R/T status in KL FIR
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Wind reports at KUANTAN
Hi Rage, checked with the KUA Controller regarding s/wind reports. I was told that they now have the anemometer indicators ABM PAPI on either side of the rwy i.e r18 n r36. Should be ok now. When u go in next c if there is any change in the s/wind reports. Gudday.
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ATIS Reception from KLIA
I find it very disturbing when pilots are still requesting Rwy in use from SIN ATCers even though they are aprox 150-200nm EAST of VKL. This morning the SIN ATCer told me that he has to answer frequent requests by pilots coming in from the EAST requesting for the RWY and STAR in use for KLIA. Why should this be so.If pilots can pick up the SZB ATIS clearly at these distances, KLIA transmissions should be better as they have all the best equipment. If u are one experiencing such a problem, kindly let us know. Definitely something must be wrong somewhere. May I have some inputs pls. KAL n FDX were two examples this morning(2200 utc). Is this problem only experienced from those inbound from the EAST or is it all over?:
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Coming in from the EAST, eg on FL350 0r FL 310 we won't receive the KLIA ATIS until approx. 100nm to Top of Descent. Most airlines endeavour to complete their approach briefing by then (100nm to TOD) especially if they do not fly regularly to foreign airfield.
More so on training flight, they want to get all the info asap....
Solution: Have a radio repeater station somewhere near PK... 132.6 will be clearer too.....
More so on training flight, they want to get all the info asap....
Solution: Have a radio repeater station somewhere near PK... 132.6 will be clearer too.....
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kul atis
velloo,
can't believe we didn't bring this up the last time, but the klia atis range from the east, has from day one been FAR WORSE than the szb atis range. from day one, the assumption we had to make was that it was somehow affected by the geographical location of kul, since we knew that it's equipment was far superior to szb.
but it definitely is true that the transmissions are only picked up far too late or close. in fact, i know for sure a lot mh guys resorted to, listening out on 132.6, hoping to catch some other guy reading back their star clearance. that's after we gave up on requesting it from sin atc. but i totally agree, that foreign flights would end up having to ask sin ,if proper planning was to be achieved before their descent.
yes, i totally think something should be done about this, more so since it's such a basic thing....
by the way, how does someone go about the process of joining atc in malaysia, present times?
can't believe we didn't bring this up the last time, but the klia atis range from the east, has from day one been FAR WORSE than the szb atis range. from day one, the assumption we had to make was that it was somehow affected by the geographical location of kul, since we knew that it's equipment was far superior to szb.
but it definitely is true that the transmissions are only picked up far too late or close. in fact, i know for sure a lot mh guys resorted to, listening out on 132.6, hoping to catch some other guy reading back their star clearance. that's after we gave up on requesting it from sin atc. but i totally agree, that foreign flights would end up having to ask sin ,if proper planning was to be achieved before their descent.
yes, i totally think something should be done about this, more so since it's such a basic thing....by the way, how does someone go about the process of joining atc in malaysia, present times?
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KUL ATIS
Yep Jetrat we did discuss this at the teh tarik session but I am surprised that this particular problem still exists. There are two transmitters(TX) on the east coast. One is at Bukit Bakar in Kelantan and the other is at Bt.Pelindong somewhere near Kuantan or so(not very sure of it's exact location but it is somewhere there). I am surprised at the poor reception on 132.6 as Bt.Pelindung has the capabilities to tx 132.6 at the moment.
Coming back to KUL ATIS. The TX for 126.45(KUL ATIS) is based on top of the Apron Tower near the Satellite Buildings at KLIA. Yes the smaller tower near LCCT. Perhaps this cud be the reason for the limited range.
For SZB the TX for 127.6 is at the Subang Air Traffic Control premises itself. But it is technical jargon for me as far as how the freqs are pushed out to u guys over the South China Sea. If 127.6 can be recieved over 200nm from SZB then something can n must be done for 126.45 to be pushed out to over the same region. Maybe , just maybe the engineers shud transfer the KUL ATIS TX to the main tower. That may help u guys.
About putting up new repeaters will require new working papers and new budget.U guys are too familiar will all this paperwork jargon.Period
Joining ATC will require one to go thru Jabatan Perkhidmatan Awam's conditions.
