Two quick questions for you ATCO's.
Thread Starter
Joined: Feb 2001
Posts: 148
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From: Heathrow
Two quick questions for you ATCO's.
After some clarification on a couple of questions, thanks in advance.
1.which of the following is correct RT?
a. climb to 4000 feet, QNH 1015
b. descend to altitude 4000f eet, QNH 999
c. climb to flight level 230.
2. under a RA sevice, FL90 am i right in thinking that the max speed is 250kts?
3. ( for you LHR chaps), is N1 and N3 Rw27L considered NOT to be an intersection for wake seperation purposes?
4. finally, A319 following B757 into LHR, nice day, what is the minimum spacing required on approach?
Thanks.
1.which of the following is correct RT?
a. climb to 4000 feet, QNH 1015
b. descend to altitude 4000f eet, QNH 999
c. climb to flight level 230.
2. under a RA sevice, FL90 am i right in thinking that the max speed is 250kts?
3. ( for you LHR chaps), is N1 and N3 Rw27L considered NOT to be an intersection for wake seperation purposes?
4. finally, A319 following B757 into LHR, nice day, what is the minimum spacing required on approach?
Thanks.
Joined: Dec 1999
Posts: 4,432
Likes: 33
From: LHR/EGLL
1 - b (if you add the word 'millibars' on the end!)
2 - I'll leave that to the experts!
3 - N3 is not considered a vortex intersection. ie. if you depart from N3 in a medium, you can go 2 minutes behind a heavy who departed from the full length. (same with N8 and N10 on 09R)
4 - A319 (lower medium) requires 4 miles behind a B757 (upper medium).
2 - I'll leave that to the experts!
3 - N3 is not considered a vortex intersection. ie. if you depart from N3 in a medium, you can go 2 minutes behind a heavy who departed from the full length. (same with N8 and N10 on 09R)
4 - A319 (lower medium) requires 4 miles behind a B757 (upper medium).
Joined: Nov 2001
Posts: 353
Likes: 4
From: Around
1. In the UK, none are correct. They should be:
a) Climb to altitude 4000 feet, QNH 1015.
b) Descend to altitude 4000 feet, QNH 999 millibars.
c) Climb flight level 230. (No 'to')
2. The rules of the air require aircraft to observe a speed limit of 250kt IAS below FL100.
The limit does not apply to:
a) Flights in class A and B airspace.
b) IFR in class C
c) Flights in class C & D when authorised by ATC.
d) Test flights iaw specified conditions
e) Flying displays authorised by CAA
f) A/c subject to written permission from CAA
g) A/c not subject to ANO (eg. military)
So, in your example, the limit is applicable.
3 & 4 left for those in the know.
Edit: Beaten to it!
a) Climb to altitude 4000 feet, QNH 1015.
b) Descend to altitude 4000 feet, QNH 999 millibars.
c) Climb flight level 230. (No 'to')
2. The rules of the air require aircraft to observe a speed limit of 250kt IAS below FL100.
The limit does not apply to:
a) Flights in class A and B airspace.
b) IFR in class C
c) Flights in class C & D when authorised by ATC.
d) Test flights iaw specified conditions
e) Flying displays authorised by CAA
f) A/c subject to written permission from CAA
g) A/c not subject to ANO (eg. military)
So, in your example, the limit is applicable.
3 & 4 left for those in the know.
Edit: Beaten to it!
)
Joined: Nov 2001
Posts: 353
Likes: 4
From: Around
Hate to differ but in Class D/E airspace below FL100 the speed limit of 250kts is manditory there is no ATC disgression
In the UK, the restriction may be lifted in Class D at the discretion of ATC. My answer was drawn from the UK Manual of Air Traffic Services.
"None IS correct" - "none" is singular.
Joined: Oct 2004
Posts: 239
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From: surrey
Spuds...
Here at TC, we quite often get our bretheren from across the pond replying to a call of climb FL130 with "climb 0ne three thousand"... etc etc
if you were to say "climb to 4000 feet"; would they maybe take that as clearance to climb to FL240??
I know it should be obvious, but when you normally fly in a country with a transition altitude 2 or 3 times higher than in the UK, I suppose it can be confusing. (Can't believe I typed something that could infer a defence of the Yankee pilots!!)
Beaten to the punch by Gonzo....
Here at TC, we quite often get our bretheren from across the pond replying to a call of climb FL130 with "climb 0ne three thousand"... etc etc
if you were to say "climb to 4000 feet"; would they maybe take that as clearance to climb to FL240??
I know it should be obvious, but when you normally fly in a country with a transition altitude 2 or 3 times higher than in the UK, I suppose it can be confusing. (Can't believe I typed something that could infer a defence of the Yankee pilots!!)
Beaten to the punch by Gonzo....
Joined: Jan 2003
Posts: 538
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From: wherever I lay my headset
... climb to (height) 4000ft...
UK Military ATS Units predominatly pass instructions on QFE (although currently standard phraseology does NOT allow for the use of either height or altitude... IMHO wrongly?)
UK Military ATS Units predominatly pass instructions on QFE (although currently standard phraseology does NOT allow for the use of either height or altitude... IMHO wrongly?)
