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Do you know how this can happen?

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Do you know how this can happen?

Old 26th May 2015, 03:12
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CurtainTwitcher
In general I find I only burn half the holding fuel by descending to say FL250 vs continuing at flight planned cruise altitude then entering the pattern to lose the same time.
Huh? You just provided figures that show 1% or less burn difference at holding speeds between cruise altitude and FL250.

Additional fuel (up to 5% as per your figures) can be saved by flying in a straight line vs a racetrack hold. Vectors (if they are long ones) will consume less fuel than a holding pattern due to less turns. Turns burn more fuel (more thrust required to maintain speed).

So, yes, descending early and slowing with vectors will be slightly more fuel efficient than maintaining cruise and entering a holding pattern.

This saving will be something less than a theoretical maximum of 6%, as some turns are still required with vectors. Not "half the holding fuel" as you claim.

---

So, to the ATC'ers wondering which we prefer - the fuel savings are small so our answer may depend on other more significant factors which will change from day to day.

Such as:

1. Turbulence (why would I want to leave smooth air early?)
2. Icing
3. Workload (yours or mine?)
4. Fatigue (what's easiest?)
5. Personal preference of the pilot flying.
6. Personal experience of the pilot flying (e.g. first time in Oz? or fly 4 sectors/day out of BNE?)

So, if you have time, yes please ask our preference. I often request an early descent if it means achieving a short delay without vectors, but I won't if I suspect turbulence at lower levels, and I might not for a longer delay because vectors/holding is inevitable regardless.

Thanks for the explanations guys. Most of us get it, and most of us appreciate you are doing a great job with the resources and systems available. And yes, ATFM has helped quite a bit.
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Old 26th May 2015, 10:01
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fish

I can't believe I just read 5 pages of what might just be the actions of a slack / busy / inexperienced / 'not having a good day' ATC.

As a controller some days I know my "Service level" is better than others. Who doesn't go home occasionally thinking they didn't perform at 100%...

Needless to say, long haul aircraft arriving on the east coast rarely get a slowdown from me outside 200nm, would have to be stable 15-20+ minutes to warrant moving attention away from my holding/vectoring/sequencing to slow you down.

The main reason being is that I can control my sequence that is inbound via my feeder fix (spacing, arriving order, track shortening), and if I lock you in early and slow you down, the system continues to update your radar "estimate" for the feeder fix (noting you are now slower!), meaning you can actually drop behind traffic from another feeder fix that is not locked in! Talk about screwing you over!

We get by just fine nearly all of the time peoples.
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Old 26th May 2015, 12:30
  #83 (permalink)  
 
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Why does it make you feel better to be given a 10 minute hold at 200 miles than us telling you to reduce speed to lose 10 minutes with the implicit understanding that you'll tell us what you want to do?"

The last part of this quote I think sums up the bones of the topic starters issue. It is Air Traffic Control not Air Traffic Negotiation. Due to attitudes, training and culture in Australian Aviation, controllers let the aircraft tell them what they want to do as opposed to the other way around.
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Old 26th May 2015, 13:25
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C'mon, ATC the world over is full of negotiation and letting aircraft do what they want when that option is available. They get to pick the level they want to fly on the route they want to fly at the speed they want to fly. It's called flight planning. "Request flight level....". "Request direct.....". "Request ILS approach......". Sounds a lot like negotiation to me.

You don't control their descent point unless it's required. You don't control their rate of climb unless it's required. You don't control their descent speed unless it's required. You don't control how they meet their fix time unless it's required. I'm not flying their aircraft. If they request 20 miles left due weather I don't vector unless required.

How is letting an aircraft decide how much time they want to lose with speed and the rest with vectors or holding any different? I'm still controlling things. If I can safely and sensibly accommodate a request then why shouldn't I? I guess I can wave my willie around and shout "thou shalt do it my way or the highway" but why bother when there's an option and I don't care which way it's done?
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Old 26th May 2015, 14:10
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Which is my basic point. This thread is Australian specific and I am assuming you are a current Australian controller and therefore you have the luxury of all that airspace to have options such as giving aircraft the choice. Much of the world is extremely limited with airspace size and complexity and therefore choice. I did have a bit of a smirk when I read a few of the other airports around the world being used as examples of better places to fly.

The US for example has a very mature ATFM system where they have many people dedicated to the task of moving aircraft all over the sky hundreds of miles away from their destination to manage not only landing capacity but sector capacity without making a single transmission themselves. Euro Control are similar. The Dubai example is an odd one. Aircraft arriving first hear about their delay somewhere between 6 and 15 minutes from their feeder fix. As a result they all go to the hold. In the extremely small airspace there, allowing an aircraft to truck on down on their own profile would see an enormous mess form in just a few minutes. Of note, No one ever complains or questions why any control instruction is given.

I recall in the early days of Maestro, techniques for sequencing turbo props consisted of turning them into the wind, telling them their feeder fix time and having them tell you when they had sat on the heading long enough to comply. Most major airports around the world would see that aircraft not only in the next sector but in some places the next country.

