A request to To the self appointed 'Guard' (121.5) Police
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Christiaanj
Yes we can identify an ac by its transmission. We plot its DF trace onto our radar & read off the callsign. Takes all of about 10 seconds. We dont want to transmit on 121.5 ourselves unless we have to .... In extreme cases we will & do.
DD
Yes we can identify an ac by its transmission. We plot its DF trace onto our radar & read off the callsign. Takes all of about 10 seconds. We dont want to transmit on 121.5 ourselves unless we have to .... In extreme cases we will & do.
DD
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RTO.
Something vexes thee?
I wasn't aware that brits specifically clog 121.5. We monitor it generally all the time, in my outfit.
It is 'clogged' by-
1. Tits who insist on playing crazy frog, farts, trumpet sounds, music, etc. Mostly heard south of brest area.
2. People making mistakes. (agree to other poster who suggested a little latitude may be in order, rather than a barber shop chorus of 'you're on guard')
3. aforementioned chorus from the guard police.
4. Practice pan.
(by the way, one of those options is valid. Can you tell which one, based on your post?)
We don't have to monitor volmet constantly. We do exercise a reasonable amount of judgement in getting some weather updates occasionally. Surface actual is preferable to a TAF in my book. Exactly what are YOU doing as PNF that so occupies ALL of your cruise time that you have insufficient capacity to get a weather update? Or is it that your newspapers are more longwinded than ours?
I'm not sure why you can't be cleared for an ILS. When you find out, let me know. I've had little problem approaching from the ILS, and so I shall continue to do so.
As for praising the virtues of the US training system. Exactly why would you want to be taken anywhere blindfolded (except when engaging in valid adult entertainment), and then only have yourself to rely on, when normal practice is to make best use of all the available tools and facilities. Being able to triangulate your position is important, granted. But so is being able to communicate when in difficulty. I'm not convinced that being able to do one makes it impossible to accomplish the other. Please elaborate.
'all the reasons why I refuse to work for a UK carrier...'
Is that a promise?
Something vexes thee?
I wasn't aware that brits specifically clog 121.5. We monitor it generally all the time, in my outfit.
It is 'clogged' by-
1. Tits who insist on playing crazy frog, farts, trumpet sounds, music, etc. Mostly heard south of brest area.
2. People making mistakes. (agree to other poster who suggested a little latitude may be in order, rather than a barber shop chorus of 'you're on guard')
3. aforementioned chorus from the guard police.
4. Practice pan.
(by the way, one of those options is valid. Can you tell which one, based on your post?)
We don't have to monitor volmet constantly. We do exercise a reasonable amount of judgement in getting some weather updates occasionally. Surface actual is preferable to a TAF in my book. Exactly what are YOU doing as PNF that so occupies ALL of your cruise time that you have insufficient capacity to get a weather update? Or is it that your newspapers are more longwinded than ours?
I'm not sure why you can't be cleared for an ILS. When you find out, let me know. I've had little problem approaching from the ILS, and so I shall continue to do so.
As for praising the virtues of the US training system. Exactly why would you want to be taken anywhere blindfolded (except when engaging in valid adult entertainment), and then only have yourself to rely on, when normal practice is to make best use of all the available tools and facilities. Being able to triangulate your position is important, granted. But so is being able to communicate when in difficulty. I'm not convinced that being able to do one makes it impossible to accomplish the other. Please elaborate.
'all the reasons why I refuse to work for a UK carrier...'
Is that a promise?
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It is not permissible to transmit "you're on guard" on 121.50, but it is permissible to transmit a false message stating that you are D&D.
Basically this is all down to poor RT discipline. My own pet hate is the AMOUNT of aircraft that start their call to me with " and Callsign....." which can sound like "PAN callsign"
I did start off by politely asking they don't - now I just acknowledge their PAN call and ask the nature of their emergency. Slowly the message is getting through!
Fred
Only last week I heard a LH calling a colleague of his on 121.5. It went something like this:
"LH123 this is LH456 on guard, do you read me". Immediately, came the reply: "you're on guard!". Now call me old fashined but I think that the clue that he MEANT to transmit on guard was there from what he said and not least that he did so in english whereas if he just wanted to chat he would probably do so in german.
"LH123 this is LH456 on guard, do you read me". Immediately, came the reply: "you're on guard!". Now call me old fashined but I think that the clue that he MEANT to transmit on guard was there from what he said and not least that he did so in english whereas if he just wanted to chat he would probably do so in german.
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RTO,
I totally agree with you!!
When I was flying for a UK carrier, I was constantly asked to monitor Volmets., even when the whole Europe was CAVOK
Listening to volmet is only useful if you suspect bad weather at destination/enroute. Otherwise, it just keeps one crewmember out of the loop. Shame that some Brits rather follow "procedures" then GOP.
