Strip Marking Example, Part 4
Finally, our hero in the PA31 gets his turn at the approach at CYFC. You can see by the strip below tht the pilot reported entering the hold at 2254z, and at some point after that, the preceeding traffic has landed and it's his turn. The controller issues the approach clearance:
Alpha Romeo Tango is cleared to the Fredericton Airport for the VOR Runway two seven Approach. Contact Fredericton Radio now on one one niner decimal zero.
And here is the strip as it appears after the approach clearance is issued:
The two things that mark an approach clearance are the big descent arrow in the center box, and the "Big 'A'" in the box on the right. The "O27" stands for the VOR runway 27 approach (Again, O for Omni). to denote the specific approach the aircraft received clearance for. The others we have would be "I" for ILS, "N" for NDB, "L" for Localizer only, "BC" for Localizer Back Course, "R" for RNAV, "G" for GPS Overlay, "V" for Visual, and "K" for Kontact. I don't know the background reason for a K instead of a C for a contact approach. If the aircraft is cleared for an unspecified approach (Alpha Romeo Tango is cleared to the Fredericton Airport for an approach), then the "Big A" is written on the strip, with nothing specified after, just as in the actual clearance. You can also see that in the small boxes between the altitude box and the information box (where the approach was written), that we have ruled out the holding instructions and written in the frequency to indicate to us that we are still responsible for the aircraft, but no longer in comminucation with him.
Eventually, FART lands and we simply write the time in the boxes on the left. Normally, we only write two-digit times, but if the time is a different hour from the estimate written in the far left, then all four digits have to go in, as seen below:
And this brings this little segment to a close. Any questions? Anything else you'd like to see that I might be able to demonstrate?
One thing you may have noticed about the flight strips: We don't carry information about your alternate airport. In Canada, our strips don't show us that. The requirement for an alternate remains a regulatory one, so it's still required, but we won't know where you want to go if you did a missed approach and simply said, "I'd like to go to my alternate now." I'd still be asking you where and how high.
Alpha Romeo Tango is cleared to the Fredericton Airport for the VOR Runway two seven Approach. Contact Fredericton Radio now on one one niner decimal zero.
And here is the strip as it appears after the approach clearance is issued:
The two things that mark an approach clearance are the big descent arrow in the center box, and the "Big 'A'" in the box on the right. The "O27" stands for the VOR runway 27 approach (Again, O for Omni). to denote the specific approach the aircraft received clearance for. The others we have would be "I" for ILS, "N" for NDB, "L" for Localizer only, "BC" for Localizer Back Course, "R" for RNAV, "G" for GPS Overlay, "V" for Visual, and "K" for Kontact. I don't know the background reason for a K instead of a C for a contact approach. If the aircraft is cleared for an unspecified approach (Alpha Romeo Tango is cleared to the Fredericton Airport for an approach), then the "Big A" is written on the strip, with nothing specified after, just as in the actual clearance. You can also see that in the small boxes between the altitude box and the information box (where the approach was written), that we have ruled out the holding instructions and written in the frequency to indicate to us that we are still responsible for the aircraft, but no longer in comminucation with him.
Eventually, FART lands and we simply write the time in the boxes on the left. Normally, we only write two-digit times, but if the time is a different hour from the estimate written in the far left, then all four digits have to go in, as seen below:
And this brings this little segment to a close. Any questions? Anything else you'd like to see that I might be able to demonstrate?
One thing you may have noticed about the flight strips: We don't carry information about your alternate airport. In Canada, our strips don't show us that. The requirement for an alternate remains a regulatory one, so it's still required, but we won't know where you want to go if you did a missed approach and simply said, "I'd like to go to my alternate now." I'd still be asking you where and how high.
posted by Michael at
06:56
