MrNiji From , joined Dec 1969, posts, RR: Posted (4 years 11 months 3 weeks 5 days 13 hours ago) and read 2374 times:
Hi,
question: when do the pilots contact the respective ATCs?
Let's say, they depart from city A to city B... do they contact immediately after departure city B? Or will first the cities (ATC stations) en route be contacted, and B only once one enters the territory of the respective countries..?
Or is there a throughout communication with the destination city?
How big are the zones of the ATCs? And how far in advance does one contact the next responsible ATC?
Flyingbronco05 From United States, joined May 2002, 3768 posts, RR: 4 Reply 1, posted (4 years 11 months 3 weeks 5 days 12 hours ago) and read 2318 times:
Star_world From United Kingdom, joined Jun 2001, 1117 posts, RR: 0 Reply 2, posted (4 years 11 months 3 weeks 5 days 12 hours ago) and read 2310 times:
As an example, here's how it works in Canada, with the various ATC sectors, etc.:
Radarcontact From , joined Dec 1969, posts, RR: Reply 3, posted (4 years 11 months 3 weeks 5 days 7 hours ago) and read 2246 times:
Aircraft are always handed over to the receiving controller. Pilots are instructed to contact the next ATC unit before they reach an airspace boundary ('KLM1002 contact approach 121.2'). This is one step in a protocol of handover of identification, communication and control between different ATC units.
MrNiji From , joined Dec 1969, posts, RR: Reply 4, posted (4 years 11 months 3 weeks 4 days 9 hours ago) and read 2156 times:
Interesting, thx guys.. so the different ATCs need to coordinate approriately... how many nearby crashes occur, lets say, per week.. ? any reliable figures?
Radarcontact From , joined Dec 1969, posts, RR: Reply 6, posted (4 years 11 months 3 weeks 3 hours ago) and read 1925 times:
Sorry for the late call
Yes, co-ordination is vital. Usually letters of agreement are composed which contain the most important agreements between two ATC units (either civil or military). You should think about flightlevel-, speed-, heading-, distance from airway- and other limitiations. If the transferring controller can not or doesn't want to meet the documented agreements he/she has to co-ordinate (via telephone or datalink) about that with the accepting controller.
Nearby misses happen not much for real, compared to the enormous traffic density. Don't forget you got ACAS and STCA systems that warn way in advance for possible conflicts. It's a miracle if two controlled plains collide in the air. But since all controllers are human, mistakes are made anyway (Ref. Bodensee DHL757 with that Russian T154).
VFR flights and visual approaches seem to have a higher risk of mid-air collisions, since the pilot has to maintain own separation with other traffic, not supported by a radar. CFIT (controlled flight into terrain) is the biggest risk.
HAWK21M From India, joined Jan 2001, 27738 posts, RR: 60 Reply 8, posted (4 years 11 months 1 week 5 days 13 hours ago) and read 1700 times:
When switching over to the next Frequency as per Flight Plan,The first Communication with the next frequency usually is an Introduction of the Flight,alongwith Time towards next waypoint.
regds
MEL
HAWK21M From India, joined Jan 2001, 27738 posts, RR: 60 Reply 10, posted (4 years 11 months 2 days 20 hours ago) and read 1455 times:
Also if ATC desires to contact a particular Aircraft that is not responding to its call,due to some reason.There is a SELCAL installed where the ATC can ping the four letter assigned code & will illuminate a lt with audio chime in the respective Aircraft cockpit.
regds
MEL
Santhosh From India, joined Sep 2001, 542 posts, RR: 2 Reply 11, posted (4 years 11 months 2 days 16 hours ago) and read 1426 times:
To give you a frame of reference 9W336 is a daily flight from TRV to BOM covering a distance of 683 Nautical Miles in 1h 45min. They usually flying on a Jetway called W15N. Right after departure they are asked by the Trivandrum Tower to contact Trivandrum departure radar and when the further climb they are hand overed to Trivandrum Control Radar. The aircraft flies over Cochin, Calicut, Mangalore and Goa before descending for approach to BOM. During the flight Trivandrum radar will hand over the aircraft to Manglore Radar as the aircraft passes Calicut and the aircraft will remain with Manglore till it reaches 20 miles south of Goa when the aircraft is again hand overed to Bombay Radar. Then as the aircraft starts to make the descent and when they reach with in a 40 mile radius from BOM they are asked to contact Bombay Approach radar and they will radar vector the aircraft until 9W336 establishes on the final approach track. Once they are on finals they will contact the tower for accruing clearance for landing. During that flight the aircraft will be asked to give a there estimated time at which they cross various intersection and VOR’s in Jetway and also an expected time of arrival. This is done keep a safe distance from all aircrafts flying in the same route also to reduce congestion of various aircraft coming to approach. As the ATC have the estimated time of 9W336 as well as various other aircrafts in the airspace coming to Bombay. If the ETA of two or more comes too close then ATC can ask any one of the aircraft to reduce their speed and thus reduce congestion during arrival maintain a smooth flow of traffic with out any delay or holding.
FlyingInTheSky From Kuwait, joined Dec 2004, 66 posts, RR: 0 Reply 12, posted (4 years 11 months 2 days 2 hours ago) and read 1326 times:
Well ...... All that is correct ,but there's some more ....
What if an aircraft is flying between to countries that don't have cross communication with each other ??
In that case the respective aircraft will have to contact the next ATC to inform them of their arrival to the their ATC zone
About the boundaries it's usually starts and ends within the land borders ,exception are when the zone extends over the sea or within the country itself .
Radarcontact From , joined Dec 1969, posts, RR: Reply 14, posted (4 years 10 months 3 weeks 4 days 5 hours ago) and read 1086 times:
Ref: What if an aircraft is flying between to countries that don't have cross communication with each other ?
Does anybody have a current example of this situation? It seems odd to me, but therefore not assumed to be impossible.
The backup should be the flightplan filed by the pilot. This flightplan is processed by flow management computers. After the flight has been activated by towercontrol of the airport of departure, flight progress data is automatically send to the ATC units concerned. So in that manner, even without active coordination lines, the receiving controller should always have an estimate of inbound traffic.
Hiflyer From United States, joined Nov 2004, 1611 posts, RR: 5 Reply 15, posted (4 years 10 months 3 weeks 3 days 22 hours ago) and read 1044 times:
Username: Radarcontact
Ref: What if an aircraft is flying between to countries that don't have cross communication with each other ?
The only benefit of KAL007 was pretty much worldwide cooperation and coordination for commercial aviation. Approved overflights of the Soviet Union developed which allowed such servce as Europe to Tokoyo and Hong Kong.
As much rhetoric as there has been between the US and Cuba there has been long standing coordination between the two for commercial aviation which allow all carriers overflight of Cuba on published routes...US included...working with Havana ATC.
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