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madmanxpilot

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  1. Not quite. Approaches would be done ‘procedurally’, where pilots navigate via specific waypoints on to the instrument approach. Separation between aircraft is done by position reports and onward clearance given by the local controller - provided they are appropriately qualified. It happens now when the radar is off for whatever reason. It is however a time consuming process as typically only one aircraft can be on approach at any one time Having said all that, having local radar and tower controllers is by far the optimal situation.
  2. Whatever the name, they have clout. It was they who instructed the ATC boss at Ronaldsway to close 21/03 until he came up with a procedure for using it, and they who grounded Manx2 due to safety issues.
  3. The big problem is that we have people in charge who have the ability to make/influence decisions that affect the lives of us all, who don’t seem to appreciate the importance of the airport, and evidently don’t understand what is needed to allow civilian aircraft to operate as often as possible in poor weather (primarily low cloud, reduced visibility and strong winds from varying directions). Whenever these matters are highlighted by those that actually know about such things, they’re concerns are ignored or they are simply thought of as troublemakers rocking the boat.
  4. I think the issue is not about the ability to be an ATCO but a lack of understanding of technical aspects of what is needed to get planes operating in all weathers., and how pilots get the job done on such days. There have been erroneous edicts issued regarding approach bans, take off minima and evident misconceptions about the effect that categories of airfield lighting have on approach minima. For example, the head of ATC wanted to ban planes from making approaches in low cloud conditions, this when the only factor that can generate an approach ban is reported visibility. Also, he wanted to ban planes from taking off in low visibility, but pilots are legally allowed to assess take of visibility themselves once lined up on the runway. The job can be tough enough getting into the IOM with the low standard of airfield lighting without someone making up rules based on what they think rather than on the actual rules of the air. The runway 21 issue seems to have been akin to finding a small leak from a plug in the bath and pulling it out to fix it when the bath is full without having a spare plug at hand. The small leak wasn’t really a problem in the first place.
  5. That is certainly my impression based on some of the technically flawed operational decisions and pronouncements made.
  6. If trained or experienced in the procedure, yes. The issue is most non locals aren’t.
  7. As Frank Spencer said, ‘there are old pilots, and there are bold pilots, but there are no old bold pilots’ Spot on regarding the local experience. I was taught how to fly the approach by senior pilots at Manx Airlines when I was a rookie FO. In turn I passed on the knowledge when I was in the LHS.
  8. The circling approach to 21 is quite unique. It’s not really a circle at all, it’s a break to land. Having flown a fair few of these approaches I can attest that if you try and fly it like a standard circling approach, you will f**k it up. Circling approaches are typically where you fly an instrument approach to one end of the runway, and then fly a visual circuit to land on the other end. That is what the circling minima really relates to. The 21 break is completely different, and you turn directly onto left base for 21 from the 26 approach continuing the decent. There is no level downwind phase. Pilots are invariably trained to fly the standard circling approach in the simulator, not the type we have for 21, so any pilot who won’t do it because they are not comfortable doing it gets a thumbs up from me. Regarding what’s going on at the airport, well I’ve been quiet in the matter for quite a while waiting to see what the new regime would bring. I have been incredibly disappointed by the recent statements made by Mr Cobb. Whoever is briefing him on technical matters really hasn’t got a clue.
  9. I just checked both here and Jersey - both current TAFs are for the period 13-22. Sometimes some aerodromes put theirs out a little early or a little late, the system sometimes is slow to upload them. Maybe this it when you looked the IOM one was the 10-19 one.
  10. Because they are alternates for the long haul arrivals, and to be nominated as such there must be a weather forecast available for the period of one hour either side of the ETA. You need alternate aerodromes to have a legal flight plan. There are very few exceptions to this rule, but if the destination is isolated ( no alternates physically available) then different rules do apply.
  11. That is both - METAR (for 1120 today) and TAF for the period 0900 to 1800 today. Having read these things for many years I can instantly see that they say: blowin a hoolie yessir, but you can hang your washing out later coz the rain is gonna stop when the leaves start blowing from the west. You have to pass some tough exams to be able to do that 😊
  12. A METAR (meteorological aerodrome report) is an actual weather report, not a forecast. METARS are typically issued every 30 minutes and relate to the actual weather observed at 20 past and ten to each hour. Occasionally, if the weather warrants it, they will be produced and broadcast at any time. The forecast is known as a TAF (terminal aerodrome forecast). There are two types of TAF, short TAFs and long TAFs. Short TAFs are published every three hours and forecast the weather for the next nine hours. Long TAFs are valid for (if i recall correctly) 24 hours and tend to be only issued at larger airports, where long haul flights are due to arrive. This will allow crews operating those long flights to have something to hang their planning hats on bearing in mind it may be 14 hours from when they leave the briefing room to when they arrive at destination. Dublin is a long haul destination airport. Fraggle Rock International isn't. Thats why we don't have long TAFs here.
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