Thankfully the Airbus A318 is easy to control on IF. Those were some tight bases I did and a few 100° turns. Let me wish you the very best of luck with the continuation of your IFATC recruitment. My feedback begins below.
FEEDBACK: BAVA370 @ MMUN - 20TH APRIL 2020
- Having begun at MMIM (a nearby airport), after taking off, I requested transition through MMUN airspace. You approved my transition at too high an altitude, at 3,000ft. Usually, you should round up to the nearest 500ft — yes. However, Cancun International lays so low (at 21ft) that this is not needed. The correct altitude would’ve been 2,500ft. Your theory was right (with the airport elevation (rounded up to the nearest 500ft) + 2,500ft = transition altitude but you were controlling one of the exceptions to this rule.
- After transitioning, I informed you that I was “inbound for touch and go.” You, very well, put me onto the correct runway (taking into account aircraft position, weather, and prior use). You effectively used a pattern entry command — in this case, "enter right downwind runway 12R. As the only aircraft in the pattern, I can not speak for your sequencing work.
- The clearance for my pattern came far too late. This only seemed to be a one-off but you cleared me as I was on my base leg. Though late, the correct command was used and you provided me with a direction to turn. Remember: you can, and should, clear aircraft for the option as early as when the aircraft is on its crosswind leg of the pattern.
- You handled X5654I’s takeoff request decently. With me on short final, instructing this aircraft to “hold short” was the right move. You could have got them to line-up-and-wait earlier, however, only doing so after I had passed 1nm from the hold-short line they were sitting at. This wasn’t much of an issue with empty airspace, but you may not have the liberty to be so casual as an IFATC controller at a busy airport. You also had them wait quite a while (once again, not an issue in empty airspace — but it would be with a busier runway) with me rather well into my crosswind leg of the pattern.
- You gave me a late-ish clearance this time, better than last time — but I was still on the downwind leg of my pattern (see point 3 for guidance on option clearances).
- After another touch and go on runway 12R, I requested a change to runway 12L. You handled this well, correctly telling me to “enter left downwind runway 12L.” This time, your clearance timing was perfect (see point 3 for guidance on option clearances)! Not only was it prompt, but you also gave me a direction (as you should following a runway change).
- Well done for handling my stop and go action well. You, rightly so, didn’t tell me to exit the runway. Remember: the option covers everything (e.g. full-stop landings, touch and go, and stop and go).
- The next clearance, like the last, was perfectly executed. Well done.
- After I informed you that I was “on left downwind runway 12L, full stop” you correctly replied with nothing more than a “roger.” As the option already covers what I informed you of, no further landing clearance was required.
- You instructed me to exit the runway rather late. I was turning off and was actually over the non-runway taxi markings before you told me to exit the runway. And, I was already below 50kn in speed. Remember: you should instruct aircraft to exit the runway when they’re at a controlled speed (usually under 70kn). Though late, you used the correct command.
- When I informed you that I was “ready to taxi,” you sent me to parking. However, this command always means that the aircraft contacting Ground wants to be routed to an “active runway.” It does not mean that the controller should interpret the user’s wishes. I had to re-request a taxi with a specific runway for you to understand my intentions.
- I, for an extended period, taxied on grass without warning. Use the [Taxi through grass] command button to remind users not to taxi on the green.
- When I requested a frequency change to Tower (after a weird mistake where you told me to hold the position, corrected yourself, and said “continue taxi”) you correctly told me I had “already been instructed to change frequency.” Well done.
- You didn’t notice my very major runway incursion. All of my aircraft was over the hold short line. The airspace was empty so this had no consequences for other aircraft but remember: even a nose over the hold short line means that any aircraft on 3nm short final must be sent for a “go around.”
- After clearing me for takeoff, you promptly had me change frequency. Well done.
Overall, you showed some confidence in controlling patterns in the air. However, you need to adjust your timing with some situations. Also, work on your ground handling — improve your vigilance, proactiveness, and situational awareness. Well done generally!
Once again, I wish you the best of luck with the continuation of your recruitment to IFATC!