SATCO Biggin
9th May 2005, 13:22
Here is the scenario. I have aircraft 'A' waiting to start for a positioning flight to Heathrow.
Frequent CB's and thunderstorms have caused a backlog of traffic going into Heathrow so a flow rate had been imposed. Over the last hour CFMU had issued aircraft 'A' with four different slot times and he was going to start in accordance with the latest revision of 1840.
I co-ordinate the start up with the next ATCU who inform me that Heathrow cannot accept the aircraft before 1915. If thats what the controllers at the coalface want then fair enough and I will go along with that time.
Now I have to explain to the aircraft that although he has a slot time from Flow Control it actually doesn't count for anything and we have to wait for the later time. Technically I have to 'slot bust' what CFMU want, which of course would normally lead to a slap on the wrist.
From where I am sitting on the outside it would appear that both the guys at CFMU and the guys at Heathrow are acting totally correctly so why the difference in slots? The only reason I can come up with is that the flow rate that CFMU were operating to could not be matched by those doing the job at the customer service end.
Must be confusing to the aircraft operator to have a 'runway slot' allocated by the BAA, a 'slot time' issued by CFMU, and an EAT issued by ATC that all differ.
Who decides flow rates through busy sectors?
Frequent CB's and thunderstorms have caused a backlog of traffic going into Heathrow so a flow rate had been imposed. Over the last hour CFMU had issued aircraft 'A' with four different slot times and he was going to start in accordance with the latest revision of 1840.
I co-ordinate the start up with the next ATCU who inform me that Heathrow cannot accept the aircraft before 1915. If thats what the controllers at the coalface want then fair enough and I will go along with that time.
Now I have to explain to the aircraft that although he has a slot time from Flow Control it actually doesn't count for anything and we have to wait for the later time. Technically I have to 'slot bust' what CFMU want, which of course would normally lead to a slap on the wrist.
From where I am sitting on the outside it would appear that both the guys at CFMU and the guys at Heathrow are acting totally correctly so why the difference in slots? The only reason I can come up with is that the flow rate that CFMU were operating to could not be matched by those doing the job at the customer service end.
Must be confusing to the aircraft operator to have a 'runway slot' allocated by the BAA, a 'slot time' issued by CFMU, and an EAT issued by ATC that all differ.
Who decides flow rates through busy sectors?