Questions
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Babydeb maybe you are looking at this wrongly. It is not always the right answer that is important, but how you arrive at an answer. When you visit Manchester take a tin of biscuits with you and feed the animals. Try to work out how they think. It is different to normal people, but not too hard to learn. That is part of what the interviewers are looking for.
Read back through the thread and ask youself, “Are you winding yourself up into a knot over this?” What happens when a question comes up and you haven’t asked the question on here? (because it will ) I’d think of some strategies for that if I was you, and chill a little.
However it does rather help Gonzo and his chums if you know something about the subject so keep asking the questions too, and the answers are rather fun, don’t you think?
PS I’d think about the times you’ve flown too – how long did it take, how high did you go, what did the plane look like, that sort of thing
Read back through the thread and ask youself, “Are you winding yourself up into a knot over this?” What happens when a question comes up and you haven’t asked the question on here? (because it will ) I’d think of some strategies for that if I was you, and chill a little.
However it does rather help Gonzo and his chums if you know something about the subject so keep asking the questions too, and the answers are rather fun, don’t you think?
PS I’d think about the times you’ve flown too – how long did it take, how high did you go, what did the plane look like, that sort of thing
Thread Starter
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At the end of the day, im enjoying what im learning, especially so through this network, and thats gotta matter, right? hehe >.<
Ok, deep breath....im chilled!! haha >.<
Bee x
P.S. Sorry to anyone who thinks they came across a psycho....hehe >.<
Ok, deep breath....im chilled!! haha >.<
Bee x
P.S. Sorry to anyone who thinks they came across a psycho....hehe >.<
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Viva,
You missed the important point.....they have to beChoccie bikkies
Seriously tho'
Any visit by [B]any[B] potential ATCO/ATSA recruit to any unit should be...in no particular order....
Interesting
Informative
Educational
Motivating
Happy with your visit
watp,iktch
You missed the important point.....they have to beChoccie bikkies
Seriously tho'
Any visit by [B]any[B] potential ATCO/ATSA recruit to any unit should be...in no particular order....
Interesting
Informative
Educational
Motivating
Happy with your visit
watp,iktch
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Just swottin' up for my NATS interview next month. I've got a couple of questions for all you ATCOs out there (more will follow shortly no doubt):
What is the procedure if a significant chunk of metal (or heaven forbid a wheel) is found on the runway? (how do you go about identifying which aircraft it came from - and then what?)
(more for clarification/correction this one) How does air pressure affect the Atlantic track structure? (i.e. flight from London - New Yoik)
I know winds blow clockwise around an area of high pressure (in the Northern hemisphere anyhow) - does this mean that the allocated tracks for that period head off in a north-westerly direction so they take advantage of tail winds? (vice-versa for low pressure?)
Many Thanks
"I aint gettin on no plane"
What is the procedure if a significant chunk of metal (or heaven forbid a wheel) is found on the runway? (how do you go about identifying which aircraft it came from - and then what?)
(more for clarification/correction this one) How does air pressure affect the Atlantic track structure? (i.e. flight from London - New Yoik)
I know winds blow clockwise around an area of high pressure (in the Northern hemisphere anyhow) - does this mean that the allocated tracks for that period head off in a north-westerly direction so they take advantage of tail winds? (vice-versa for low pressure?)
Many Thanks
"I aint gettin on no plane"
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I'll have a crack at the answer to your second question.
Are you sitting comfortably..?
The North Atlantic (NAT) Track structure depends on the upper winds, which are in turn related to the surface pressure distribution, i.e. highs, lows, fronts, etc. However, of more significance than the positions of the highs and lows is the position of the Jet Stream. This is an upper wind, which blows from West to East across the Atlantic region and its position and strength varies daily and with the seasons. The relationship between its position and the surface pressure features is more complicated than you (or I!) need to know - it is sufficient to know that its location and strength vary daily. The wind strength at the core can be between 100kts and 200kts, so it can be a very useful tailwind flying Eastbound and flights will plan to stay well clear of its effects when Westbound.
