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School of Air Operations Control

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School of Air Operations Control

Old 9th Apr 2017, 15:28
  #21 (permalink)  

"Mildly" Eccentric Stardriver
 
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The change from QFE to QNH in my airline was driven by the change from turboprops to jets. Most departures and missed approaches are QNH based, and with the climb performance of a jet, there isn't time to faff about changing altimeter settings. (stands by to be flamed by the FJ community, who are of course superior beings)
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Old 9th Apr 2017, 15:59
  #22 (permalink)  
 
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Airfield QNH (measured) or Regional QNH (predicted)?

As a former ATCO I couldn't care less which pressure setting is used. We are but humble servants of the wing'ed Lords of the Air.
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Old 9th Apr 2017, 16:11
  #23 (permalink)  
 
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QFE or QNH

Basil

By FJ crews do you include those that manage perfectly well on QNH now e.g. the USAF?
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Old 10th Apr 2017, 07:05
  #24 (permalink)  

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I was bl00dy thankful to make it as a truckie. I have a colleague who says that the QFI who chopped him on Gnats probably saved his life.

Likewise. My JP instructor said "You're a second behind the JP (probably generous), that would be dangerous on the Gnat, and fatal on the Lightning" Good call.
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Old 10th Apr 2017, 07:17
  #25 (permalink)  
Ecce Homo! Loquitur...
 
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How unusual - a thread about controllers morphs into yet another chat by pilots about themselves.

How do you know when there's a pilot in the bar?...............
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Old 10th Apr 2017, 08:36
  #26 (permalink)  

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How do you know when there's a pilot in the bar?
The engines have shut down, but you can still hear the whining.
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Old 10th Apr 2017, 08:48
  #27 (permalink)  
 
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...and when there are two, the first to draw breath is the listener.
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Old 10th Apr 2017, 09:04
  #28 (permalink)  
 
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Interesting stuff.......in my 37 years as an RAF controller, I never met a failed FC who had retrained as an ATCO.
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Old 10th Apr 2017, 09:13
  #29 (permalink)  
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I have no idea if any subsequently passed the ATC course. But would any have ever admitted it?
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Old 10th Apr 2017, 09:33
  #30 (permalink)  
 
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Interesting stuff.......in my 37 years as an RAF controller, I never met a failed FC who had retrained as an ATCO.
Didn't one or two go the other way in the early noughties though?
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Old 10th Apr 2017, 17:32
  #31 (permalink)  
 
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Spent a long time as a Controller in the RAF, had the banter, heard the moans, dodgy Talkdown, crosswinds, issues with aircraft very rarely the Pilots fault, bottom line if Pilots are the top of the tree, why is the CDS a Nav?
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Old 10th Apr 2017, 17:41
  #32 (permalink)  
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Those that can, do; those that can't, fly desks? And there's more money after the days of youth flying airliners than desk?
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Old 10th Apr 2017, 18:04
  #33 (permalink)  
 
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50-100k for sitting at a desk at Heathrow etc, I will take that.
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Old 10th Apr 2017, 19:52
  #34 (permalink)  

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Anyone who thinks being a controller at Heathrow is easy clearly has never flown into there as operating crew. I have, many times, and I take my hat off to them.
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Old 11th Apr 2017, 09:47
  #35 (permalink)  
 
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Anyhow, back on thread....

The new Branch does stand up nest year and is an amalgamation of FC, ATC and Flt Ops.
The idea is good, really good.
The execution however, is dismal. Minimum planning, very little detail and a ridiculous timetable.
Unfortunately, too many ego's on the line to extend it into a realistic timescale so it will be another clusterf**k that will take years to sort out.

I cannot believe how many major projects are being run simultaneously with what looks like very little communication between them. All for an Air Force that would fit comfortably into a Championship football ground.

Still, you recruit and promote 'Managers', that's what you get.
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Old 11th Apr 2017, 10:03
  #36 (permalink)  
 
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A good excuse to 'wheel out' one of my favourite photos, courtesy of the Royal Naval ND Association

Navigating and Direction Officers' Association website
To better train the Direction Officers in the practical skills of interception, a Fighter Direction Training Centre (FDTC) was established at the Naval Air Station at Yeovilton in 1941. Operational activities at Yeovilton forced the FDTC shortly afterwards to move to nearby Speckington Hall. Due to the shortage of both radar and aircraft with which to practise, a heavy reliance was placed upon teaching the principles, and included the use of Walls ice cream tricycles, one being an "enemy aircraft" and another being a "friendly fighter". The Direction Officer could see both "aircraft" and would pass the necessary directions for the "fighter" to close and intercept the "enemy".
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Old 11th Apr 2017, 11:14
  #37 (permalink)  
 
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those that manage perfectly well on QNH now e.g. the USAF?

The USAF managing perfectly well on QNH?






[Previous Incorrect image removed - It has been pointed out that the post-crash image that I used may not be an F-16 and it may not therefore be involved in the same incident as the ejection. This replacement image is I believe correct although of poor quality.]

As I recall the cause was an arithmetic failure relating to altimeter QNH vs airfield height miscalculation for or during a display. Pilot error - again as I recall. Anyone who wants to look it up could search for [F-16 thunderbirds crash].

Video with commentary added later-

Last edited by jimjim1; 2nd Apr 2018 at 15:05. Reason: Updating image.
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Old 11th Apr 2017, 14:53
  #38 (permalink)  
 
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Ooh, Referee!!
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Old 11th Apr 2017, 14:54
  #39 (permalink)  
 
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Jimjim
Isn't the second picture an FA18 rather than a Lawn dart?
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Old 11th Apr 2017, 15:07
  #40 (permalink)  
 
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CF-18 I believe. As I recall an engine failed followed by an ejection.
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