Best Air Traffic controller is......
I'd be interested in how you think we can perhaps improve the service
I was mainly referring to STAR's elsewhere (ie Oz) where the STAR both slows an aircraft down and requires a descent well below the normal profile. This results in application of thrust at low altitudes creating noise and additional fuel burn. The introduction of Continuous Descent Approaches into LHR has made it a lot easier for us to minimise fuel burn and keep the noise down. My recent experiences landing on 09 at LHR have been great in that ATC cancelled the requirement to slow down at the SLP 12NM prior to LAM and kept us higher (crossed LAM at FL130 320 kts) and were still doing 250 knots as we turned onto base for 09L (company requirements are max 250kts below 5000' and max 210kts below 3000'). The thrust levers did not move from idle until we were in landing configuration approx 1200'AGL. We saved a lot of fuel and Heathrows neighbours (incl those at Windsor) would not have been unhappy with the noise emitted.
In SYD arriving aircraft have to descend early to 9000' because of the airspace structure and there is a 250kt requirement below 10,000'. If the speed reduction was delayed until 8,500' then this would allow the "energy" to be dissipated during a near level stage of the flight resulting in less thrust being used (eg Boree STAR for Rwy 34L/R where there is approx 25NM to travel with only a 3,000' altitude loss). The slight difference in timing caused by slowing down at 8,500' in lieu of 10,000' could easily be adjusted into the flow sequencing and no structural changes to the airspace would be required.
Cheers GB
Moderator
My vote goes to Mike and the guys in Jandakot Tower, but especially Alec with the very soothing voice, who always keeps the circuit very tidy, looks after the solo studes, never sounds cross and made me a cup of tea on my last tower visit 
PPRuNe Handmaiden
Gonzo,
Yeah, had a go. Bloody hell!!
Played on Thames Radar (they wanted us Netjet folk to see what it's like) and played Area too. Can't remember what freq but we were catching them from around the London area.
Strewth!!
Yeah, had a go. Bloody hell!!
Played on Thames Radar (they wanted us Netjet folk to see what it's like) and played Area too. Can't remember what freq but we were catching them from around the London area. Strewth!!
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Agree with the comments re London ATC. In excess of 95% of our approaches are logged as within a constant descent profile criteria established by NATS. Approach always give accurate track miles to run when leaving the hold which allows descending onto the glide without levelling off, creating noise and burning excess fuel.
Its amazing to watch it all on TCAS, they are amazing and never seem to get stressed out. All that with 2.5 nm sep, parallel runways and with 20nm of two other major airports.
Pity the rest of Europe arent as good.
Its amazing to watch it all on TCAS, they are amazing and never seem to get stressed out. All that with 2.5 nm sep, parallel runways and with 20nm of two other major airports.
Pity the rest of Europe arent as good.
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Since Gonzo has made the trip from the UK to get involved in this Thread, I might stick my nose in from the Middle East. I know I will probably regret asking this question and am donning the helmet to protect me from the shellacking I will probably get, but just wondering if any of you guys fly in and out of Dubai and Abu Dhabi, or just overfly and what you think of the service you recieve and how we could improve that service. I know this is an Oz forum, but the Middle East thread is full of threads about Direct Entry Captain moaning, US dollar depreciation moaning, and about how many CEO's can Gulf Air go through in one year moaning. Fire away 
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250BLW100 is a requirment of Class C Airspace, as you would all know. (except MIL ACFT)
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250KT IAS BLW 10000
Found the reference in AIP ENR 1.1 - 102 "Aircraft Speeds."
Applies to IFR and VFR a/c operating in Class C,D,E,GAAP and Class G airspace.
Interestingly, the speed restrictions shown for VFR a/c in Class C airspace and IFR and VFR a/c in classes D,E and G airspace are not applicable to military aircraft.
Found the reference in AIP ENR 1.1 - 102 "Aircraft Speeds."
Applies to IFR and VFR a/c operating in Class C,D,E,GAAP and Class G airspace.
Interestingly, the speed restrictions shown for VFR a/c in Class C airspace and IFR and VFR a/c in classes D,E and G airspace are not applicable to military aircraft.
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One of the best air traffic controllers I have encountered is the friendly & always happy bloke who works the northern NSW & Brisbane south sector. When formerly changing to Grafton CTAF & I'd " Call again after landing", the response would always be "Look forward to it". He even knew about the Grafton airport pet Peacock which had the run of the terminal for some time. This guy is a true gentleman of the skys. He went O/S for a few months & on return was a welcome familiar voice on the airways. I dont fly into Grafton anymore, & unfortunatly never caught his name. Thanks for the great work!
250KT IAS BLW 10000
Found the reference in AIP ENR 1.1 - 102 "Aircraft Speeds."
Applies to IFR and VFR a/c operating in Class C,D,E,GAAP and Class G airspace.
Found the reference in AIP ENR 1.1 - 102 "Aircraft Speeds."
Applies to IFR and VFR a/c operating in Class C,D,E,GAAP and Class G airspace.
re-read AIP ENR 80.
No speed restrictions for IFR aircraft in A and C airspace EXCEPT at Sydney Brisbane Melbourne and Gold Coast ( see ERSA special procedures)
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We advised centre that we were happy to slow to let them go number 1,
If the speed reduction was delayed until 8,500' ...
Agree with the comments re London ATC. In excess of 95% of our approaches are logged as within a constant descent profile criteria established by NATS. Approach always give accurate track miles to run when leaving the hold which allows descending onto the glide without levelling off, creating noise and burning excess fuel.
Considering my criticism of RAAF Darwin over the years I would like to vote for those lovely young ladies in darwin approach that have afforded me direct tracking and no speed restrictions over the last several months.
Keep up the good work ladies.
(is that what you were looking for
??)
You need a bit of work on your score cards.
3/10 and giving the F/O what was it 9/10, will not help your cause!!!
Keep up the good work ladies.
(is that what you were looking for
??)You need a bit of work on your score cards.
3/10 and giving the F/O what was it 9/10, will not help your cause!!!
Last edited by RENURPP; 27th Jul 2007 at 09:28.
Duff Man
To manage the aircraft energy efficiently, the altitude requirement has to be met first and then commence slowing down which is why I suggested 8,500'. If you made it 9,000' then there would be no improvement over the current situation.
From an ATC perspective, agreed. Perhaps 9000ft to make it match the crossing requirements. But you have to push your airline's management to push the change to Airservices.
Don Quixote Impersonator
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Dunno who it was on Perth Approach the other evening when the weather was super sh!t and aircraft stacked, banking up and holding all over the place, by the cool calmness, steady cadence and quiet tenor of his voice every one got home and even the pilots were picking up on his coolth. 
I even had to turn up the volume.
I even had to turn up the volume.
Don Quixote Impersonator
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Quokka
what's this retirement thing I ask. I reckon I was robbed, as a tacker I thought I'd be fishing by now, right.
Nup, working harder than I ever have just to stay afloat.
rapidly approaching retirement age
Nup, working harder than I ever have just to stay afloat.
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what's this retirement thing I ask. I reckon I was robbed, as a tacker I thought I'd be fishing by now, right. Nup, working harder than I ever have just to stay afloat.