The flow of passenger traffic across the Atlantic is "tidal", in that the majority of flights from Europe to USA/Canada will take place during the day and the return flights from USA/Canada to Europe are overnight. To deal with this efficiently, a NAT Track structure is prepared by Shanwick (the Oceanic ATCC for the UK side of the NAT region). This structure provides typically six tracks from East to West for daytime use and six from West to East for overnight. They are like moveable airways, each having allocated levels for use and providing lateral separation from adjacent tracks.
All tracks will be prepared using the forecast wind to provide "minimum time" between their Oceanic entry/exit points of the Atlantic crossing at cruising levels, at the same time as providing the necessary lateral separation. This will depend on the pressure situation across the whole Atlantic region and not just the local features near to UK. The location of the Eastbound tracks will usually be very different from the Westbound tracks, as the Eastbounds will be seeking maximum tailwinds (W-E) and the Westbounds seeking minimum headwinds. The entry/exit points are fixed and the track structure is planned between them to give the best "minimum time" tracks according to the forecast winds.
This is probably far more than you need to know at this stage - but I hope it helps with the understanding and planning for your interviews.
Good luck.
Originally Posted by BA Baracus
Just swottin' up for my NATS interview next month. I've got a couple of questions for all you ATCOs out there (more will follow shortly no doubt):
What is the procedure if a significant chunk of metal (or heaven forbid a wheel) is found on the runway? (how do you go about identifying which aircraft it came from - and then what?)
(more for clarification/correction this one) How does air pressure affect the Atlantic track structure? (i.e. flight from London - New Yoik)
I know winds blow clockwise around an area of high pressure (in the Northern hemisphere anyhow) - does this mean that the allocated tracks for that period head off in a north-westerly direction so they take advantage of tail winds? (vice-versa for low pressure?)
What is the procedure if a significant chunk of metal (or heaven forbid a wheel) is found on the runway? (how do you go about identifying which aircraft it came from - and then what?)
(more for clarification/correction this one) How does air pressure affect the Atlantic track structure? (i.e. flight from London - New Yoik)
I know winds blow clockwise around an area of high pressure (in the Northern hemisphere anyhow) - does this mean that the allocated tracks for that period head off in a north-westerly direction so they take advantage of tail winds? (vice-versa for low pressure?)
The North Atlantic (NAT) Track structure depends on the upper winds, which are in turn related to the surface pressure distribution, i.e. highs, lows, fronts, etc. However, of more significance than the positions of the highs and lows is the position of the Jet Stream. This is an upper wind, which blows from West to East across the Atlantic region and its position and strength varies daily and with the seasons. The relationship between its position and the surface pressure features is more complicated than you (or I!) need to know - it is sufficient to know that its location and strength vary daily. The wind strength at the core can be between 100kts and 200kts, so it can be a very useful tailwind flying Eastbound and flights will plan to stay well clear of its effects when Westbound.
The flow of passenger traffic across the Atlantic is "tidal", in that the majority of flights from Europe to USA/Canada will take place during the day and the return flights from USA/Canada to Europe are overnight. To deal with this efficiently, a NAT Track structure is prepared by Shanwick (the Oceanic ATCC for the UK side of the NAT region). This structure provides typically six tracks from East to West for daytime use and six from West to East for overnight. They are like moveable airways, each having allocated levels for use and providing lateral separation from adjacent tracks.
All tracks will be prepared using the forecast wind to provide "minimum time" between their Oceanic entry/exit points of the Atlantic crossing at cruising levels, at the same time as providing the necessary lateral separation. This will depend on the pressure situation across the whole Atlantic region and not just the local features near to UK. The location of the Eastbound tracks will usually be very different from the Westbound tracks, as the Eastbounds will be seeking maximum tailwinds (W-E) and the Westbounds seeking minimum headwinds. The entry/exit points are fixed and the track structure is planned between them to give the best "minimum time" tracks according to the forecast winds.