The yellow-jacket mania is another one by the way... my god, they would sleep in them if allowed by their wives...
I totally agree with you!!
When I was flying for a UK carrier, I was constantly asked to monitor Volmets., even when the whole Europe was CAVOK
Listening to volmet is only useful if you suspect bad weather at destination/enroute. Otherwise, it just keeps one crewmember out of the loop. Shame that some Brits rather follow "procedures" then GOP.
The yellow-jacket mania is another one by the way... my god, they would sleep in them if allowed by their wives...
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Despegue, and RTO if you like.
So flying for one UK carrier that does something dumb means they are all like that. Unlikely. More likely, you 2 characters were unable to be hired except by a company who had to open their arms to people willing to do anything!
Skyhooks, and spare bubbles for spirit levels comes to mind, almost.
Unless the 'constantly asked' indicates an inability to learn or comprehend what is being taught.
As for yellow jackets, they are an oddity. The manner of their draconian implementation in some locations is more to do with the odd behaviour and rationale of certain 'authorities' rather than an application of common sense.
So flying for one UK carrier that does something dumb means they are all like that. Unlikely. More likely, you 2 characters were unable to be hired except by a company who had to open their arms to people willing to do anything!
Skyhooks, and spare bubbles for spirit levels comes to mind, almost.
Unless the 'constantly asked' indicates an inability to learn or comprehend what is being taught.
As for yellow jackets, they are an oddity. The manner of their draconian implementation in some locations is more to do with the odd behaviour and rationale of certain 'authorities' rather than an application of common sense.
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RTO wrote:
despegue wrote :
In the USA transisition altitude occurs at 18,000ft which is higher than most if not all of the terrain in that country. In Europe transistion altitudes very from region to region and most are typically between 3000ft and 6000ft. TAFs do not include altimeter settings and some might consider it reasonably important to have an idea what the altimeter setting is for a given area, particularly where high MSA's and the possibility of an emegency decent should be in the back of the mind.
In addition the possibility of an emegency diversion should tempt most pilots to have a good idea of the general weather situation at the airports within range that they might like to give consideration to. Obtaining such reports shouldn't really keep one pilot "out of the loop" for any significant period in the cruise and certainly no more than making other routine calls, P.A's, and similar such matters already do. Of course I might be completely wrong, but waiting for a crisis to develop before becoming aware of the options in your general situation might not be a good habit to get into ?
I think it is wholly appropriate that lost pilots should use 121.500 for establishing their position and seeking the necessary help. I do think that perhaps given the mandatory monitoring that is required these days it would be useful to have another frequency for the purpose of making training calls.
Why do you have to monitor Volmet constantly? This is a practice that originated before TAF's where invented and that is ages ago. Stop it already.
RTO,
I totally agree with you!!
When I was flying for a UK carrier, I was constantly asked to monitor Volmets., even when the whole Europe was CAVOK
Listening to volmet is only useful if you suspect bad weather at destination/enroute. Otherwise, it just keeps one crewmember out of the loop. Shame that some Brits rather follow "procedures" then GOP.
I totally agree with you!!
When I was flying for a UK carrier, I was constantly asked to monitor Volmets., even when the whole Europe was CAVOK
Listening to volmet is only useful if you suspect bad weather at destination/enroute. Otherwise, it just keeps one crewmember out of the loop. Shame that some Brits rather follow "procedures" then GOP.
In addition the possibility of an emegency diversion should tempt most pilots to have a good idea of the general weather situation at the airports within range that they might like to give consideration to. Obtaining such reports shouldn't really keep one pilot "out of the loop" for any significant period in the cruise and certainly no more than making other routine calls, P.A's, and similar such matters already do. Of course I might be completely wrong, but waiting for a crisis to develop before becoming aware of the options in your general situation might not be a good habit to get into ?
I think it is wholly appropriate that lost pilots should use 121.500 for establishing their position and seeking the necessary help. I do think that perhaps given the mandatory monitoring that is required these days it would be useful to have another frequency for the purpose of making training calls.
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if you would read my post carefully, I say the following: volmet-watch is useful when weather conditions enroute dictate so. this is then GOP. When weather is good, don't bother, be an extra pair of ears for normal ATC, as this is where most mistakes are made, but can also be rectified. Disagree with me if you like, as I mentioned in an other post, that is your right.
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Blimey....all this time I thought they were all saying :- " En Garde"!
I thought it was some sort of weird fencing frequency! Be ready to (ahem) "assume the position".
You learn something every day.......
I thought it was some sort of weird fencing frequency! Be ready to (ahem) "assume the position".
You learn something every day.......
