Strip Marking Example, Part 2
Back to our little miniseries, the controller gets the call that the aircraft has taken off at a time of 2234z. This is marked on the departure strip as shown below:
The with new information to write on one strip, there is often information to be carried forward to the next one, and further, if required. In this case, there is only one other strip for this flight, the CYFC arrival strip. The only information to carry forward is the estimate, so about 20 minutes is added to the departure time to get the aircraft to CYFC, and the time is then passed to FC FSS. As our current procedures in Moncton dictate, we use a red pen to show that this estimate has been passed via phone line to Fredericton Radio. The arrival strip now looks like this:
Eventually, the aircraft calls in to the Center. He is radar identified, and climbs on course as the clearance indicates. For the sake of example, he gets up to about 5,500 and gets into icing, so he requests 4,000 as a final altitude where he wasn't in icing on the climb out. If he had reached 6,000, we would have placed a small check mark next to the "60" on the departure strip to show that he had completed the climb, and all useable altitudes below are vacated. The strips are now marked with the new altitude assignment of 4,000 feet, as shown below:
Eventually, when the aircraft levels at 4,000, a check mark will be placed on the strip next to the new assigned altitude. Procedures in Canada still require a pilot to report reaching an assigned altitude. In a "procedural", or non-radar, environment, this is much more critical. In a radar environment, this is rather unnecessary if their is a lot of radio traffic. How do you know the difference? If you've been told you're, "radar identified," you're in a radar environment until you hear the term, "radar service terminated."
More coming up in future posts, so stay tuned...
The with new information to write on one strip, there is often information to be carried forward to the next one, and further, if required. In this case, there is only one other strip for this flight, the CYFC arrival strip. The only information to carry forward is the estimate, so about 20 minutes is added to the departure time to get the aircraft to CYFC, and the time is then passed to FC FSS. As our current procedures in Moncton dictate, we use a red pen to show that this estimate has been passed via phone line to Fredericton Radio. The arrival strip now looks like this:
Eventually, the aircraft calls in to the Center. He is radar identified, and climbs on course as the clearance indicates. For the sake of example, he gets up to about 5,500 and gets into icing, so he requests 4,000 as a final altitude where he wasn't in icing on the climb out. If he had reached 6,000, we would have placed a small check mark next to the "60" on the departure strip to show that he had completed the climb, and all useable altitudes below are vacated. The strips are now marked with the new altitude assignment of 4,000 feet, as shown below:
Eventually, when the aircraft levels at 4,000, a check mark will be placed on the strip next to the new assigned altitude. Procedures in Canada still require a pilot to report reaching an assigned altitude. In a "procedural", or non-radar, environment, this is much more critical. In a radar environment, this is rather unnecessary if their is a lot of radio traffic. How do you know the difference? If you've been told you're, "radar identified," you're in a radar environment until you hear the term, "radar service terminated."
More coming up in future posts, so stay tuned...
posted by Michael at
06:37