U need to have an approved diploma or a degree from any Govt approved institute. Then one has to wait for the advertisments which normally appears in the local newspapers particularly the Malay editions. Then one has to go for an aptitude test. This is where the majority of them fail. Many are not even aware of such tests. If everything goes well, one can be selected and have to go thru 66 weeks of training at the DCA Kolej. Even here some quit as they cannot adapt to the ATC pressures. They recently employed some and are currently going thru the mill. For further details PM me.
Coming back to KUL ATIS. The TX for 126.45(KUL ATIS) is based on top of the Apron Tower near the Satellite Buildings at KLIA. Yes the smaller tower near LCCT. Perhaps this cud be the reason for the limited range.
For SZB the TX for 127.6 is at the Subang Air Traffic Control premises itself. But it is technical jargon for me as far as how the freqs are pushed out to u guys over the South China Sea. If 127.6 can be recieved over 200nm from SZB then something can n must be done for 126.45 to be pushed out to over the same region. Maybe , just maybe the engineers shud transfer the KUL ATIS TX to the main tower. That may help u guys.
About putting up new repeaters will require new working papers and new budget.U guys are too familiar will all this paperwork jargon.Period
Joining ATC will require one to go thru Jabatan Perkhidmatan Awam's conditions.
U need to have an approved diploma or a degree from any Govt approved institute. Then one has to wait for the advertisments which normally appears in the local newspapers particularly the Malay editions. Then one has to go for an aptitude test. This is where the majority of them fail. Many are not even aware of such tests. If everything goes well, one can be selected and have to go thru 66 weeks of training at the DCA Kolej. Even here some quit as they cannot adapt to the ATC pressures. They recently employed some and are currently going thru the mill. For further details PM me.
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Sorry , I know this isn t the place for this but I wanted all the ATC at KLIA to read it.
I m the british female pilot with Air Asia, I m leaving AA, on the 7th is my last day and I just want to say to you all thanks for everything and thanks for being friendly and helpful and making me laugh.
Its been great working for Air Asia and I hope I might fly this way one day again.
Sorry for hi-jacking the thread.
Bye
I m the british female pilot with Air Asia, I m leaving AA, on the 7th is my last day and I just want to say to you all thanks for everything and thanks for being friendly and helpful and making me laugh.
Its been great working for Air Asia and I hope I might fly this way one day again.
Sorry for hi-jacking the thread.
Bye
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Putting wings on dreams
Of late I have been getting queries from a no. of dreamers who want to be pilots. Someone said that u can know a person by the type of questions they ask rather than the type of answers one gives. Some are genuine and some are not. If u know someone who is really really genuine and wud want to take up flying as a career and find it hard to get a place in a local flying school, pls contact me. I may be able to lead or link u to your ultimate dream of becoming a pilot.No promises but I will try my best. the only qualification needed here is a passion for flying.
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RWY Closure at KLIA
Hi all..from what I have gathered the 2nd rwy which is 32L/14R will be closed in the region of three to four months for strengthening purposes. This is in view of the arrival of the A380 into KLIA. After this, 32R/14L will also be closed but the duration may not be like the 2nd RWY.
ATC anticipates congestion not only at KLIA but also in the arrivals.There is definitely enroute holdings since only ONE Rwy is going to be used.
Meetings are on going and decisions will be made known.
These are going to be trying moments and we need to sit down and talk about coming up with a win-win situation for all. Can we have another teh-tarik session to see what we all can do to improve this forthcoming situation. Maybe an awareness programme can be birthed out of this sessions.
May I have some inputs. It's going to be tough on all, especially the airlines as they have all prepared and sent out their summer schedules.Guys, u arrange the date as we ATCers can adapt to it more easily.
ATC anticipates congestion not only at KLIA but also in the arrivals.There is definitely enroute holdings since only ONE Rwy is going to be used.
Meetings are on going and decisions will be made known.
These are going to be trying moments and we need to sit down and talk about coming up with a win-win situation for all. Can we have another teh-tarik session to see what we all can do to improve this forthcoming situation. Maybe an awareness programme can be birthed out of this sessions.
May I have some inputs. It's going to be tough on all, especially the airlines as they have all prepared and sent out their summer schedules.Guys, u arrange the date as we ATCers can adapt to it more easily.
Last edited by veloo maniam; 17th Apr 2006 at 06:21.
