Originally Posted by
SM4 Pirate
We join ours a vertical levels too. But we join with all 'domestics' independently in VMC; i.e. they get a traffic statement and thus are responsible for not going through the centreline due to traffic on the other side. It's fun watching two domestics pointing at each other; they have traffic of course on/before base.
Directors rarely talk to each other, it's look and go stuff.
Just to correct ... independent visual approaches do not require a traffic statement. It is pilot responsibility during IVAs not to pass through final. How many appreciate that fine point is a whole other discussion. Pointing two domestics at each other takes a lot of getting used to. And with most operators leaving TCAS on these days, there are RAs on final from time to time. More often that not the RA traffic can resume approach once clear of conflict (ie, established on centreline - just a little above or below the glide). International traffic conducting IVAs don't get traffic statements either ... they are separated by other means (vert/3NM) until established on centreline.
Surely mixed mode ops will provide a higher overall movement rate for Heathrow? What about all the wasted runway occupancy with wake turb on departures?
And a question about non-PRM 'monitoring' controller ... is this in addition to DIR? DIR is the only requirement for IVAs and PRM ... max 52 (?) mile radar range.