Batik Canberra
Looks like Australia is not the only place where towers close and airlines continue to operate...........
https://www.wmtw.com/article/flight-...unway/61452054
https://www.wmtw.com/article/flight-...unway/61452054
Looks like Australia is not the only place where towers close and airlines continue to operate...........
https://www.wmtw.com/article/flight-...unway/61452054
https://www.wmtw.com/article/flight-...unway/61452054
Apologies, my mistake, that flight was out of PWM, not PDX.
Last edited by MickG0105; 29th Jun 2024 at 01:57.
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I don't know if this is a daily flight but even if it is could an option be to open the tower 1 hour earlier.
Surly this wouldn't break the bank and would offer the protection being spoken about in the above posts.
Yor could charge Batik for the 1 hours overtime.
Just a thought.
Regards Hoss.
Surly this wouldn't break the bank and would offer the protection being spoken about in the above posts.
Yor could charge Batik for the 1 hours overtime.
Just a thought.
Regards Hoss.
As others have noted that star leads you nicely to the start of the ILS, it appears that the crew knew how to load the fmc (or else they would not have got airborne) so you can look for excuses for the crew but there are none. Crew error, plain as that.
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There's precedent for opening the tower early and the airline paying for it. That's assuming you have the staff to open it.
I was chatting to one of the Canadian Bonza pilots back in Jan, the first thing he mentioned when I asked how things are going, is wtf is with all this G airspace. They come from the land in which even largely GA airports have towers. He said regardless of the multi day classroom briefings they received in regards to the airspace, and the jumpseat, line training flights, it still takes considerable time to build up experience in such airspace.
I’ve noticed especially with cadet FOs, it’s great and all knowing the radio call procedures, they normally get those procedural things right on, but those without hands on ‘in the thick of it’ G experience really struggle when it comes to making decisions on situational awareness, chatting to GA aircraft, and just general decision making. I asked one cadet guy as we headed into a CTAF recently with multiple RA aircraft buzzing around, we have all these identified and potentially unidentified aircraft ahead, what are we going to do? He had no idea. We ended up holding. I’m not cadet bashing, I’m simply stating like Foreign crews, they have had little exposure to such ops.
You can train foreign crews on G procedures, but when things get a little hairy, which could be as little as one GA or RA aircraft in the area, things still fall apart. I noticed this with a Bonza C Jet back in Feb. They acknowledged the RA aircraft but didn’t do anything about it, communication between both was terrible, and they just continued on, I was waiting to read a report about that one, haven’t seen it yet, and obviously we won’t.
I’ve noticed especially with cadet FOs, it’s great and all knowing the radio call procedures, they normally get those procedural things right on, but those without hands on ‘in the thick of it’ G experience really struggle when it comes to making decisions on situational awareness, chatting to GA aircraft, and just general decision making. I asked one cadet guy as we headed into a CTAF recently with multiple RA aircraft buzzing around, we have all these identified and potentially unidentified aircraft ahead, what are we going to do? He had no idea. We ended up holding. I’m not cadet bashing, I’m simply stating like Foreign crews, they have had little exposure to such ops.
You can train foreign crews on G procedures, but when things get a little hairy, which could be as little as one GA or RA aircraft in the area, things still fall apart. I noticed this with a Bonza C Jet back in Feb. They acknowledged the RA aircraft but didn’t do anything about it, communication between both was terrible, and they just continued on, I was waiting to read a report about that one, haven’t seen it yet, and obviously we won’t.
[QUOTE] an option be to open the tower 1 hour earlier.[QUOTE]
Wouldn’t be necessary if they even remotely managed to stick to their schedule of a 7am arrival.
How on earth do you pick up 1 hour plus on a flight of less than 7 hours????? Lesser headwinds/stronger tailwinds could account for an amount of a time reduction maybe but ……….
You're saying the tower should open earlier to allow for the total mismanagement of flight operations.
Wouldn’t be necessary if they even remotely managed to stick to their schedule of a 7am arrival.
How on earth do you pick up 1 hour plus on a flight of less than 7 hours????? Lesser headwinds/stronger tailwinds could account for an amount of a time reduction maybe but ……….
You're saying the tower should open earlier to allow for the total mismanagement of flight operations.
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