Staff shortages @ LGW
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Staff shortages @ LGW
Two hour delay inbound to LGW last night due to staff shortage in atc.Was this just a short term problem or will it be happening again?
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Staffing on a nightshift is somewhat less than that during the day. Should someone "go sick", then you are relying on getting someone in on overtime (known as an AAVA - Atco Additional Volantary Attendance). If nobody is available or indeed does not want to do overtime, then this creates a staff shortage and thus flow is put on to protect the controllers as you can't split sectors etc.
I'm afraid the answer to your question is "Don't know?" If the same situation arises and someone is willing to do overtime, then there is no staff shortage and so no flow. Likewise, if a body cannot be found, then the situation will arise again.
Not sure where the shortage was i.e. in the Tower or at T.C. where the approach function is performed. Interstingly, the airlines prefer that delays occur in the evening or at night (if they do have to occur), as this has the least impact on their schedules.
I'm afraid the answer to your question is "Don't know?" If the same situation arises and someone is willing to do overtime, then there is no staff shortage and so no flow. Likewise, if a body cannot be found, then the situation will arise again.
Not sure where the shortage was i.e. in the Tower or at T.C. where the approach function is performed. Interstingly, the airlines prefer that delays occur in the evening or at night (if they do have to occur), as this has the least impact on their schedules.
Gatwick, Luton and Stansted approaches are manned by a team of 6 on nightshifts. Losing one or two to sickness will obviously make a big difference to service provision.
An added complication at the moment is the work in progress at Gatwick which means no ILS available at night. SRA approaches are very labour intensive so flow restrictions may well be on the conservative side.
An added complication at the moment is the work in progress at Gatwick which means no ILS available at night. SRA approaches are very labour intensive so flow restrictions may well be on the conservative side.
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Not sure where the shortage was i.e. in the Tower or at T.C. where the approach function is performed.
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Some polite feedback regarding SRA to LGW.
160kt to 4 is very difficult to achieve if we are flying a non precision approach. (if not impossible if we do it "by the book")
A minor grumble about an otherwise excellent approach service.
Fred
160kt to 4 is very difficult to achieve if we are flying a non precision approach. (if not impossible if we do it "by the book")
A minor grumble about an otherwise excellent approach service.
Fred
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Always good to have feedback Fred.
Are you saying you'd prefer to fly at at a higher or lower speed though?
If its higher, we like to get you back to 160 asap on SRAs because its easier for us to judge heading corrections at a lower speed.
If you'd like to fly slower, thats even more benefit to us although we do have spacing requirements to adhere to from the Tower...if in doubt, an early "heads-up" (i.e on the downwind leg) is always helpful to us as we can build a bit of extra space between you and the preceding/following a/c.
As regards sickness, i cant comment as I myself was off sick yesterday on an afternoon shift! As has been already correctly pointed out, the taxiway reconstruction works at KK arent helping at the moment as the tower can require up to 30miles between pairs of a/c as opposed to the usual 6miles under normal 26L/08R ops. Although summer is over, there is still a fair bit of traffic into KK until about 0100 as well which can necessitate holding. The bad news is the taxiway works are scheduled to last until February
Are you saying you'd prefer to fly at at a higher or lower speed though?
If its higher, we like to get you back to 160 asap on SRAs because its easier for us to judge heading corrections at a lower speed.
If you'd like to fly slower, thats even more benefit to us although we do have spacing requirements to adhere to from the Tower...if in doubt, an early "heads-up" (i.e on the downwind leg) is always helpful to us as we can build a bit of extra space between you and the preceding/following a/c.
As regards sickness, i cant comment as I myself was off sick yesterday on an afternoon shift! As has been already correctly pointed out, the taxiway reconstruction works at KK arent helping at the moment as the tower can require up to 30miles between pairs of a/c as opposed to the usual 6miles under normal 26L/08R ops. Although summer is over, there is still a fair bit of traffic into KK until about 0100 as well which can necessitate holding. The bad news is the taxiway works are scheduled to last until February
Interesting the point about the work at LGW. Maybe the BAA can balance some compensation back to the airlines (not using A380s) and also ATC for the extra costs being incurred this year. I reckon the next few months at LGW could be very interesting!
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Mr777
Slower please! It gives us more time to work out the vertical speed needed to make a good stab at the vertical profile. As an aside, some non LGW based pilots get a bit twitchy flying an ILS 160 to 4, much less a higher workload NP App.
Best regards,
Fred.
Slower please! It gives us more time to work out the vertical speed needed to make a good stab at the vertical profile. As an aside, some non LGW based pilots get a bit twitchy flying an ILS 160 to 4, much less a higher workload NP App.
Best regards,
Fred.
Hi Mr777,
On a similar note I have noticed in the last few nights less track miles vs altitude being offered. A normal figure may be at 8000ft AAL 26 miles to go. The last few nights have been probably a good 3-4nm short. Has there been any change in airspace recently? (Hv been on leave). Add a good tailwind on base and SRA/visual the chances of a go-around are starting to increase. Having said that I always enjoy a good challenge!
On a similar note I have noticed in the last few nights less track miles vs altitude being offered. A normal figure may be at 8000ft AAL 26 miles to go. The last few nights have been probably a good 3-4nm short. Has there been any change in airspace recently? (Hv been on leave). Add a good tailwind on base and SRA/visual the chances of a go-around are starting to increase. Having said that I always enjoy a good challenge!
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What would reallly help is an RNAV approach for 26R/08L although I believe that is coming once the current 26L/08R trial procedures are made permanent.
RightWayUp..cant really comment on the height v track miles thing. All I will say is that we always try to provide a CDA especially at night when it forms part of the night noise criteria- a/c not to be below 6000ft until 20 miles from touchdown// not to establish on ILS inside 10miles// not below 3000ft until 10miles from touchdown. The fact that we have been on 08R for the last week may explain it though...not so much airspace to play with as on 26L and can get a bit cramped for room...if the pressure is low you can end up off TIMBA at FL90 with 25miles to run sometimes...we do try though!
On a totally different note, I've just heard that easyJet have bought GB airways
RightWayUp..cant really comment on the height v track miles thing. All I will say is that we always try to provide a CDA especially at night when it forms part of the night noise criteria- a/c not to be below 6000ft until 20 miles from touchdown// not to establish on ILS inside 10miles// not below 3000ft until 10miles from touchdown. The fact that we have been on 08R for the last week may explain it though...not so much airspace to play with as on 26L and can get a bit cramped for room...if the pressure is low you can end up off TIMBA at FL90 with 25miles to run sometimes...we do try though!
On a totally different note, I've just heard that easyJet have bought GB airways