I'm not saying which is better just that the nature of the evolution of delaying techniques in Australia was influenced by available resources and in my opinion allows the controller to be 'lazy' for want of a better word.

The one aspect of the Australian method that baffles me us allowing aircraft to depart outside of their slot. This is an example of the overall culture of aviation in Australia I mentioned. This leads to the controllers feeling anxiety when hey have to give an aircraft the bad news because you know full well the pilot is going to question you and you need a pretty quick answer meaning that you end up double guessing everything you do.
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Old 26th May 2015, 16:03
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How hard is it?

'Adjust speed to cross _ _ _ _ _ at time _ _ at 250kts'

'Best we can do is time _ _'

'Turn right heading _ _ _, advise when the FMS shows time _ _ at _ _ _ _ _'

'Roger'
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Old 26th May 2015, 23:00
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"The one aspect of the Australian method that baffles me us allowing aircraft to depart outside of their slot."

One of the many things that baffles me is an Australian controller is how overseas long-haulers depart on their slot time, we have 'trackmasters' in the hallowed "National Operations Centre" aka NOC who approve wondrous flextracks to allow aircraft save time and fuel, the then the same boffins at the NOC run ALOFT v3 aka "SEMAP" to tell which aircraft are non-compliant with their Sydney arrival times!

How brilliant do you think controllers feel telling them they are 10-30 minutes ahead of their time, only to have some slow down and be overtaken by trafic that should have been sequenced behind them. When Sydney Flow does arrive at 5am, they promptly ask WTF has happened?

How embarassing..
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Old 27th May 2015, 01:07
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Personally I don't think it is that hard though I believe all our hands are tied.

There are two things which have to be considered for any new system. They are:

1) Controllability
2) Flexibility

As a pilot there is only one thing I can control when it comes to ATC flow management and that is what time we actually cross the feeder fix. Simply, the earlier I know, the more efficiently I can achieve that. If I have to hold inevitably so be it, though I shouldn't be told this approaching TOD. Personally I would like to be given an estimated crossing time on first contact with centre.

What I can't understand is why the system is not robust enough to allow for this? Ok, yes with 2 or 3 minute feed requirements and close in departures, weather diversions and go arounds the flow will change, however what I would like to see is a system developed that manages capacity. If too many aircraft are going to cross the feeder fix at time X and delays are developing greater than a couple of minutes, let the other guys know on departure well before the bottle neck, or before departure. We do it for Bad weather say between BNE and SYD with start approvals, why is it not the norm?

One method I find works quite well is the expected landing time.

"xxx123 Delays into Melbourne, expect landing time 0123, speed reductions approved"

Controllers, Just so you know when I hear this, this is what I do:

If it's a long week:

1. Select RTA Melbourne
2. Enter 0123

or

If it's not a long week

1. Assess the expected delay.
2. Reduce Cost index --> Assess time
3. Reaching CI 0, reduce descent speed to the minimum --> Assess Time
4. Reduce Airspeed from Max Range to Max endurance --> Assess time
5. Descend to a lower lever maintaining Max Endurance for an associated reduction in TAS/GS (dependant on forecast wind), to hold in a straight line.
6. Let ATC know if unable to make the crossing time.


Either way, the preference will always be to hold in a straight line at my most efficient holding altitude if need be with vectors/holding as a last resort.

I just wish the system had enough maturity and resources to have the information passed down the line earlier rather than later.
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Old 28th May 2015, 13:11
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How to game Maestro

SEMAP notwithstanding, fly as fast as you can, as direct as you can, and you will be numero uno. Sequence gets firmish about 40 minutes out. Too many nearby regional airports to do otherwise. The original complainant should pull their head in, ATC are effectively giving an EAT. Always better to vector/hold on the way down to FL230 than over the burbs at A070.

A380s and <25,000kg acft will get f*ed around at Sydney regardless, thanks to this.
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Old 29th May 2015, 08:58
  #90 (permalink)  
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Interesting map Will, explains a good deal, but also creates a couple of questions in my mind.
As I've said previously having been in the airspace for 8-9hrs, the system is aware via satcom datalink (which is used for and to determine separation outside of radar range...my understanding) of all the ETA's to the nearest minute.
If as you say the sequence isn't finalised until 250nm, then at what range is the planning started? Surely from a planning perspective, if something is finalised, then the starting point begins with the available information..i.e. aircraft already airborne and providing accurate estimates.
All things being equal, from a planning perspective, I would have thought that already inbound aircraft would be allocated their place in the sequence..and popup aircraft closer to destination estimating the feeder fix at an earlier time would merely be allocated an earlier time or advised of a delay. Given that the delay is now a known minimum quantity, why can't this be passed on? Yes we all know the environment is dynamic, yes by now I am aware that in terms of a plan..nothing is in place until I am practically on top of the airport....but a little bit of info helps.
The alternative based upon the explainations on here relating to finalising the plan is to merely fly at warpspeed and get to the front of the line before anyone else.
FWIW the other morning into MEL I was advised of our inbound delay about 40 minutes from destination, superb is a word I would describe the level of service I received on that particular day.
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Old 29th May 2015, 13:56
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The alternative based upon the explainations on here relating to finalising the plan is to merely fly at warpspeed and get to the front of the line before anyone else.
Come up to the front of the class you get 2 stars for paying attention
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Old 30th May 2015, 03:00
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haughtney1, your thinking is sound. Your error is a misunderstanding of priorities as applied by ATC.