This is probably far more than you need to know at this stage - but I hope it helps with the understanding and planning for your interviews.
Good luck.
Last edited by Jumbo Driver; 3rd Mar 2006 at 16:51.
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Just to add something to the reliability of the jetstream.
It is such a constant phenomenon that most airlines include the
tailwind in their flight plans, i.e. the official eastward flying times in the timetables are typically 1-2 hours shorter than on the westbound flights.
It is such a constant phenomenon that most airlines include the
tailwind in their flight plans, i.e. the official eastward flying times in the timetables are typically 1-2 hours shorter than on the westbound flights.
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Babydeb, and anyone else strggling with altimetery, go to this site, where you can play with an interactive altimeter. Unusually for altimeters, the sub-scale is in both millibars (hectopascals to the rest of Europe), and in inches of mercury (as per the US of A).
Now you can explore the more devious questions like:
You are flying at FL60, outside controlled airspace (6,000ft with 1013mb set). You are approaching a Danger Area with a top limit of 5,500ft. The Regional (local) QNH is 996mb. Will you be above the top of the Danger Area or not? By how much will you be above or below the top? Assume 1mb=30ft.
Try working it out on paper first, then check with the interactive altimeter.
Now you can explore the more devious questions like:
You are flying at FL60, outside controlled airspace (6,000ft with 1013mb set). You are approaching a Danger Area with a top limit of 5,500ft. The Regional (local) QNH is 996mb. Will you be above the top of the Danger Area or not? By how much will you be above or below the top? Assume 1mb=30ft.
Try working it out on paper first, then check with the interactive altimeter.
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Just tried working it out on paper and wondered if anyone could correct my thinking please or tel me if Im on the right lines? Be kind - Im just learning.
Answer - 10ft below the top of the danger area.
I worked this out in a rather complicated way, but have thought about it again:
The difference in height is 500ft. However, the difference in mb is 17mb. Given the 30ft for every mb, this works out at 510ft. So if I were to fly on the SPS setting into the danger area with a QNH of 996mb, then although my altimeter would still read 6,000ft, I would actually only be at 5490 feet due to the pressure variations.
Answer - 10ft below the top of the danger area.
I worked this out in a rather complicated way, but have thought about it again:
The difference in height is 500ft. However, the difference in mb is 17mb. Given the 30ft for every mb, this works out at 510ft. So if I were to fly on the SPS setting into the danger area with a QNH of 996mb, then although my altimeter would still read 6,000ft, I would actually only be at 5490 feet due to the pressure variations.
Last edited by BA Baracus; 7th Mar 2006 at 08:17.
More than just an ATCO
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Many years since I worked at Prestwick but try a Google on NATS tracks.The tracks are determined by a twice daily conference between the centres involved.
Re debris.There should be a part number on most bits and a check with the maintenance staff of the airlines using the runway since the last inspection should provide an answer.The info can then be passed to the possible flight(s) concerned either via company freq. or via ATC.
Re debris.There should be a part number on most bits and a check with the maintenance staff of the airlines using the runway since the last inspection should provide an answer.The info can then be passed to the possible flight(s) concerned either via company freq. or via ATC.
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Thanks for the replies.
Just a quick question. At area centres, orange strip holders = eastbound aircraft, blue = westbound aircraft. What's the case at Aerodrome - which colour are departures and which for arrivals?
Thanks
" I aint gettin' on no plane"
Just a quick question. At area centres, orange strip holders = eastbound aircraft, blue = westbound aircraft. What's the case at Aerodrome - which colour are departures and which for arrivals?
Thanks
" I aint gettin' on no plane"
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It varies. At Heathrow, we have blue for outbound, and orange for inbound.
At Heathrow Approach at TC, they have different coloured holders for the different wake vortex categories.
At Heathrow Approach at TC, they have different coloured holders for the different wake vortex categories.
