Problems at Shoreham EGKA?
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The problem I forsee with a remote radar unit guiding aircraft in to Shoreham is that other aircraft around the airfield might not be using that same radar service. Shoreham has an ATZ; there is no controlled airspace around it. A remote radar unit would have no idea if potentially conflicting traffic was on frequency and would have no way (practical or legal) of ensuring they were. The aircraft being vectored would still have to be given standard separation; the only way to ensure this would be a "deconfliction service" resulting in a lot of "break-offs" from the letdown being attempted.
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The problem I forsee with a remote radar unit guiding aircraft in to Shoreham is that other aircraft around the airfield might not be using that same radar service. Shoreham has an ATZ; there is no controlled airspace around it. A remote radar unit would have no idea if potentially conflicting traffic was on frequency and would have no way (practical or legal) of ensuring they were. The aircraft being vectored would still have to be given standard separation; the only way to ensure this would be a "deconfliction service" resulting in a lot of "break-offs" from the letdown being attempted.
I don't see how the clearance being given by the controller in the tower is any safer than by the area controller? In some conditions the controller in the tower may not even be able to see the runway in front of him/her, let alone a plane several miles away, and even so, if it isn't being displayed on their radar screen (as would the area controller) how would they know how high the plane is, or even if it is a definite conflict?
You could find that the Area [sic] controller is rather more expensive than the local controller in the tower. Who's going to pay their cut for approach provided by Farnborough when you’re already complaining about the cost of Shoreham ATC approaches?
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As I said in an earlier post - whatever fee is levied (however outrageous), should go to the people offering the service, in this case Farnborough LARS east (or west?).
Last edited by alex90; 9th Mar 2018 at 14:36. Reason: added or west - its in between both....
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It works in many places around the world, including the UK with the likes of Biggin Hill which as you state, the approach goes into "uncontrolled airspace". Thames will generally vector planes for the ILS for runway 21 at Biggin via London City's zone, before returning them to uncontrolled airspace (for around 4nm) until you reach the ATZ. Planes could well fly between the two zones, completely legally without talking to anyone. But with both primary and secondary radar being available to the controller, they can have a "high degree of certainty" that there is no other conflicting traffic.
I don't see how the clearance being given by the controller in the tower is any safer than by the area controller? In some conditions the controller in the tower may not even be able to see the runway in front of him/her, let alone a plane several miles away, and even so, if it isn't being displayed on their radar screen (as would the area controller) how would they know how high the plane is, or even if it is a definite conflict?
I don't see how the clearance being given by the controller in the tower is any safer than by the area controller? In some conditions the controller in the tower may not even be able to see the runway in front of him/her, let alone a plane several miles away, and even so, if it isn't being displayed on their radar screen (as would the area controller) how would they know how high the plane is, or even if it is a definite conflict?
NATS salary banding puts Farnborough on Band 1 (lowest paid) whilst Swanwick controllers are Band 5 (highest paid).
Really!? A Farnborough East (or west?) controller will be more expensive to handle a dozen IFR flights than having the tower manned by at least two equally licensed controllers and their helpers?
As I said in an earlier post - whatever fee is levied (however outrageous), should go to the people offering the service, in this case Farnborough LARS east (or west?).
As I said in an earlier post - whatever fee is levied (however outrageous), should go to the people offering the service, in this case Farnborough LARS east (or west?).
I get the impression that the problem at Shoreham is a lack of controllers with an APP rating, however from another forum, I understand 5 controllers have recently left.
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But this thread is about the situation where there is no local ATC operator and presumably making a let down commonly available. My point was that there would be no way of the remote radar unit coordinating with local traffic if there was no-one in the tower to phone.
Once established on any procedure, you change to the airfield frequency (be it A/G or A/A or ATS or whatever it may be) and you announce yourself, "G-ABCD established GNSS approach runway 03, 5 miles to run". Thereby informing "local traffic" of where you are, your intentions, and where you are going.
ATC generally only allows 1 clearance per airport at any one time, so you need to close the flightplan / call area ATC to tell them you're on the ground, and not coming back into the system so that the next plane can get a clearance to do the approach.
It works very well elsewhere - why can't it work here?
The problem I forsee with a remote radar unit guiding aircraft in to Shoreham is that other aircraft around the airfield might not be using that same radar service. Shoreham has an ATZ; there is no controlled airspace around it. A remote radar unit would have no idea if potentially conflicting traffic was on frequency and would have no way (practical or legal) of ensuring they were. The aircraft being vectored would still have to be given standard separation; the only way to ensure this would be a "deconfliction service" resulting in a lot of "break-offs" from the letdown being attempted.
'When established in the procedure and within x miles from the airfield, standard separation from other Shoreham traffic cannot be guaranteed and pilots are responsible for their own separation from conflicting traffic in the visual circuit '.(or something similar)
The CAA has already stated there is no requirement for an APP unit to attempt to provide separation from transit traffic which is not working them.
An IAP is always commonly available, (unless they switch off the aids of course! which actually happened to me...) it is the clearance to actually do the IAP which seems to be the main reason why we haven't followed America / NZ / Oz / France and their GNSS / LPV approach at a large number of unmanned GA airfields.
Once established on any procedure, you change to the airfield frequency (be it A/G or A/A or ATS or whatever it may be) and you announce yourself, "G-ABCD established GNSS approach runway 03, 5 miles to run". Thereby informing "local traffic" of where you are, your intentions, and where you are going.
ATC generally only allows 1 clearance per airport at any one time, so you need to close the flightplan / call area ATC to tell them you're on the ground, and not coming back into the system so that the next plane can get a clearance to do the approach.
