LHR - descent to an altitude call
stings like a bee
Join Date: Nov 2001
Location: Buckinghamshire England
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noblues - no it`s not your imagination. A few of us are trying this out.
My initial reaction is that if the Intermediate Director`s frequency is anything up to moderately busy , it can be accommodated, but when it gets very busy it is a luxury which goes out of the window.
Nevertheless I am going to try and persist with it when possible, at least for a while.
My initial reaction is that if the Intermediate Director`s frequency is anything up to moderately busy , it can be accommodated, but when it gets very busy it is a luxury which goes out of the window.
Nevertheless I am going to try and persist with it when possible, at least for a while.
Join Date: Feb 2001
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As a less gifted LL ATCO, I tend to give the descent and then attempt to add up the miles. This always gives me (and you guys )a pause before giving you an accurate range whilst throwing you to 120.4.
Join Date: Jun 2001
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As a LHR regular
Our Sop's are such that they fit in fine with most ATC environments. I have to say that LHR is one of the easiest, and the comments that started this thread are simply not a problem for me due to our SOP's and method of operating the Aircraft.
Is it possible for BA Fleet mgmt to review their SOP's?
Whilst I understand the Boeing methods, I don't fully understand the monitored approach. Could it be this causing the problems?
Is it possible for BA Fleet mgmt to review their SOP's?
Whilst I understand the Boeing methods, I don't fully understand the monitored approach. Could it be this causing the problems?
Join Date: Dec 2002
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I've always found that as the 120.4 call comes straight after the descent to altitude, that it is better to take the freq change, then whilst waiting for a gap in the r/t to state c/s THEN do the SOP and FMA crosscheck.
Another BA Airbus Driver
Another BA Airbus Driver
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Just to add my 2 cents (or should that be pence.......ooops, wrong side of the world again!) worth, during my EGLL training, one mentor (who flies himself) tried to beat into me to give the descent and QHN in one go and then TRY to make a transmission to another aircraft (speed reduction, return to the beacon etc...). If I can remember to do it, I try to.
Perhaps this gives even more support to the "Bring back Fam-flights" argument. Especially up the front of a jet arriving into congested airspace, where workloads on both sides are high!
Perhaps this gives even more support to the "Bring back Fam-flights" argument. Especially up the front of a jet arriving into congested airspace, where workloads on both sides are high!
Join Date: Apr 2002
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This has been an interesting and thought provoking discussion but don't you think it could have been solved without the use of PPRNE if there was more pilot/controller liaison? Perhaps any pilot who've got time to read this topic should also read 'Has anyone seen a pilot?' !!
