Ask the staffer 2013 [archived]
Jan 18, 2013, 9:42 am
#31
Join Date: Aug 2008
Posts: 2,065
There are well laid out procedures for a no comms situation, but most aircraft have multiple radio systems as well as transponders and at a pinch a mobile phone. Much depends on the emergency situation but there are lots of options.
Now one for an ATCO, is ILS voice still available anywhere?
Now one for an ATCO, is ILS voice still available anywhere?
Jan 18, 2013, 9:57 am
#32
Join Date: Nov 2012
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http://news.bbc.co.uk/1/hi/northern_ireland/4857962.stm
Jan 18, 2013, 9:59 am
#33
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In a multi-billion pound industry where communication is vital and misunderstandings have caused fatal accidents, why does ATC still use Analogue radios? Why not move to digital like the rest of the developed world has?
I may have access to a scanner and even when sat in GF at T5, it amazes me how little an ATC has going for them with interference, regional accents and sometimes just the shear volume of communication. Having digital would also negate the interferance from those pesky businessmen turning on their mobile phones as soon as the wheels hit the ground to tell the significant other that they have landed.
Just a thought and I bet there is a very good reason why it has not happened. No idea what it is and why it cannot be overcome though given the size of the prize.
I may have access to a scanner and even when sat in GF at T5, it amazes me how little an ATC has going for them with interference, regional accents and sometimes just the shear volume of communication. Having digital would also negate the interferance from those pesky businessmen turning on their mobile phones as soon as the wheels hit the ground to tell the significant other that they have landed.
Just a thought and I bet there is a very good reason why it has not happened. No idea what it is and why it cannot be overcome though given the size of the prize.
Jan 18, 2013, 10:06 am
#34
Join Date: Oct 2011
Location: City of Kingston Upon Hull
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In a multi-billion pound industry where communication is vital and misunderstandings have caused fatal accidents, why does ATC still use Analogue radios? Why not move to digital like the rest of the developed world has?
I may have access to a scanner and even when sat in GF at T5, it amazes me how little an ATC has going for them with interference, regional accents and sometimes just the shear volume of communication. Having digital would also negate the interferance from those pesky businessmen turning on their mobile phones as soon as the wheels hit the ground to tell the significant other that they have landed.
Just a thought and I bet there is a very good reason why it has not happened. No idea what it is and why it cannot be overcome though given the size of the prize.
I may have access to a scanner and even when sat in GF at T5, it amazes me how little an ATC has going for them with interference, regional accents and sometimes just the shear volume of communication. Having digital would also negate the interferance from those pesky businessmen turning on their mobile phones as soon as the wheels hit the ground to tell the significant other that they have landed.
Just a thought and I bet there is a very good reason why it has not happened. No idea what it is and why it cannot be overcome though given the size of the prize.
Jan 18, 2013, 10:11 am
#35
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Jan 18, 2013, 10:20 am
#36
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Jan 18, 2013, 10:21 am
#37
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Jan 18, 2013, 10:25 am
#38
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Jan 18, 2013, 10:29 am
#39
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Jan 18, 2013, 11:13 am
#40
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Jan 18, 2013, 11:14 am
#41
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There was an easyJet Airbus that lost a lot of electrical power, including all comms IIRC, a few years ago.
There was no other emergency (although disappearing flight instruments sounds pretty scary to me), so it just continued on its flight to BRS broadcasting its intentions blind. Landed safe enough.
I don't believe there was any wing-waggling, but I could be wrong.
http://www.pprune.org/archive/index.php/t-245009.html
There was no other emergency (although disappearing flight instruments sounds pretty scary to me), so it just continued on its flight to BRS broadcasting its intentions blind. Landed safe enough.
I don't believe there was any wing-waggling, but I could be wrong.
http://www.pprune.org/archive/index.php/t-245009.html
Some snippets from the narrative:
They were concerned that they might be intercepted by military aircraft, because of the loss of radio communications and that, given the aircraft’s degraded status, they might not be able to follow an interceptor or land at another airfield. Furthermore, they were concerned that if they deviated from the flight-planned route to divert to an en route airfield it might be considered a hostile action, which could lead to offensive measures being taken against their aircraft.
The commander made several attempts to contact ATC by mobile telephone, using two different handsets, but this was unsuccessful, even at a fairly low altitude.
Bristol ATC first became aware of the emergency traffic inbound at 1110 hrs when they were called by ATC at West Drayton, who advised that EZY6074 was over the south coast of England in a descent, but not in radio contact.
Bristol ATC took action to notify all the responsible authorities to ensure the airport was prepared to accept the emergency aircraft. A full emergency was declared by the airport at 1116 hrs. All air traffic movements at Bristol Airport were suspended as the aircraft approached. When the aircraft was established on final approach, the tower controller broadcasted blind transmissions giving landing clearance and surface wind information.
Bristol ATC took action to notify all the responsible authorities to ensure the airport was prepared to accept the emergency aircraft. A full emergency was declared by the airport at 1116 hrs. All air traffic movements at Bristol Airport were suspended as the aircraft approached. When the aircraft was established on final approach, the tower controller broadcasted blind transmissions giving landing clearance and surface wind information.
Jan 18, 2013, 11:20 am
#42
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Nice one by Bristol ATC. ^
I can fully understand the Captain's nervousness about the risk of interception, and being unable to follow instructions. However, "Fighter Command" isn't trigger-happy, and I fully expect they would attempt to establish visual signals with the Captain [flying in close formation] to ensure all was [relatively] well.
Anyway, who would hi-jack EZ, except to get off?
I can fully understand the Captain's nervousness about the risk of interception, and being unable to follow instructions. However, "Fighter Command" isn't trigger-happy, and I fully expect they would attempt to establish visual signals with the Captain [flying in close formation] to ensure all was [relatively] well.
Anyway, who would hi-jack EZ, except to get off?
Jan 18, 2013, 12:12 pm
#43
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Question about deicing ... can someone explain when and how this becomes a bottleneck for departures at LHR?
Are there published figures/targets on how many aircraft per hour can be deiced?
Are there published figures/targets on how many aircraft per hour can be deiced?
Jan 18, 2013, 12:21 pm
#45
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