Scottish - Why is it...
Join Date: Jan 2008
Location: ireland
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part 1, covered excellently here.
.......just to add, It is in the letters of Agreement between Shannon and Scottish that all Northbounds landing in the Scottish TMA have to down to FL320 before the boundary. During valley periods this obviously can be co-ordinated otherwise, so If you are talking about leaving your eco-level early this is a possible reason if your route includes UP600 UP620
Thorisgod
.......just to add, It is in the letters of Agreement between Shannon and Scottish that all Northbounds landing in the Scottish TMA have to down to FL320 before the boundary. During valley periods this obviously can be co-ordinated otherwise, so If you are talking about leaving your eco-level early this is a possible reason if your route includes UP600 UP620
Thorisgod
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Join Date: Jun 2002
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I hope that you don't fly an aircraft where there are major differences between the dry and wet weights because the company is going to want to know what weight you will be able to use long before the ATIS is recorded.
The problem is that while the runway is dry, the ATIS is reporting it as wet. Even if everything goes to plan, if a resultant audit / random check of the paperwork some weeks later picks up the fact that drty performace figures were used but the ATIS said wet then there will have to be some explaining done.
If however, we can lift the same weight out wet or dry then we don't care but good airmanship would cause a report that the information being provided by the Flight Information Service was wrong.
The problem is that while the runway is dry, the ATIS is reporting it as wet. Even if everything goes to plan, if a resultant audit / random check of the paperwork some weeks later picks up the fact that drty performace figures were used but the ATIS said wet then there will have to be some explaining done.
If however, we can lift the same weight out wet or dry then we don't care but good airmanship would cause a report that the information being provided by the Flight Information Service was wrong.
As for an audit, I'd be working for the wrong company if they were not happy with an simple explanation on that one. I'm still allowed and expected to use common sense. But the problem may come with a smoking hole on the end of a dry runway which was reported as Wet. That in itself it shouldn't be problem but if that was incorrect, what else is there to find? I'll be in a box or half way up a chimney so it won't be me supplying the answers.
But I now know that if I don't like what I hear I'll request a runway inspection to possibly improve its status.
PM
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You are free to request a runway inspection at any time - but at most airfields ( in particular. PF, PH LL, CC) it is not ATC that do the runway inspections but the airfield authority and so ATC cannot declare an official runway state. Be prepared to wait a little while to get a vehicle out.
Def go for a visit at any of your local units - you will be welcomed - and questions are always welcomed - a knobby attitude is not though!!!!!
louby
Def go for a visit at any of your local units - you will be welcomed - and questions are always welcomed - a knobby attitude is not though!!!!!
louby
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You are free to request a runway inspection at any time - but at most airfields ( in particular. PF, PH LL, CC) it is not ATC that do the runway inspections but the airfield authority and so ATC cannot declare an official runway state. Be prepared to wait a little while to get a vehicle out.
Thanks again.
PM
