OOMS a request?
Grandpa Aerotart
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OOMS a request?
Don't wanna start a ATC bashing thread because I know you guys, and UAE, BAH and DXB are all working with your hands tied behind your back a bit but would it be possible to explain to the chap that does OOMS volmet/ATIS that he needs to talk slower...like about 1/3rd the current speed?
Thankyou in anticipation
Thankyou in anticipation
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you are right, it's very fast, fast enough that I have to listen to it few times to just write all the needed informations. most of the time I give up and just ACARS it and get it over with.
It could be that they have a small budget for the ATIS tapes and they need to get the whole thing in 15 sec tape.
It could be that they have a small budget for the ATIS tapes and they need to get the whole thing in 15 sec tape.
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We're onto it.
Even though we reinforce the need to slow things down, ie try writing down your own VOLMET after you've broadcast it, it doesn't always work. Education doesn't prevent laziness or carelessness, unfortunately.
If you continue to have a problem, don't be shy. Let us know on frequency. We will pass on the info to the offender and try and get them, again, to understand the problem.
The other problem that some staff have is in understanding that if you guys miss your desired METAR/s first time around, you've got to wait for the next replay; pretty frustrating, I can imagine.
You're well within your rights to make the comment, chimbu; let us know if there's anything else we can make better. (waiting for the avalanche!!)
Even though we reinforce the need to slow things down, ie try writing down your own VOLMET after you've broadcast it, it doesn't always work. Education doesn't prevent laziness or carelessness, unfortunately.
If you continue to have a problem, don't be shy. Let us know on frequency. We will pass on the info to the offender and try and get them, again, to understand the problem.
The other problem that some staff have is in understanding that if you guys miss your desired METAR/s first time around, you've got to wait for the next replay; pretty frustrating, I can imagine.
You're well within your rights to make the comment, chimbu; let us know if there's anything else we can make better. (waiting for the avalanche!!)
Grandpa Aerotart
Thread Starter
Thanks...I very nearly said something two nights ago after completely giving up trying to copy the weathers...but thought I might try this way first...on frequency is never the right place for complaints
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Would be good if they added the time of the ATIS, like all other ATISes. Sometimes you get the feeling you are listening to an ATIS that has been playing all-night-long. I have listened to ATISes that are as much as 3 hours old (where they have given the time) and when queried the response is "weather hasn't changed."
Correct me if I am wrong, please, but isn't a new ATIS to be published whenever there has been an official weather observation, and isn't an official weather observation made in OOMS at least every hour?
Correct me if I am wrong, please, but isn't a new ATIS to be published whenever there has been an official weather observation, and isn't an official weather observation made in OOMS at least every hour?
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We'll see what we can do about the ATIS timings on air, Panama.
And I'll have to correct you with respect to the ATIS having to be changed after each observation. There are clear guidelines as to when the ATIS is to change, eg temperature changes by more than one degree if over 30 degrees or two degrees if the temps below 30; QNH changes by more than one mb/hectopascal and a variety of wind change criteria.
Having said that, it's always good to get the assurance that the weather's not old by broadcasting the time because it has been known that both the ATIS and VOLMETs have been out by "several" hours.
Once again, don't be shy; let us know and we'll sort it out.
And I'll have to correct you with respect to the ATIS having to be changed after each observation. There are clear guidelines as to when the ATIS is to change, eg temperature changes by more than one degree if over 30 degrees or two degrees if the temps below 30; QNH changes by more than one mb/hectopascal and a variety of wind change criteria.
Having said that, it's always good to get the assurance that the weather's not old by broadcasting the time because it has been known that both the ATIS and VOLMETs have been out by "several" hours.
Once again, don't be shy; let us know and we'll sort it out.
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A question for OOMS.
why is it when the controllers give a route clearence, they first give the airway designation (which is the norm) then they go on and name all the waypoints along the route ?
I have noticed this practice only at Muscat. Most airports will give the clearence as filed, SID (if applicable) and the squaq, unless there is a change in the route.
Appreciate any comments from the OOMS guys & girls.
why is it when the controllers give a route clearence, they first give the airway designation (which is the norm) then they go on and name all the waypoints along the route ?
I have noticed this practice only at Muscat. Most airports will give the clearence as filed, SID (if applicable) and the squaq, unless there is a change in the route.
Appreciate any comments from the OOMS guys & girls.
Last edited by tournesol; 7th Sep 2007 at 05:57.
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Hi tournesol,
We teach all our lads and lasses to give full route clearances due to the possibility of differences between what you have programmed in your computer and the FPL we receive via the AFTN.
The nature of that route clearance takes a variety of forms depending on the watch concerned and the individuals. Usually, we give either the airway designator to the next significant turning point followed by the next airway and significant turning point, etc or we just give, if possible, direct routings to waypoints in a manner that doesn't send you through danger areas and doesn't cause you to be more than just a mile or two off track when you enter the next sector's airspace. I find this latter method the one that most pilots appreciate and comprehend better. We don't usually give other waypoints along the way but it wouldn't surprise me if you get all sorts of variations on what I've written above.
Some of the lads rattle off every single item found in an encyclopaedia at Mach 3 and wonder why there's a stunned silence at the other end or why the read back looks nothing like the clearance that was offered.
Reminds me of the famous American pilot who, when confronted with a rapid clearance, replied in a slow Texan drawl, " Y'all hear how fast I'm talkin'; that's as fast as I can write!"
Please let us know when we're not doing it right. We do want to raise our standards and being silent doesn't help. A kindly, careful, non-threatening request can sometimes educate.
Safe flying gents and gentesses!
We teach all our lads and lasses to give full route clearances due to the possibility of differences between what you have programmed in your computer and the FPL we receive via the AFTN.
The nature of that route clearance takes a variety of forms depending on the watch concerned and the individuals. Usually, we give either the airway designator to the next significant turning point followed by the next airway and significant turning point, etc or we just give, if possible, direct routings to waypoints in a manner that doesn't send you through danger areas and doesn't cause you to be more than just a mile or two off track when you enter the next sector's airspace. I find this latter method the one that most pilots appreciate and comprehend better. We don't usually give other waypoints along the way but it wouldn't surprise me if you get all sorts of variations on what I've written above.
Some of the lads rattle off every single item found in an encyclopaedia at Mach 3 and wonder why there's a stunned silence at the other end or why the read back looks nothing like the clearance that was offered.
Reminds me of the famous American pilot who, when confronted with a rapid clearance, replied in a slow Texan drawl, " Y'all hear how fast I'm talkin'; that's as fast as I can write!"
Please let us know when we're not doing it right. We do want to raise our standards and being silent doesn't help. A kindly, careful, non-threatening request can sometimes educate.
Safe flying gents and gentesses!
