Practical is in an hour!
Airport: Austin Bergstrom Airport (KAUS)
Server: Training Server
Frequencies: Tower & Ground
Status: CLOSED!
Hey. Feel free to tag me!
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Open!
Airport: Orlando (KMCO)
Server: Training Server
Frequencies: Tower & Ground
Runways in Use: 36L/R, 35L/R
Status: Open for an hour!
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till when youāll be open
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I am open right now!
well im in a flight right now, Iāll land in an hour or so? so will you be open by then
you know what , im coming right now
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here is some feed back for ya:
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transition was good but it would be better at 2500 because the airport elev was at 96ft thereforeā¦96+1000+1500=2596 which is 2500 when rounded anyways it was good
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runway change was alright but not the best either, since Delta 6 was departing south out of the airspace you couldāve told me to extend upwind and call my crosswind into LEFT DOWNWIND 36L instead of right downwind, making me turn right base into 36L which is a long way crossing multiple runways which couldāve caused unnecessary conflicts with other aircraft.
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its something very minor you can ignore, but I would suggest waiting until the pilot reaches midfield downwind until clearing him for the option/land. because maybe he wants a runway change or he wants to land instead of remaining in the pattern.
thatās all from me I was TEST FLIGHT 1XX
thank you for having me, feel free to tag me when you are open again.
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The reason I put you on right downwind was because there was no traffic on that side and on the approaches for the 35s and 36s. I was just trying to avoid a conflict with Delta 6.
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Feel free to tag me next time. Iād love to help :)
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yes as I said , since it was departing the airspace just telling me to extend upwind will solve the issue , again what you did is completely fine but at the practical test with more traffic its not the best decision.
p.s im not a pro IFATC but after watching the perfect atc test video and reading a lot of posts I think extending upwind and calling my crosswind is better.
Here this is an article that was recommended by an IFATC member:
Common Mistakes: How to Fix Them! it really helped me improve and one of the points it covers is the one Iām talking about the Extend upwindā¦
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(From an ATC recruiter) I generally like to err on the side of caution and round up to the nearest '500 when issuing transition altitudes. So, in this case 2596 is practically 2600 which then I would issue ātransition approved at or above 3000ā.
Remember the purpose of a transition is to allow an aircraft fly through your airspace above the VFR pattern so you need to keep them vertically separated as best as possible. The formula I use is field elevation + 1500 (highest pattern altitude for jets and turboprops) + 1000 and then round to the next '500.
I will mention however, that if you were to issue a transition at 2500 feet at an aerodrome that sits at 96 MSL, I wouldnāt disqualify you on a practical test (Iām not that mean) but Iād always add a little bit of a buffer altitude to demonstrate risk management.
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thank you for clearing it up, Iād love to hear your opinion on the pattern instruction if you donāt mind of course :)
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Im sorry. In flight:)
I was learned this upwind tooā¦ yeah its hard š¤§
yeah it indeed is
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From what Iām gathering, it wouldāve been appropriate to have you extend upwind and call your crosswind for 36L to avoid the crossing over of multiple paths of runways.
As for clearing aircraft, I like to clear them once they receive all of the required commands (pattern entry (if necessary) sequence (if the aircraft is not number 1 to the runway)). This can be on any leg of the pattern, I just prefer to do it earlier so I donāt forget. If an aircraft wants to change runways after Iāve issued a clearance, I refer to the sequence above and ensure they receive all of the required commands.
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Hello! I am open!
Airport: KTUS
Server: Training Server
Frequencies: Tower & Ground
Runways in Use: 11L/R & 21
Status: Closed!
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