Questions

[TATC]

Originally Posted by YourFriendlyATCO!

Babydeb..... don't worry. They wouldn't be so mean as to ask you anything as complex as that!! I hope.

Questions such as, "Do you know how an aircraft manages to navigate?" and "What different types of Air Traffic Control are there?" were about as complex as my questions got. Hopefully they'll be the same for you

I got a great question about what would happen if an aircraft crashed on touchdown , and is ther any way of keeping the airport open in these circumstance (in the scenario the airfield had 2 runways so my answer was to use the other runway unless there was damage or debris at the intersection) they changed the scenario to a single runway and the ircraft crashed short of the runway causing a lot of smoke on final approach. To this I said we could depart on the same runway and land on the other end - obviously requiring a lot of coordination with approach control

[Someone_Else]

I got a similar scenario to the above, but it was only one runway...my advice to you on that one (and any other scenarios like it) is to consider the wind!

[261A]

As this is the questions thread for ATC, I will add my question!

What airports/centres are under which payment band and what is the top and bottom end of the scales for each of these.

Cheers

[babydeb]

TheHuntedOne - thx for all the possible questions and topics that might come up. And thx also for advising me to buy a magazine nearing the interview to get myself upto date. Wouldn't want to appear ignorant on the industry that im trying so hard to get into... >.<

YourFriendlyATCO - I hope I get straightforward questions like the ones you made... that would make them my FriendlyInterviewer >.<

TATC & SomeoneElse - for that scenario about a crash landing and the continued use of the runway, can you please explain the best answer? I've looked at my notes and found nothing in relation to that. >.<

Thanks everyone, Bee >.<

[Jumbo Driver]

Originally Posted by babydeb

TATC & SomeoneElse - for that scenario about a crash landing and the continued use of the runway, can you please explain the best answer? I've looked at my notes and found nothing in relation to that.

Babydeb,

There is another aspect to consider about the crash landing scenario you are considering.

If an airport suffers a major incident, the likelihood is (at least in the short term) that the airport fire service will be fully committed to attending the incident. At least for a while, therefore, there will be a serious degradation in the Rescue & Fire Fighting (RFF) category of the airfield. This will mean that aircraft movements (arrivals & departures) will need to be severely restricted or even suspended during the time the AFS is attending the incident. This could also be a factor if a major incident occurs near the airfield, such as a crash on final approach.

Just a thought.....

[babydeb]

Jumbo Driver - in the example of a major incident, the need for RFF, and all aircraft movements being affected, would you agree with my following thoughts?

-for the arrival flghts to either hold in a stack (if an estimated time is known) or re-route to nearby airport.
- for departures, they will just be held in a queue (but this will ultimately lead to a congested airfield..)

If this is wrong, or other alternatives are more suitable, please let me know

Bee x

[TATC]

Originally Posted by babydeb

Jumbo Driver - in the example of a major incident, the need for RFF, and all aircraft movements being affected, would you agree with my following thoughts?

-for the arrival flghts to either hold in a stack (if an estimated time is known) or re-route to nearby airport.
- for departures, they will just be held in a queue (but this will ultimately lead to a congested airfield..)

If this is wrong, or other alternatives are more suitable, please let me know

Bee x

In the short term while the level of service that can safely be provided is determined then that will be the best course of action.


Seein as aircraft prefer to take off and land into wind then the choice of runways depends on this. If there is light wind then a second runway could be used if available. If the aircraft has crashed short of the runway, and no other runway is available) then to prevent arrivals flying into any smoke created (and to avoid any search and rescue proceedings ) then they could land using the other end of the runway (i.e towards the crash) and departures could take off in the other direction (away from the crash). This would involve a lot of coordination with approach, and probably involve aircraft wrriving adn departing in groups. This is wht I said in response to the wuestion when asked it and I got through the selection process

[babydeb]

TATC - That was a very clear explanation - thank you. But does that really happen? I can't help but think that method, although is feasible, is also very risky, and like you said, requires a lot of coordination and skill. By all means, im not doubting your knowledge, but just curious about whether that is what actions are taken during a situation like that..

Furthermore, am I correct in assuming runways are oblong shaped? Thus, if an aircraft crashed short of landing, (i.e. on the oblong ) would it not block off an area for other aircraft movements? Was that a silly question? Im sorry

Bee

[Jumbo Driver]

Originally Posted by babydeb

Jumbo Driver - in the example of a major incident, the need for RFF, and all aircraft movements being affected, would you agree with my following thoughts?

-for the arrival flghts to either hold in a stack (if an estimated time is known) or re-route to nearby airport.
- for departures, they will just be held in a queue (but this will ultimately lead to a congested airfield..)

If this is wrong, or other alternatives are more suitable, please let me know

Bee x

Babydeb,

Yes, I think you are right on both points.

Arrival flights would undoubtedly be held at arrival stacks, or even earlier prior to descent (where fuel burn is less), until the situation could be assessed. Many flights these days operate with little flexibility for prolonged holding for such an event so it would be likely that a significant number would elect to divert at an early stage, rather than wait and risk the possibility that diversion airfields had "filled up".