It works very well elsewhere - why can't it work here?
Once established on any procedure, you change to the airfield frequency (be it A/G or A/A or ATS or whatever it may be) and you announce yourself, "G-ABCD established GNSS approach runway 03, 5 miles to run". Thereby informing "local traffic" of where you are, your intentions, and where you are going.
ATC generally only allows 1 clearance per airport at any one time, so you need to close the flightplan / call area ATC to tell them you're on the ground, and not coming back into the system so that the next plane can get a clearance to do the approach.
It works very well elsewhere - why can't it work here?
Because we don't have a blanket of Class E airspace (so all IFR traffic is 'known') covering the country where there is no Class A to D.
For those unfamiliar with the overseas procedures described on this thread.
Watch some “Premier I Driver” videos on UTube. A Beech Premier jet owner flies single pilot IFR in and out of several USA airfields some with just A/G comms.
His Base airfield Indy Exec, a large airfield by UK standards with A/G only.
Shows what can be safely done with the right Authority attitudes.
Watch some “Premier I Driver” videos on UTube. A Beech Premier jet owner flies single pilot IFR in and out of several USA airfields some with just A/G comms.
His Base airfield Indy Exec, a large airfield by UK standards with A/G only.
Shows what can be safely done with the right Authority attitudes.
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Much angst around the provision of qualified persons in the Tower flows from the fact that, once licensed/certificated, the CAA have a say about what you can and can't do.
The requirement to have a licence/certificate for certain operations was removed years ago and recent changes brought about by SERA have further widened the scope to operate from an acceptable landing ground.
Not only Shoreham but any similar UK aerodrome has a choice. Each has to weigh pros and cons before deciding.
Some issues against include the loss of ATZ, loss of certain types of training and loss of flights requiring the use of a licensed/certificated aerodrome. A fascinating issue would be the status of an existing RNAV(GNSS) IAP notified having used CAP1122 for the safety case. As you all know, the tables in that hallow'd CAP include all types of places and ATS (or not).
So, cost savings from staff reductions (Licensing fees, ATC, RFFS & Ops Staff) versus loss of certain income, though offset by increases in other movements.
Not donning tin hat, not ducking behind railway embankment.
The requirement to have a licence/certificate for certain operations was removed years ago and recent changes brought about by SERA have further widened the scope to operate from an acceptable landing ground.
Not only Shoreham but any similar UK aerodrome has a choice. Each has to weigh pros and cons before deciding.
Some issues against include the loss of ATZ, loss of certain types of training and loss of flights requiring the use of a licensed/certificated aerodrome. A fascinating issue would be the status of an existing RNAV(GNSS) IAP notified having used CAP1122 for the safety case. As you all know, the tables in that hallow'd CAP include all types of places and ATS (or not).
So, cost savings from staff reductions (Licensing fees, ATC, RFFS & Ops Staff) versus loss of certain income, though offset by increases in other movements.
Not donning tin hat, not ducking behind railway embankment.
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For those unfamiliar with the overseas procedures described on this thread.
Watch some “Premier I Driver” videos on UTube. A Beech Premier jet owner flies single pilot IFR in and out of several USA airfields some with just A/G comms.
His Base airfield Indy Exec, a large airfield by UK standards with A/G only.
Shows what can be safely done with the right Authority attitudes.
Watch some “Premier I Driver” videos on UTube. A Beech Premier jet owner flies single pilot IFR in and out of several USA airfields some with just A/G comms.
His Base airfield Indy Exec, a large airfield by UK standards with A/G only.
Shows what can be safely done with the right Authority attitudes.
I have flown over the less-populated parts of the USA, like Montana, Idaho and Wyoming, at FL400 and have heard ‘my’ controller (Salt Lake ARTCC) clearing an aircraft for an approach. I realise that the controller’s workload must be fairly low in those circumstances but it does show what can be achieved.
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Nothing to stop a 'condition' being inserted in the procedure like:
'When established in the procedure and within x miles from the airfield, standard separation from other Shoreham traffic cannot be guaranteed and pilots are responsible for their own separation from conflicting traffic in the visual circuit '.(or something similar)
The CAA has already stated there is no requirement for an APP unit to attempt to provide separation from transit traffic which is not working them.
'When established in the procedure and within x miles from the airfield, standard separation from other Shoreham traffic cannot be guaranteed and pilots are responsible for their own separation from conflicting traffic in the visual circuit '.(or something similar)
The CAA has already stated there is no requirement for an APP unit to attempt to provide separation from transit traffic which is not working them.
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Alex, I know EGKB really quite well and carry out ILS approaches there on a regular basis; in the distant past I've been required to self position onto the ILS because there was no radar vectoring available. I've also had to carry out self positioned NDB approaches into Shoreham when there was no ATC cover.
Interesting . . . . .
fred
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For those unfamiliar with the overseas procedures described on this thread.
Watch some “Premier I Driver” videos on UTube. A Beech Premier jet owner flies single pilot IFR in and out of several USA airfields some with just A/G comms.
His Base airfield Indy Exec, a large airfield by UK standards with A/G only.
Shows what can be safely done with the right Authority attitudes.
Watch some “Premier I Driver” videos on UTube. A Beech Premier jet owner flies single pilot IFR in and out of several USA airfields some with just A/G comms.
His Base airfield Indy Exec, a large airfield by UK standards with A/G only.
Shows what can be safely done with the right Authority attitudes.
Just my opinion
Fred
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Is that something to do with the fact that you have your own radar controller (and a military one in Class D very close by)?