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Air Asia Cadet Engineering Programme
Does AA carry out it's own cadet eng programme? If it does who can I contact to find out how to get someone to join in. tks 4 der replies.
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KLIA Rwy closure
Just wondering...if the 2nd rwy is going to be closed, wud it b possible to use half(or slightly more) of the rwy for deps to avoid congestion. This suggestion has been put 4ward in a recent meeting. What say u flyers? Rwy length available will b in the region of 2400-2500M.Given a scenario of a full load and max wt. what kind of length are u guys expecting.I do understand this will be an ideal situation for B737 and below.
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Thats a very personal question Veloo
I personally will not use intersections for takeoff unless it, in my own weightage it will be of benefit. Of course I must be able to do it by the books as well.
I think the current practice of offering it and letting the pilot decide would be most prudent.
Some of the other factors I consider:
Weather
How long the last transit was. ( brakes ) "this is me personally la!"
following a heavy?
Aircraft condition and serviceability.
I personally will not use intersections for takeoff unless it, in my own weightage it will be of benefit. Of course I must be able to do it by the books as well.
I think the current practice of offering it and letting the pilot decide would be most prudent.
Some of the other factors I consider:
Weather
How long the last transit was. ( brakes ) "this is me personally la!"
following a heavy?
Aircraft condition and serviceability.
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hi all...
can't remember exact length of a8 for 32l, however i can tell you that a8 is not at all restrictive. therefore, yes can if the length is not less then that of a8. that's for 32L.but advance notification neccessary for the paperwork to get to the pilots.....
sorry...forgot to add that this of course only apllies to b737-400.
can't remember exact length of a8 for 32l, however i can tell you that a8 is not at all restrictive. therefore, yes can if the length is not less then that of a8. that's for 32L.but advance notification neccessary for the paperwork to get to the pilots.....
sorry...forgot to add that this of course only apllies to b737-400.
reduced rwy lenght
Using a portion of the runway would be great to ease the traffic esp 737 ops. However,it requires commitment from all parties from MAB,pilots,ATC,contrators....
Reason being the work would shift from one end to the other.Distribution of information has to be very dynamic.MAB has to provide appropriate holding point/intersection,pilots to ensure if it is acceptable and no hazzard to workers on the ground,ATC to sequence traffic flow and most importantly contractor to understand the concept of sterility at the movement area. IMO,with the present style of communication between these parties, this idea poses more danger than the benefits.After all,the losers in this are the airlines,why would MAB and the contractor care?
MAS wouldn't receive its A380 til 2008,why is MAB in such a hurry to carry out the runway upgrade but not other work? Whose A380 gonna use the runway and not the terminal? I reckon Malaysian will see lots of A380 take off/landing at KLIA before MAS takes its first aircraft.
Reason being the work would shift from one end to the other.Distribution of information has to be very dynamic.MAB has to provide appropriate holding point/intersection,pilots to ensure if it is acceptable and no hazzard to workers on the ground,ATC to sequence traffic flow and most importantly contractor to understand the concept of sterility at the movement area. IMO,with the present style of communication between these parties, this idea poses more danger than the benefits.After all,the losers in this are the airlines,why would MAB and the contractor care?
MAS wouldn't receive its A380 til 2008,why is MAB in such a hurry to carry out the runway upgrade but not other work? Whose A380 gonna use the runway and not the terminal? I reckon Malaysian will see lots of A380 take off/landing at KLIA before MAS takes its first aircraft.
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KLIA RWY Upgrading works
Hi Flightleader n all else....Nothing concrete has been decided with regards to the upgrading works for KUL Rwy up till now. News is that the anticipated arrival is not expected until the end of the 1st quarter of 2007(Probably awaiting SIA's A380). As more info pours in, I will flood the website.
On another note, there was an incident early April whereby a MH A330 went thru the level of a Cathay. Both were inbound from Taxul. MH requested for descent clearence from FL400. Controller instructed acft to descend to FL390 when ready. Acft descended to FL290. Cathay was at FL380. Apparantly pilot readback FL290 which the ATCer did not catch. What I would like to know is how could an acft descend to FL290 when he is aware that there is another acft at FL380 below him and is close by(less than 10NM). How could 2 pilots and one ATCer allow this to happen? I am not blaming anyone here but I am looking into the possibility of an instruction that has been misinterpreted i.e FL390 and FL290.Frequency 132.6 was busy at that moment.Could it have been that a pilot would have believed that it has to be FL290(why would the ATCer want to descend me just a thousand feet). How did the cockpit crew decided upon this decision.As an OJT coach, I am finding ways where such recurrences be avoided by both ATC n Cockpit crew. Inputs are most appreciated.
