Best Air Traffic controller is......
Join Date: Mar 2007
Location: Oztraylia
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Comfy,
Of course I wasn't the controller at the time but some of our oceanic standards rely on a Mach number technique and if a sep standard has been set up using this and the one in front or behind was co-altitude and or changing levels through yours then the mach numbers have to be effectively locked in.
Just a thought. Hope it helps.
Cheers
FGS
Of course I wasn't the controller at the time but some of our oceanic standards rely on a Mach number technique and if a sep standard has been set up using this and the one in front or behind was co-altitude and or changing levels through yours then the mach numbers have to be effectively locked in.
Just a thought. Hope it helps.
Cheers
FGS
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Capt Wally, You flying docs do a wonderful job and I can tell you from first hand experience, we (atc) do everything we can to help you guys along.
If there is the slightest chance that you may have to declare MED1 enroute, just do it, and the earlier the better.
It's much easier to accomodate when you're 150nm out than at 50nm to run and in the middle of a tight sequence,
Safe flying.
If there is the slightest chance that you may have to declare MED1 enroute, just do it, and the earlier the better.
It's much easier to accomodate when you're 150nm out than at 50nm to run and in the middle of a tight sequence,
Safe flying.
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FGS,
Thanks for the reply.
We thought about that, but I must admit I thought that by 20mins from the hold into Sydney we'd be under radar by then.
The guy behind us also got a 25 minute hold... I'd have thought maybe telling him to slow down would work? Not many aircraft fly around at .88 after being told they'll hold.
My point was more that it wasn't the instruction that was annoying, as the lack of information as to why (even after one polite inquiry... we didn't ask twice!) A small thing in the scheme of things, but something that gets brownie points for when we do the next secret ballot for controller of the year
Thanks for the reply.
We thought about that, but I must admit I thought that by 20mins from the hold into Sydney we'd be under radar by then.
The guy behind us also got a 25 minute hold... I'd have thought maybe telling him to slow down would work? Not many aircraft fly around at .88 after being told they'll hold.
My point was more that it wasn't the instruction that was annoying, as the lack of information as to why (even after one polite inquiry... we didn't ask twice!) A small thing in the scheme of things, but something that gets brownie points for when we do the next secret ballot for controller of the year
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hey 'makespeed25kts' tnxs.
We do our best in at times very trying conditions just like you guys.
Often a med 1 flight may happen enroute as in the patient is going t*ts up whilst airborne. A lot of our 'customers' even though aren't in a life threatening situation & therefore don't warrant a Med 1 flt are still crook to the point that any extra track miles isn't helpful IE: spinal injuries. I understand you need to slot everyone in when we do upset the apple cart by going Med 1 but at times we scratch out heads as to why we are sent bush for the shafted 1 arrival
As you would know we used to go O/H ML off rwy 35 at EN when going N/W that was great saved a lot of time but it's long gone, somebody obvioulsy thought hey can't make it too easy for 'em
Anyway keep our tracking as short as possible thanks, we ain't up there for the fun of it!
I recently had a quick listen to a link that an ATC guy posted on the thread I started "Funny R/T". It was a live feed (& some saved feeds) to some amazing ATC conversations OS. One guy had what appeared to be a zillion planes all in his sector & he was dealing them out like a pro one after the other in rapid fire. Hardly a breath was drawn from his dialogue between callsigns. Huge amount of speed directions to just about all A/C. He even had a Medijet flight (a LR35 probably) not doing as they where told quickly enough,you know reduce speed, maintain speed, turn this way turn that way & he threatened them that he would 'pull them out' (meaning remove him from the ldg seq) if he (the Medijet) didn't act quickly to the ATC guys directions. Was amazing to listen to, those ATC guys are insane!, thank God we here in Oz have it easy, very easy!
CW
We do our best in at times very trying conditions just like you guys.