All things being equal, arrival delay is distributed evenly amongst all aircraft. This delay figure becomes fairly stable about 40 minutes out from dest based on estimate for the feeder fix. "Popup" aircraft have the same priority as long haulers, and will take your position in the sequence if it means delay is spread evenly.

It's analogous to a deli queue in the supermarket. You don't get your ticket until you get to the counter - even though you phoned the manager from your Audi when you left home.
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Old 30th May 2015, 03:13
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haughtney1 it's a bit more complicated then that. MAESTRO looks out to 2 and a half hours (I think, we don't use anything like that sort of lead time) but the sequence is subject to change until very close in. The sequence is sort of finalised at 250 miles ish but a short flight departing just ahead of you will still be placed in front of you. There is a point at which your position in the sequence is locked in, but for PH and I think the east coast as well that is set very close in (15 minuted rings a bell?).

Obviously long distance international flights would prefer that to be much longer, short range domestic wouldn't, and I guess there are more of them than you.

This means that the point at which we issue a FF becomes a trade off between giving as much notice as possible and waiting for a time that won't change much. Thats why for PH we use the system WhisprSYD described.

With regard to estimates, MAESTRO works on TAAATS estimates, which frankly for aircraft on descent aren't that good. They are based on miles to run, flight planned TAS, forecast winds and a table of standard descent profiles. For an international heavy, particularly an Airbus, the system estimate can easily be 4-5 early. So despite sitting in front of millions of dollars worth of computers that have been tracking each aircraft for hours, we still ask every aircraft for an estimate for the FF. Sometimes those estimates aren't that good either which leads to other problem as already alluded to.

Edited to add: PH still sets a max delay for flights form Africa and the Middle East to 5 minutes, but obviously AD and the east coast don't.
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Old 30th May 2015, 04:12
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Do you know how this can happen?

The distance at which the sequence can be locked in can be extended somewhat by requiring aircraft departing from close by airports to obtain their feeder fix time before they depart. The flow will then lock that aircraft into the sequence and is able to then lock in the other aircraft around it. Those aircraft are usually departing from aerodromes that aren't very busy and they can usually takeoff whenever they want to make sure they meet that time. You just couldn't get that from airports like Sydney, they may have to wait in a queue to cross a runway, then for an aircraft to land then the next 4 aircraft in front to take off.

The sequence doesn't become stable until all the aircraft that will land before you are either airborne, or have phoned up the flow and locked in their feeder fix time.

I know it's not the first position most pilots would want to famil on when they visit a TCU. Director is much more exciting. But flow control is a bit of a dark art, and you're questions haughtney would be answered in one visit. I highly recommend it it. It's too complicated and drawn out to explain it on a forum.
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Old 30th May 2015, 23:29
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Out of curiosity, by how many minutes does the feeder fix time change on a normal day?

would an expected 15 min delay always lead to a minimum 5 minute delay 100% of the time?

Does a 5 minute delay always lead to a minimum 2 minute delay 100% of the time?

We can loose 2-4 minutes on the decent for little efficiency degradation. So if we know delays are 20 minutes into BNE, would it not be possible to assume you will atleast have 10 minutes holding, knowing realistically you will slide to 15 - 20 minutes given all other eventualities and if so is it possible to pass this information forward if one had the correct resources?


It's not perfect, however could be the balance, though it would be assessing the sequence at 500nm, not 250....

"ABC123, minimum MAESTRO delays of 5 minutes, speed reduction approved"
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Old 31st May 2015, 06:53
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Do you know how this can happen?

I don't think you can quantify the minimum delays but you're on the right track. Generally if the delays are 20mins or more they are passed to the aircraft much much earlier. Often times in this case aircraft will be told something like expect holding speed reduction approved
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Old 31st May 2015, 10:53
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Generally if the delays are 20mins or more they are passed to the aircraft much much earlier. Often times in this case aircraft will be told something like expect holding speed reduction approved
Yep, works quite well. I've actually been told to expect 20mins + delay into Perth when taxiing somewhere up in the Pilbara. Simply climb and cruise at min speed, stay low and you can absorb the majority of the delay. Thankfully days like that are pretty rare these days and usually weather related (although it's getting to that time of the year again!)
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Old 31st May 2015, 14:20
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Nautilus et al, so let me ge this straight - A while back I was given a slot time to be at YSSY, sent by ACARS via our company. It was sent to us while we were over the Indian Ocean. Should I disregard that, go as fast as I like, then wait for what happens at the 200nm mark?

Thats how it was going into Dubai a while back. Go fast - get to the hold at bubin - first in best dressed.

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Old 31st May 2015, 20:05
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Plazbot- This was nothing to do with that farcical 'RTA' trial into Dubai. This was from Aus ATC on some sort of Aus trial.
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Old 1st Jun 2015, 07:58
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Roger Roger.
..............
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