Departing flights would clearly be held at their gates wherever possible - and in the case of an extended delay, those taxiing would return to the gate and shut down to conserve fuel and/or refuel.

[babydeb]

JumboDriver - thanks for that. Also I had not thought about the problem of fuel which makes sense because as you mentioned, not many aircrafts take delays into much consideration, thus, when faced with an RFF situation, they have to consider their fuel life - and decide whether they can hold, or need to divert.

Thanks for lighting up a bulb!!

Bee

[Gonzo]

So, seeing as how people are now giving away the 'answers', how long before NATS changes all of its interview questions?

And to be honest, giving the 'correct' answer was never important, it was how you arrived at a decision, and at what stage you changed your mind that we were looking at.

[babydeb]

Gonzo - no one is giving away answers since no one knows what questions will be asked!!

I am trying to prepare for my interview, and when I come across an issue I don't understand, im simply asking for advice and help from fellow ATCO who have more experience than myself.

Thats not so wrong is it?

Bee x

[stue]

With the altimeter question, i could never understand it up untill i started flying. It was only when i saw what was actually going on with the altimeter in flight and setting it to 1013.25 etc that i understood it. It may be worth going to you local airfield and just going up and getting someone to show you how it actually happens. And the fact the on somedays FL's are not available because of the pressure on that day etc. (but thats only really for GA aircraft that hang about round the FL30/35 mark)

I found that it made it alot easier to understand when i could see what was actually happening in flight, rather than just reading it from a book.

Just a thought.

Good luck with your interview though!

[Gonzo]

No, I didn't say it was wrong. However, this thread has given me lots of clues for which questions not to ask when I conduct interviews.....

My post was not aimed at you, and your original question is certainly valid. As has been said, altimetry is an art, and one that causes many valid ATCOs, myself included, brain ache.

[Nick Falzone]

It is "wrong" if he's doing your interview, and you were christened babydebs!

[babydeb]

But thats not fair!! The point of this network is so people can speak freely and openly, and ask what they don't know and share knowledge, experience and views. And not for you to avoid the topics that are brought up, should you be in the position to interview.

Can't you look at it another way - that people, like myself, are passionate about a career as an ATCO that they want to gather as much knowledge as possible?

Im not trying to have a personal argument with you Gonzo, and im sorry if it seems that way. But we just want support, and not get knocked back...

Bee x

[Nick Falzone]

I will hold my hands up and confess to being a $hit stirrer, no way will you be looked on as being anything other than super enthusiastic, and I hope for your sake you weren't christened babydebs!

I think the gripe that some may have is that you are grafting, but others will just logon and benefit from all this without doing a stroke of work, and a word of advice the qfe, qne, qnh pullave above is above the head of most controllers, so don't worry too much, as gonzo said its more about being calm, collected and presenting yourself well as well read (as you can be) and being logical and someone who would be good to work with. pressure, and qne is what the college is for!!

You will benefit much more from pprune by having a day at manchester.

sorry to have wound you up!

[babydeb]

Nick - no need for apologies. Seriously. I just don't want other people, that are in the same boat as me (poor them) to be put off from asking questions, regardless of how silly they are.

Its never any harm to know too much, just don't get caught up in trying to know too much, that you may not need to know. You know? haha >.<

Bee x

[Gonzo]

Can't you look at it another way - that people, like myself, are passionate about a career as an ATCO that they want to gather as much knowledge as possible?

That is the way I look at it, even though it doesn't appear that way to you. If you ask a question to 'gather as much knowledge as possible', I will answser you to the best of my ability. I did not reply to this thread sooner regarding the altimiter question because others got there before me. I have an issue with the fact that someone who is nowhere near as passionate about becoming an ATCO as you could log on to PPRuNe, get the so-called 'correct answer', learn it verbatim, repeat it at interview, and score better than someone else who is actually more suited to becoming an ATCO.

In the 90 minute interview, I want to see how you make decisions and how quickly/slowly, how often/rarely you change your mind when presented with new information, how you think on your feet, how you handle being put under pressure, how you handle someone questioning your answers. Within the guidlines given to me by HR, that's what I'll be doing. If that means asking some of the lesser known questions, that's what I'll be doing. Perhaps I'm being selfish, but at the end of the day I might be training you in a year or so, or sat next to you. I want to know that you can do all those things I mentioned above.

But you can relax, I'm not doing any interviews this month.

And seriously, good luck, you have obviously prepared well for it.

edit: you bring up a good point:

just don't get caught up in trying to know too much

At the interview we are testing you, not your knowledge. We give you the knowledge you need during training. Yes, please do go on as many visits as you can, get a few issues of Flight International or Aviation Week. Just don't confuse yourself!

[babydeb]

Gonzo - I guess I understand what you mean. A combination of knowledge with spontaneity, ability to think on feet and deal with changes.

And to rise up to the challenge, hoping that i would have the opportunity to be taught by you, i best be getting back to the books.

Thanks

Bee x