ATC is out of their minds
#1
![Default](https://www.airlinepilotforums.com/images/icons/icon1.gif)
What is going on with ATC? It's like they aren't even in the same industry as us.
https://youtu.be/stTOjPHP1QQ?si=jPK3JO-FS96Okk_5
Long story short, a Frontier plane and a Piedmont plane are landing on intersecting runways. Frontier doesn't like the spacing and goes around right before the Tower orders Piedmont to go-around. The controller then complains to Frontier for going around because the controller was going to fix his mistake by making Piedmont go around... not having both go around.
Not only is the controller micro-managing Piedmont by issuing numerous turns and asking for speed changes that could interfere with a stabilized approach, but he also has a secret escape plan and doesn't let any of the other parties know what that is. How can a tower controller not be prepared for any airplane going around at any point? I've seen similar behavior with takeoff clearances. ATL will routinely clear planes to take off when the first plane hasn't even reached V1. Do they not realize that planes can abort a takeoff or landing at any moment?
I haven't had a controller in the jumpseat since 2012. They need more exposure to current industry standards of safety and risk management.
https://youtu.be/stTOjPHP1QQ?si=jPK3JO-FS96Okk_5
Long story short, a Frontier plane and a Piedmont plane are landing on intersecting runways. Frontier doesn't like the spacing and goes around right before the Tower orders Piedmont to go-around. The controller then complains to Frontier for going around because the controller was going to fix his mistake by making Piedmont go around... not having both go around.
Not only is the controller micro-managing Piedmont by issuing numerous turns and asking for speed changes that could interfere with a stabilized approach, but he also has a secret escape plan and doesn't let any of the other parties know what that is. How can a tower controller not be prepared for any airplane going around at any point? I've seen similar behavior with takeoff clearances. ATL will routinely clear planes to take off when the first plane hasn't even reached V1. Do they not realize that planes can abort a takeoff or landing at any moment?
I haven't had a controller in the jumpseat since 2012. They need more exposure to current industry standards of safety and risk management.
![](https://www.airlinepilotforums.com/clear.gif)
#5
![Default](https://www.airlinepilotforums.com/images/icons/icon1.gif)
ATL will routinely clear planes to take off when the first plane hasn't even reached V1. Do they not realize that planes can abort a takeoff or landing at any moment?
I haven't had a controller in the jumpseat since 2012. They need more exposure to current industry standards of safety and risk management.
I haven't had a controller in the jumpseat since 2012. They need more exposure to current industry standards of safety and risk management.
#8
Gets Weekends Off
Joined APC: Dec 2017
Position: Retired NJA & AA
Posts: 2,001
![Default](https://www.airlinepilotforums.com/images/icons/icon1.gif)
Flying for Mesa then later NetJets I've landed on 35 at PHL a lot of times. And I've had more go arounds at PHL than all other airports combined. And I've done the frequent speed changes and "S" turns quite a few times. Classic case of too little concrete and too many jets.
#9
Gets Weekends Off
Joined APC: Jan 2011
Posts: 586
![Default](https://www.airlinepilotforums.com/images/icons/icon1.gif)
Flying for Mesa then later NetJets I've landed on 35 at PHL a lot of times. And I've had more go arounds at PHL than all other airports combined. And I've done the frequent speed changes and "S" turns quite a few times. Classic case of too little concrete and too many jets.
#10
![Default](https://www.airlinepilotforums.com/images/icons/icon1.gif)
Well, you gotta hawk that TCAS. Depending on what you are following(same runway), 3 miles is heightened awareness, 2.5 is red alert. If in Aruba, more than double that. Many pilots have varying timeliness with speed changes, on the G/S, it often takes a lot more than just dialing back.
The different runway thing, keep the S.A. dialed up.
Just like with driving a vehicle, one has to drive with allowances to make up for the deficiencies of others. BWTHDIK..
The different runway thing, keep the S.A. dialed up.
Just like with driving a vehicle, one has to drive with allowances to make up for the deficiencies of others. BWTHDIK..
Thread
Thread Starter
Forum
Replies
Last Post