AFAIK QLK use D in the callsign when it's a DH8D (400 series). Sure it's saved the ass of plenty of controllers who may have inadvertently stuck it in behind an A or C.

My guess is Virgin do similar to indicate when it's one of their ATRs for much the same reason..

Director does the spacing for parallel runway ops. It's a console position and aircraft transfer from director to tower.

Whispr is right. "A" ATR, "D" Dash8 Delta due to significant performance differences.

Rellim you may not get a confirming email for up to 4-6 weeks after, but they will tell you either way (pass / fail). If you think you've slipped through the cracks, you can always give them a call to see what's happening.

Two More Questions
 

WhisperSYD / Le Pingouin,

Is it a procedural requirement for all DH8 & the other 'A' type Velocity aircraft to have the respective 'D' & 'A' suffix to their call sign? Or do they sometimes not?

And my second question... I was originally always thinking of opting for Area / En-Route Control, if I'm successful in my ASA application, but have recently been swayed towards Tower Control.

Can anyone offer some insight & opinion into what each role is like?
How hectic is Tower Control VS En-Route?
Has anyone done both & enjoyed one more than the other?


Cheers,

SDC :ok:

thanks, received a response yesterday (Monday) to arrange the telephone interview.:)

Just a question out of curiosity to anyone who may be able to answer...I noticed an ASA ad for SSO recruitment to be based in Perth. Has there always been sim training in WA, or is this a new development?

Not applying for it (currently in the middle of the lengthy ATC recruitment process), but was just wondering what the deal is, since I thought all training was in MEL and BNE :)

SDC, not exactly sure how the addition of "A" and "D" is arranged (presumably the airline planning sections looks after it) but I don't recall it being stuffed up.

I've never worked tower, but I've spent enough hours watching to know both en-route and tower can have their moments. Both operate along the lines of "90% boredom, 10% terror" plus or minus.

Many of the towers aren't 24 hour operations (regional, secondary, GAAP) so if you go tower you may not work night shifts but may be posted all over the countryside. Whereas if you go en-route you'll work nights eventually (once you have enough ratings) but will stay in Melbourne or Brisbane.

JLS, the basic courses are run in Melbourne and Brisbane but there are also simulators in the Melbourne and Brisbane centres, and assorted TCUs to provide sector specific training, other generic training, testing new procedures and software. Basically any time you train for a new sector, whether you're fresh out of the college or gained your first rating 20 years ago, you need to pass a simulator course before being unleashed on the flying public for on-the-job training with real aeroplanes.

le Pingouin,

Regional, secondary and GAAP towers no longer exist. The classifications are:
Radar (ML, SY, BN etc.) Class D (HB, LT, BRM etc.) and Metro D (MB, PF, BK (etc.)

For those going to Approach or Tower, please learn your aircraft types.
DH8D is a Dash 8 400, not Dash 8 Delta
AT45 is an ATR42, 500 series
If it is some rarely used type in your area, I can understand controllers getting it wrong. As against a supposed professional showing their ignorance for regularly operated types. :ugh::ugh::ugh:

Actual real world scenario:

ATC: ABC confirm aircraft type
Pilot: ABC Dash8D

A pilot will refer to the ICAO code not the actual type.

Another example B777-300ER has the ICAO code B77W and that is what pilots will use.

The Academy has simulators in ML and BN, but there are also operational
simulators in ML, SY, BN and PH. The op. sims have their own SSO's.

Yeah, I'm a dinosaur and like to use names that actually mean something. I still do arrivals, even though that ceased to exist 15+ years ago.

As to aircraft types - in the centre we generally refer to a DH8D as a "Delta". The Virgin ATRs as "ATRs". I'd argue it's far more important to know performance characteristics based on the ICAO aircraft code than knowing what the manufacturer's model designation is. One will help you to separate aircraft, the other will not.

Rellim,

Great news!
My only advice for the phone interview would be to have a good read through the position description & requirements for ATC on the ASA website.

Don't stress too much. The phone interview isn't too onerous.

Thanks for the replies le Pingouin and Hempy....hadn't really crossed my mind they would have a sim here for local staff at the Perth TCU....but it makes sense of course.

Duh - Of course the pilot will respond that way to that question.

I am talking about using acft type to give info to a lightie.
"Follow the AT45". What does the low time C172 pilot look for: low/high wing, number of engines etc. If you say "follow the ATR42", they will probably have a much better idea
My comment made with 35 years ATC experience, hopefully there is a little bit of knowledge there.

Fair enough, read it again and realised it sounded a bit harsh. Would it not be better though to say follow the Dash 8 in the context of a low hours pilot as all series look pretty similar in the air?

Agree with that, though I do say Dash 8 400 when wake turbulence caution is being given.

Always thought the D suffix was used for significantly delayed flights, to potentially avoid having two flights airborne with the same flight number at the same time. Pretty sure that is ICAOs guidance.

As for the D being used in the flight number to indicate that it is a DH8D and therefore a different wake turbulence player than the A, B and C models, surely simply knowing that a D is greater than 25000kg MTOW, as most professionals in this occupation should, will suffice. :ugh: :confused:

Anyway, long time lurker, first time poster. Nice to be on board. :)

Air Niugini don't use D in callsign for DH8Ds. I don't remember any wake turb issues as a result,