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Simon Kelsey

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Simon Kelsey last won the day on March 11

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About Simon Kelsey

  • Birthday September 12

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  1. As Andreas says, interference from aircraft (or vehicles) can very much affect the localiser and glideslope beams -- this is why the CAT II and CAT III holding points are much further back from the runway. At Heathrow I seem to recall it is/was standard for aircraft following an A380 on approach to be given the RNAV (weather permitting) rather than the ILS as a matter of routine because for whatever reason the size of the A380 was causing disturbances to the ILS for following aircraft (whether during the approach or maybe whilst vacating etc, I'm not sure). This video is an excellent demo
  2. In a word: no controllers are not restricted from being text only. As I mentioned a little further up the thread, I know of at least one deaf controller who is text only and very good indeed!
  3. Like so many things in aviation... it depends. IFR flights from controlled aerodromes pretty much always have to request start because they may be slot restricted etc, although you don’t necessarily explicitly request startup (your phraseology example is basically correct although assuming you are in the UK based on your choice of airport remember you need to state the QNH you have, ie from the ATIS — because altimeter settings are a mandatory readback so you have to give this in addition to the ATIS letter). Having received your clearance the next thing would be to “report ready” at whic
  4. What you’re describing is an alias. I agree, it is an extremely efficient tool and it is equally efficient for airborne traffic as it is for clearances. Want to fire off a heading to a text pilot? .tl (heading) Climb? .cm (altitude/FL) Approach clearance? .ils (runway) .taxi 27L A B C Euroscope at least will even fill in most stuff for you from the tags! Like Brad, I too started in the days when one had to have a special qualification to use voice so as a controller one very quickly became familiar with the aliases. I still maintain that I can fire out five headin
  5. Something I would be curious to know: how many of those controllers posting here that text is “too workload intensive” go firing off unsolicited text PDCs to pilots when it starts getting busy? Surely if voice is so much easier and quicker you would just do all the clearances by voice, right?
  6. Text only controllers are allowed, pilots do need to accomodate them and I can think of at least one.
  7. To put the other side of this... I would argue there's not really any difference in this to someone taxiing from one end of the airport to the other. I can't really see an issue. Would it be OK for someone to start their engines, request taxi to another part of the airport, shut down there and then start a flight? I don't see why not, and functionally from the controller's point of view there's not really any major difference in handling or impact on operations for others here.
  8. In the UK officially there is no right or wrong answer any more - file it or don't file it, whichever you want, both are correct (the AIP doesn't say you must file it, nor does it say you must not - which it used to a couple of years ago). In my experience if a SID/STAR is planned as part of the route in Simbrief it will usually pass it to the prefile form, but I might be wrong? My reading of Cole's post was that it was more to do with pilots not filing an appropriate initial/final waypoint as opposed to specifically typing the SID etc in to the FP.
  9. Usually there will only be one SID from the departure runway to the exit point. At some airports there might be a couple of variants but you will end up at the same point. The most important thing when you are planning is that your route starts from a fix which is at the end of a SID and ends up at a fix which is the start of a STAR. The SID is a means to an end - it is just a way to organise outbound traffic to certain fixes and cut down on R/T (so instead of the controller having to tell every aircraft "after departure climb straight ahead to ABC 2 DME, then turn right to intercept the
  10. The concept is sound, the difficulty would be implementation. As Rob points out, this is very region-specific and not only that but there are usually several different ways to skin a cat and on top of that what's a valid route this month may change next month with the next AIRAC cycle... so it's very difficult to adminster automatically and a huge burden to keep the 'right' answers up to date.
  11. My point is that any organisation looking to "hire" "staff" will naturally question the motivation of anyone who turns up effectively saying "I want to be in charge of something somewhere -- don't care where, or what really, just as long as I can be "staff"". I wouldn't touch them with a barge pole -- all it says to me is "I want a title". If you want to be "staff" then yes, you should find a VA that you are interested in and passionate about and help them out. Because I can quite confidently say from long experience that the pay and hours are terrible and the effort and dedication requir
  12. Have you considered first finding a virtual airline that interests you, joining and taking part first? What is your motivation for becoming a 'staff member' (read: volunteer) for an organisation you have so little interest in you don't even want to join it and take part in its activities? Presumably a shiny title to show off?
  13. Honest answer: frankly this is so far down the list of things to worry about it's completely insignificant! There is no real right or wrong answer. In real life, there is no hard and fast rule. Some countries (USA, Germany spring to mind) specifically prefer you to file the SID or STAR. The UK used to request that you file from the first to the last significant point on the route (e.g. ULTIB T420 TNT for a flight from Heathrow to Manchester) but this has since been removed from the AIP and in real life now you will see a mixture depending primarily on the brand and configuration of a
  14. We're getting slightly off topic... however to be honest whilst some of what is in said lecture is good advice, it's also in excess of two decades old advice and automation and training has moved on... "click click, click click" and putting yourself in a postion where in addition to anything else you were doing you now have your hands full of aeroplane just to add to your task saturation is not always the best thing to do, especially in a single pilot situation. Again, my point stands which is that short of a fault, if you understand the automation properly and are ahead of the aeroplane
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