Radar-based separation from non-appr. radar certified controllers
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Radar-based separation from non-appr. radar certified controllers
I would like to know if an approach-tower controller , who is not a certified radar approach controller , can use a radar to apply radar-based separation. I don’t know if there are different qualification requirements around the world so the question concerns European controllers . As an airline pilot in a busy airport ( in summers )where my home airport does not have certified approach controllers ( but there is a radar in the tower) I find that the applied separation of traffic is quite conservative and leads to delays . The task of applying radar separation minima seems trivial enough even if the controller is non radar certified .
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If the controller is non radar certified, how does he/she know what the radar separation minima are?
Having said that, the majority of aerodrome departure separation standards are based on the receiving controllers applying radar-based separation. The aerodrome controllers using 'speed tables' and other minima appropriate to the radar environment they are feeding.
Having said that, the majority of aerodrome departure separation standards are based on the receiving controllers applying radar-based separation. The aerodrome controllers using 'speed tables' and other minima appropriate to the radar environment they are feeding.
18) Member States should lay down rules on the penalties
applicable to infringements of the national provisions
adopted pursuant to this Directive and take all measures
necessary to ensure that they are implemented. Those
penalties should be effective, proportionate and dissuasive.
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Yes.
We can and do.
It will be detailed in local procedures and agree with the regulator in your state.
As for how would an non-Approach Radar qualified controller know what the radar minima is......well, it’s usually written down somewhere and we’re not that bad at reading!
Does your ADI rating have TWR/RAD endorsements?
edit: Sorry, I think I misunderstood your post. We couldn't provide an approach radar service (ie. vectoring on to an ILS approach), if that's what you mean.
We can and do.
It will be detailed in local procedures and agree with the regulator in your state.
As for how would an non-Approach Radar qualified controller know what the radar minima is......well, it’s usually written down somewhere and we’re not that bad at reading!
Does your ADI rating have TWR/RAD endorsements?
edit: Sorry, I think I misunderstood your post. We couldn't provide an approach radar service (ie. vectoring on to an ILS approach), if that's what you mean.
Last edited by Gonzo; 5th May 2019 at 10:37.
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Yes.
We can and do.
It will be detailed in local procedures and agree with the regulator in your state.
As for how would an non-Approach Radar qualified controller know what the radar minima is......well, it’s usually written down somewhere and we’re not that bad at reading!
Does your ADI rating have TWR/RAD endorsements?
edit: Sorry, I think I misunderstood your post. We couldn't provide an approach radar service (ie. vectoring on to an ILS approach), if that's what you mean.
We can and do.
It will be detailed in local procedures and agree with the regulator in your state.
As for how would an non-Approach Radar qualified controller know what the radar minima is......well, it’s usually written down somewhere and we’re not that bad at reading!
Does your ADI rating have TWR/RAD endorsements?
edit: Sorry, I think I misunderstood your post. We couldn't provide an approach radar service (ie. vectoring on to an ILS approach), if that's what you mean.
By the way , I am an airline pilot . Im trying to see how the system works or could work from an ATC point of view to eliminate delays and too much chit chat during approach at my base airport . There’s a meeting with ATC and I’m digging into how others do it .
Yes.
We can and do.
It will be detailed in local procedures and agree with the regulator in your state.
As for how would an non-Approach Radar qualified controller know what the radar minima is......well, it’s usually written down somewhere and we’re not that bad at reading!
Does your ADI rating have TWR/RAD endorsements?
edit: Sorry, I think I misunderstood your post. We couldn't provide an approach radar service (ie. vectoring on to an ILS approach), if that's what you mean.
We can and do.
It will be detailed in local procedures and agree with the regulator in your state.
As for how would an non-Approach Radar qualified controller know what the radar minima is......well, it’s usually written down somewhere and we’re not that bad at reading!
Does your ADI rating have TWR/RAD endorsements?
edit: Sorry, I think I misunderstood your post. We couldn't provide an approach radar service (ie. vectoring on to an ILS approach), if that's what you mean.
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"If you have an approach radar in front of you , do you need the entire radar approach qualification in order to start slowing traffic down before wake turbulence becomes an issue ?"
No I just have enough knowledge after 30 yrs in the tower to know that if i tell a pilot - "just a heads up, you have 45kts closure with the preceding HEAVY and there WILL BE a departure in between" to know that self preservation is a wonderful tool and usually works just fine!
Also the other thing that I have learned is that people behind desks that have never worked real traffic but are UNIVERSITY EDUCATED are probably THE greatest threat to aviation that exists. Usually called MANAGEMENT!
No I just have enough knowledge after 30 yrs in the tower to know that if i tell a pilot - "just a heads up, you have 45kts closure with the preceding HEAVY and there WILL BE a departure in between" to know that self preservation is a wonderful tool and usually works just fine!
Also the other thing that I have learned is that people behind desks that have never worked real traffic but are UNIVERSITY EDUCATED are probably THE greatest threat to aviation that exists. Usually called MANAGEMENT!
Last edited by towerguy; 6th May 2019 at 03:11. Reason: spelling
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Nornally the approach radar controller is responsible for separation and spacing of inbound IFR aircraft. And that includes wake turbulence.
However if an unsafe situation develops, the tower controller will refer to every tool available to apply corrective action, either via direct instructions or via coordination/delegation with approach. The ATM (the radar screen in the tower) is part of those tools. The training for the advanced uses of it will be described in the local ATC procedures.
If the tower controller has to regularly intervene to restore wake turbulence separation, I suggest there is something wrong with approach!!
However if an unsafe situation develops, the tower controller will refer to every tool available to apply corrective action, either via direct instructions or via coordination/delegation with approach. The ATM (the radar screen in the tower) is part of those tools. The training for the advanced uses of it will be described in the local ATC procedures.
If the tower controller has to regularly intervene to restore wake turbulence separation, I suggest there is something wrong with approach!!
