Gonzo yep, you're half right, every IFR dep requires a release from radar, and the problem is, we have to obtain that before we taxy an a/c from G2 to G1.
Only if we have the release, can we be sure of getting the a/c away. No point in taxiing someone past G2 and not being able to get the release and then causing a go around because the one on the ILS isn't happy at getting G/P fluctuations at a critical phase of landing.
BTW, brain fade, that explains why we sometimes ask the inbound if they are visual, and if they say yes, then we taxy you forward to G1 and explain to the inbound that they may get G/P fluctuations due to your prescence at G1. Oh, sorry, would that be a lack of brevity on the r/t?
Ah well, all in the name of using the 5 mile gap.
Right now brain fade, if we're on the subject of looking at each others' working practices, then I'm going to say something that may annoy you. Some of the pilots here at Bristol and in particular the E145 jockeys really do need to raise their game a bit. I used to work at Belfast City, where on 22, we had a backtrack for every dep. Quite often, we would have the Embraers backtracking 500 metres or so, turning and rolling, all in a tiny 6 mile gap. It worked! When I came here to Bristol, I was told that I'd be lucky to get any Embraer to accept a dep when there was a 5 mile gap. I was shocked to say the least, considering there is no backtrack on 27 and only a 250 metre taxy from G2 to the 09 threshold. So if we're looking for improvements, tell me why pilots on all the types based at or operating into BHD can use 6 mile gaps with a backtrack of 500m but at Bristol, they can't with no backtrack or only a 250m taxy???????
See, I knew you wouldn't like that one.
Oh, and another thing, when you are ready for departure, it's customary to inform the tower by saying "ABC123 ready for departure", not "ABC123 holding at G2."
There's not one of us ATCO's here at Bristol that isn't committed to using every gap we can for departures. Pity we can't say the same for the pilots who use this airport.
As for "taxy to G1, hold short of the runway. After departure standard noise, then a left turn to WOT", Gonzo is correct, there's nothing wrong with that. We get hammered by our own management and the Campaign Against Aviation when there is a runway incursion, even if it's not our fault, so we tend to use this phrase, or say "hold position....." then give the release. Point is, some pilots think that once they've been told "after departure......" they think it's some hidden instruction to line up, or even worse, they say "after dep std noise ABC123 cleared take off." And yes, I've had that read back to me more than once here at Bristol. Maybe it's an English thing!?
Finally, and only cos I'm off home soon, " you would do better if you simply copied ATC practice at other airports and ditched you special Brizzol stuff....."
Hey, the CAA gives us some books (MATS pt 1/ UK AIP/ CAP670 etc etc) and we have to work within the framework of said publications. We do. End of.
Clear as mud?
Oh yeah, just one final thought.......
If you don\'t think we\'re much kop here at Bristol, get yerself of down the nearest friendly ATC college and get a licence. Then we\'ll see what your made of! Failing that why not ask for a transfer?