector design and manning. For example - FAJS ACCN has a full time exec therefore would have a higher sector loading than ACCS. Similarly single ATC operation has a lower loading factor than ATC plus Exec.. A ballpark figure is not more than 12 on freq. with one ATC and not more than 18 with an exec, further to that never more than 5 holding within your sector. APP would have lower figures due to the smaller airspace. When a sector reaches capacity you shut the door to any more traffic. The adjoining sector then has to hold traffic until his/her sector reaches capacity and so the domino falls. Just a thought??????
Forget INCREPS, slap the ****** in the hold. Everytime he opens his mouth add another hold. See how quickly guys comply and shut up.
Their is no complete answer for
JS. The new equipment will go a long way to resolving issues BUT is very dependant on the procedures that go with the equipment. As ZRH intimated and I can confirm with procedures here in the UAE. No system is perfect. The fact of the matter is there are too many a/c in the air. Pilots and operators can scream all they want, when saturation is reached their will be delays. If you are flying in peak times carry enough fuel. If you are flying during the thunderstorm period, carry enough fuel. Simple isn't it!
And as my dear friend Goldfish Jack says.......
Here endeth the lesson!!!!