Often a med 1 flight may happen enroute as in the patient is going t*ts up whilst airborne. A lot of our 'customers' even though aren't in a life threatening situation & therefore don't warrant a Med 1 flt are still crook to the point that any extra track miles isn't helpful IE: spinal injuries. I understand you need to slot everyone in when we do upset the apple cart by going Med 1 but at times we scratch out heads as to why we are sent bush for the shafted 1 arrival
As you would know we used to go O/H ML off rwy 35 at EN when going N/W that was great saved a lot of time but it's long gone, somebody obvioulsy thought hey can't make it too easy for 'em Anyway keep our tracking as short as possible thanks, we ain't up there for the fun of it!I recently had a quick listen to a link that an ATC guy posted on the thread I started "Funny R/T". It was a live feed (& some saved feeds) to some amazing ATC conversations OS. One guy had what appeared to be a zillion planes all in his sector & he was dealing them out like a pro one after the other in rapid fire. Hardly a breath was drawn from his dialogue between callsigns. Huge amount of speed directions to just about all A/C. He even had a Medijet flight (a LR35 probably) not doing as they where told quickly enough,you know reduce speed, maintain speed, turn this way turn that way & he threatened them that he would 'pull them out' (meaning remove him from the ldg seq) if he (the Medijet) didn't act quickly to the ATC guys directions. Was amazing to listen to, those ATC guys are insane!, thank God we here in Oz have it easy, very easy!
CW
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The Best.
Cast your minds back a few years to Camden Tower there was a controller named Jerry O'Day he will always get my vote for the best. Iv'e been in the CCT when a 90 degree wind change came up and he had 7 A/C in the cct and managed with good work to change all to the grass and talk each one in. It was just great to see a pro at work.
Kickatinalong.
Kickatinalong.
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Just a comment about comparing oz atc to that in most places OS ... Australian ATC's work their positions solo, whereas foreign controllers have an assistant for internal coordination, which allows them to handle around double the traffic. Same same, but different.
Three methods of flow sequencing:
1. Dirty speeds on descent and long (40 NM) downwinds depending on traffic ... this is the US style. Delays absorbed with extended vectoring at low level.
2. Profile to the close-in stack ... circle until it's your turn, this is the European style. Delays absorbed in holding patterns at levels 6000 and up.
3. Reduced speed in cruise, high level holding patterns, profile speed into circuit, this is the Australian style. Delays absorbed at high level, uncongested TMAs generally, but inaccuracies meeting gate (feeder fix) times will lead to inefficient approach acceptance rates, with the slow down/speed up scenario common.
Airlines will generally agree that (3) gives overall best solution to the 'bottom line' and it's easy here where the enroute airspace is generally empty compared to European and North American skies.
Three methods of flow sequencing:
1. Dirty speeds on descent and long (40 NM) downwinds depending on traffic ... this is the US style. Delays absorbed with extended vectoring at low level.
2. Profile to the close-in stack ... circle until it's your turn, this is the European style. Delays absorbed in holding patterns at levels 6000 and up.
3. Reduced speed in cruise, high level holding patterns, profile speed into circuit, this is the Australian style. Delays absorbed at high level, uncongested TMAs generally, but inaccuracies meeting gate (feeder fix) times will lead to inefficient approach acceptance rates, with the slow down/speed up scenario common.
Airlines will generally agree that (3) gives overall best solution to the 'bottom line' and it's easy here where the enroute airspace is generally empty compared to European and North American skies.
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hey "Duff' am sure that's all true but it boils down to the fact that here in Oz the airspace is all but M/T compared to Nth America & Europe. The ATC guy I heard on that tape may very well have assistance (he needed it!) but it was his voice & his voice only that was dealing out the 'cards' in rapid fire & only he could have been making all those decisions that quick.
I recall on a recent Tv show (just the other night) the United 93 movie re 9/11 & one scene showed ATC guys chatting about what to do after they realised that there was a terrorist attack under way one guy said how many A/C have we airborne at the moment? (assuming continental USA) he said nearly 4000 planes, sheeeeez that's unreal compared to us here! I'm not taking away what the Aussie ATC guys do here in OZ but like I said it's a virtual holiday camp here in OZ.
CW
I recall on a recent Tv show (just the other night) the United 93 movie re 9/11 & one scene showed ATC guys chatting about what to do after they realised that there was a terrorist attack under way one guy said how many A/C have we airborne at the moment? (assuming continental USA) he said nearly 4000 planes, sheeeeez that's unreal compared to us here! I'm not taking away what the Aussie ATC guys do here in OZ but like I said it's a virtual holiday camp here in OZ.
CW
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Rapidfire instructions on "Funny RT"
Not wishing to take away from the guy's apparent skills but just be aware that alot of recording is done on voice activated mikes and you may only therefore be hearing what goes on while he's speaking, not a real-time recording with periods of silence between transmissions. Then again, things are always bigger and better over there, hey?
