Light or commercial for preference?
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Recidivist
Joined: Jun 2005
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From: Essex, UK
Light or commercial for preference?
Got to admit, I was impressed by the atco on Southend Approach this morning.
There were about two dozen actives and he was handling it all with efficiency and good humour. Best bit was, some of the traffic was on the ground as he was taking the tower traffic too.
Made me wonder whether atcos would prefer to handle mainly light aircraft (as in this case), with the usual sprinkling of 'learners', or whether all commercial traffic would be the area of choice?
There were about two dozen actives and he was handling it all with efficiency and good humour. Best bit was, some of the traffic was on the ground as he was taking the tower traffic too.
Made me wonder whether atcos would prefer to handle mainly light aircraft (as in this case), with the usual sprinkling of 'learners', or whether all commercial traffic would be the area of choice?
Joined: Nov 2004
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From: Poland
No offence, but I'd rather work with commerical traffic.
Light aircraft, especially training ones require much more attention and are sometimes completely unpredictible.
With IFR airliners one can expect no surprises. Everyone with TWR experience will tell you that.
Light aircraft, especially training ones require much more attention and are sometimes completely unpredictible.
With IFR airliners one can expect no surprises. Everyone with TWR experience will tell you that.
Ohcirrej
Joined: Feb 2003
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From: This is the internet FFS.........
A mix of commercial and training flights (both VFR and IFR) can sure make life interesting, especially when sequencing them all in together. Although to echo Fruno. there is always the slight element of uncertainty as to what they are going to do.
Joined: Jan 2001
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From: UK
I appreciate not all GA pilots are as good as they should be but then some who fly the CAT have a problem occasionally, it is very rare I know; but does not handling the odd GA flight add a little to the otherwise (possible?) routine of your day?
Joined: May 2000
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From: Scotland
Absolutely! Few things are more satisfying (jobwise that is, before my wife complains....) than being able to integrate a wide range of aircraft, from heavy commercial traffic through military fast jets, to light aircraft and even the odd hot air balloon. The main problem comes with doing all the above with minimal delays for everyone. Airline crews will complain if they perceive that they're being delayed by a VFR recreational or training flight, but PPLs paying £100 per hour won't be chuffed at watching airliner after airliner departing ahead of them at busy airports. Get it right and it's great. (So I'm told....)
I'd take issue with the suggestion that you expect no surprises from IFR....I'd say most ATCOs have been very surprised at least once by a big aeroplane doing something bizarre!
I'd take issue with the suggestion that you expect no surprises from IFR....I'd say most ATCOs have been very surprised at least once by a big aeroplane doing something bizarre!
Joined: Aug 2003
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From: Manchester
Right at the end of my flying training (post-CPL) we had the opportunity to fly IFR from Bournemouth to Newcastle in a BE76 Duchess. Think the level was roughly FL70/80, routeing up towards CPT - HON - POL or similar. I remember thinking, the airspace was very busy and wondered was our small craft a hinderance or a novelty to ATC??
My point being, are those bottom levels never used normally so did it provide something different for you guys to do, break up the normal routine, or were we a problem in that we were buzzing along at 140kts and in everyone else's way?
Any thoughts appreciated!!
My point being, are those bottom levels never used normally so did it provide something different for you guys to do, break up the normal routine, or were we a problem in that we were buzzing along at 140kts and in everyone else's way?
Any thoughts appreciated!!
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From: Essex, UK
As a sort of follow-up, the same atco this morning turned a light aircraft away.
He called in, very distorted, and, after about three attempts the atco managed to make out his registration. He responded by asking why the radio had not been fixed after previous reports.
Not being satisfied with the response (whatever it was, I couldn't make it out), he suggested/instructed the pilot to return to his home field.
Don't blame him - he'd have ended up communicating by semaphore!
He called in, very distorted, and, after about three attempts the atco managed to make out his registration. He responded by asking why the radio had not been fixed after previous reports.
Not being satisfied with the response (whatever it was, I couldn't make it out), he suggested/instructed the pilot to return to his home field.
Don't blame him - he'd have ended up communicating by semaphore!
Joined: May 2000
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From: SE England
Light aircraft, GA and warbirds are more fun (partly because anything can happen), BUT heavy commercial is where the money is so that's where Mrs Dare sends me to work.
gliding777, at FL70 over CPT you were significantly more than a novelty. Everything has to climb and descend through your level when you seem to be hovering there for ever (140 kt doesn't seem very fast on radar) and when you are doing nothing more productive than going to NCL because its there it could seem a bit tedious for many controllers. They'll handle you without complaint all the same though and give you the same level of service as those 747s paying the wages, so you'll never know that you are a pain in the proverbial.
gliding777, at FL70 over CPT you were significantly more than a novelty. Everything has to climb and descend through your level when you seem to be hovering there for ever (140 kt doesn't seem very fast on radar) and when you are doing nothing more productive than going to NCL because its there it could seem a bit tedious for many controllers. They'll handle you without complaint all the same though and give you the same level of service as those 747s paying the wages, so you'll never know that you are a pain in the proverbial.
Joined: Oct 2002
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From: frozen norff
Flypasts by warbirds are the cherry for me
, otherwise if the pilot requests a service which I can provide, light/commercial/military/special tasks etc. then there's no preference.
Calibrator, anyone?
, otherwise if the pilot requests a service which I can provide, light/commercial/military/special tasks etc. then there's no preference. Calibrator, anyone?