On another note, there was an incident early April whereby a MH A330 went thru the level of a Cathay. Both were inbound from Taxul. MH requested for descent clearence from FL400. Controller instructed acft to descend to FL390 when ready. Acft descended to FL290. Cathay was at FL380. Apparantly pilot readback FL290 which the ATCer did not catch. What I would like to know is how could an acft descend to FL290 when he is aware that there is another acft at FL380 below him and is close by(less than 10NM). How could 2 pilots and one ATCer allow this to happen? I am not blaming anyone here but I am looking into the possibility of an instruction that has been misinterpreted i.e FL390 and FL290.Frequency 132.6 was busy at that moment.Could it have been that a pilot would have believed that it has to be FL290(why would the ATCer want to descend me just a thousand feet). How did the cockpit crew decided upon this decision.As an OJT coach, I am finding ways where such recurrences be avoided by both ATC n Cockpit crew. Inputs are most appreciated.
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Hello,
Firstly, with regards to the runway shortening in KLIA, what I can say is this.. We need some info to get us going.
We need to know where the work is going to be done, the height of obstructions and work equipment, their height and where are they located from the point of takeoff. Once we get all this information, we will pass them over to the performance engineer and he/she will put all this info into a software database that in return will do the maths and will come up with our maximum brake release weights and takeoff speed calculation at different temperature and wind component (headwind/ tailwind). The point is the sooner we can get this information, the better it is for all of us because then it would be a lot easier to formulate solutions.
After looking at all this, then we will be able to give you some info as to which type of aircraft will be able to operate on that runway at what kind of weights. For instance, 2500m of runway is approximately Kuching. Jumbo does operate into Kuching but the takeoff weight is definitely limited due to obvious reasons.
One thing that you should be aware is that for performance calculation, all takeoff is based on one engine failure. Therefore, the weights are quite restrictive. Another thing is for antiskid inoperative procedure, the landing weight is very restrictive for 2500m runway in wet conditions and also in tailwind conditions. So, I hope this little insight will be helpfull.
Secondly, that teh tarik session will be really helpfull. I suggest we do it on a weekend. That way, I can try and get some of the management pilot to join the discussion, if they are free....
Regards...
Firstly, with regards to the runway shortening in KLIA, what I can say is this.. We need some info to get us going.
We need to know where the work is going to be done, the height of obstructions and work equipment, their height and where are they located from the point of takeoff. Once we get all this information, we will pass them over to the performance engineer and he/she will put all this info into a software database that in return will do the maths and will come up with our maximum brake release weights and takeoff speed calculation at different temperature and wind component (headwind/ tailwind). The point is the sooner we can get this information, the better it is for all of us because then it would be a lot easier to formulate solutions.
After looking at all this, then we will be able to give you some info as to which type of aircraft will be able to operate on that runway at what kind of weights. For instance, 2500m of runway is approximately Kuching. Jumbo does operate into Kuching but the takeoff weight is definitely limited due to obvious reasons.
One thing that you should be aware is that for performance calculation, all takeoff is based on one engine failure. Therefore, the weights are quite restrictive. Another thing is for antiskid inoperative procedure, the landing weight is very restrictive for 2500m runway in wet conditions and also in tailwind conditions. So, I hope this little insight will be helpfull.
Secondly, that teh tarik session will be really helpfull. I suggest we do it on a weekend. That way, I can try and get some of the management pilot to join the discussion, if they are free....
Regards...
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RWY UPGRADING FOR A380
Hi CI54...wow ...so much anticipated preparation on your side. Nevertheless I will endeavour to get info passed to u guys asa it is available. Probably MAB is working out things with the contractors..not very sure but I guess so. I too have to get my HQ ATCers to be available for the teh tarik session. Need at least a few days notification. Same venue at Kayu SS2 is fine with us. Let us know early. Roughly 5 of us will be there (from KLIA,Approach.Hq n Sector Control).