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The Greek controller on radar when a student pilot declared was lost over mid-Aegean sea and asked for vectors to the nearest airport and controller's answer was: Sorry, I cannot give you vectors because you are on a VFR flight plan...
Hellenic Civil Aviation Authority must very proud for the controllers they employ...
(The student was clever, called military radar and found the way home).
Hellenic Civil Aviation Authority must very proud for the controllers they employ...
(The student was clever, called military radar and found the way home).
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In all my years as an ATC I never worked out why pilots always tend to think they are the only ones in the air!!
I can remember quite a few anecdotes...Outback sector in Brisbane for example...a QF747 flying north at F310 opposite direction an RAAF C-130 at F200 with faulty radio.....the QF747 cut in to the frantic calls demanding to know where the Herc was because he had a right to know what traffic was in his area...he was reminded the Herc was 11,000 feet below him and did not constitute traffic, and stay out of the frequency whilst we helped the RAAFie....but no, he had to continue, until a senior controller cut in with a classic...."Listen captain, You pedal, WE steer"....that was the end of that....
The best pilots as far as I am concerned? I would have to say certain foreign ones....I can recall one morning having 12 aeroplanes in a stack southbound to Brisbane....ILS was down, so holding everywhere....I told a Qf743 to give me minimum speed as I needed to put 25nm trail to alleviate the holding pattern ahead...I asked the 7473 what his minimum speed was so the MD-11 behind him could match him....his response? M.60 at F350!!!! what a crock of sh!T!! he refused to cooperate, the MD-11 pilot even asked him directly, so I asked the MD-11 for minimum but we still had closure so ended up "fishtailing" the MD-11 behind as the groundspeed of the QF743 was going up and down...I suspect he was playing with the throttles but cannot prove it....when he changed frequency, the MD-11 skipper said "thanks for trying, I guess with pilots like these around here, you guys in ATC really earn your pay!"
Or there was the Aussie captain who filed an incident report because he planned Sydney-Singapore at F350 but had to be pegged at F330 as crossing traffic at F350 was already there....as far as he was concerned, he planned at F350 and he should have F350....funny, so did the other pilot.
Or how about the QF767s that met over PNG every single evening on converging tracks from HK and Japan....every single day the arrived over the PNG waypoint within 3 minutes of each other, at exactly the same level, and complained to us when one of them had to change levels...what gives??
It only takes one idiot like the ones above to ruin your day, and your good mood and willingness to go the extra mile goes out the window until the next shift.
I can remember quite a few anecdotes...Outback sector in Brisbane for example...a QF747 flying north at F310 opposite direction an RAAF C-130 at F200 with faulty radio.....the QF747 cut in to the frantic calls demanding to know where the Herc was because he had a right to know what traffic was in his area...he was reminded the Herc was 11,000 feet below him and did not constitute traffic, and stay out of the frequency whilst we helped the RAAFie....but no, he had to continue, until a senior controller cut in with a classic...."Listen captain, You pedal, WE steer"....that was the end of that....
The best pilots as far as I am concerned? I would have to say certain foreign ones....I can recall one morning having 12 aeroplanes in a stack southbound to Brisbane....ILS was down, so holding everywhere....I told a Qf743 to give me minimum speed as I needed to put 25nm trail to alleviate the holding pattern ahead...I asked the 7473 what his minimum speed was so the MD-11 behind him could match him....his response? M.60 at F350!!!! what a crock of sh!T!! he refused to cooperate, the MD-11 pilot even asked him directly, so I asked the MD-11 for minimum but we still had closure so ended up "fishtailing" the MD-11 behind as the groundspeed of the QF743 was going up and down...I suspect he was playing with the throttles but cannot prove it....when he changed frequency, the MD-11 skipper said "thanks for trying, I guess with pilots like these around here, you guys in ATC really earn your pay!"
Or there was the Aussie captain who filed an incident report because he planned Sydney-Singapore at F350 but had to be pegged at F330 as crossing traffic at F350 was already there....as far as he was concerned, he planned at F350 and he should have F350....funny, so did the other pilot.
Or how about the QF767s that met over PNG every single evening on converging tracks from HK and Japan....every single day the arrived over the PNG waypoint within 3 minutes of each other, at exactly the same level, and complained to us when one of them had to change levels...what gives??
It only takes one idiot like the ones above to ruin your day, and your good mood and willingness to go the extra mile goes out the window until the next shift.
