February 16, 2011, 14:56:00 GMT
permalink Post: 6250384
Coffin Dodger
The term
####
, which you were unsure about, is
ATIS
, an acronym for
A
utomatic
T
erminal
I
nformation
S
ervice.
The ATIS is a continuous recorded broadcast, on a separate VHF frequency, of relevant airfield conditions and information, such as wind velocity, runway in use, airfield pressure setting, air temperature, taxiway closures, delays etc.
The first such recording of the day will be designated information Alpha and every time during the day the recording is updated (say roughly every twenty minutes) the letter (NATO alphabet) increases by one.
This system spares the ATC controller from answering the same questions from every aircraft endlessly through the day, whilst also allowing him to check that each aircraft checking in with him has received the latest version of the ATIS.
Had Mike Bannister (for \x91twas he) reported that he had Lima , the controller would have realised he had an out of date ATIS report and would have asked him to copy information Mike .
Had Mike Bannister reported that he had November , the controller would have realised that he probably hadn\x92t copied the ATIS at all and was bluffing!
Best Regards
Bellerophon
For the last time, Speedbird Concorde 2 IFR London Heathrow with Mike requesting a Canarsie climb.... expect FL290 10 minutes after, Squawk 1136 and Mike is the ####
The ATIS is a continuous recorded broadcast, on a separate VHF frequency, of relevant airfield conditions and information, such as wind velocity, runway in use, airfield pressure setting, air temperature, taxiway closures, delays etc.
The first such recording of the day will be designated information Alpha and every time during the day the recording is updated (say roughly every twenty minutes) the letter (NATO alphabet) increases by one.
This system spares the ATC controller from answering the same questions from every aircraft endlessly through the day, whilst also allowing him to check that each aircraft checking in with him has received the latest version of the ATIS.
Had Mike Bannister (for \x91twas he) reported that he had Lima , the controller would have realised he had an out of date ATIS report and would have asked him to copy information Mike .
Had Mike Bannister reported that he had November , the controller would have realised that he probably hadn\x92t copied the ATIS at all and was bluffing!
Best Regards
Bellerophon
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October 15, 2015, 18:43:00 GMT
permalink Post: 9148866
A question please:
I have listened to Mike Bannister on Concord's last ever flight. On the transcript he requested takeoff clearance at a specific minute and seconds - I paraphrase: "In a perfect world we'll be wheels rolling at 10:30 and 16 seconds.."
Can somebody explain the accuracy required there please?
I have listened to Mike Bannister on Concord's last ever flight. On the transcript he requested takeoff clearance at a specific minute and seconds - I paraphrase: "In a perfect world we'll be wheels rolling at 10:30 and 16 seconds.."
Can somebody explain the accuracy required there please?
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May 20, 2016, 03:01:00 GMT
permalink Post: 9382114
Is this the best thread on the Internet?
98 Pages - have read them all. Absolutely unique given the tailspin that a lot of threads (not just on this site) find themselves in - this thread is a credit to those who have made it so captivating.
I lived in the UK for 10 years and was lucky enough to (well my wife did) win a return for 2 to NY on Concorde. Courtesy of the Evening Standard. This was June 1997. We sat in 3A/B and as an avid aviation follower (my dad flew in the RNZAF) spent way longer than my welcome in the cockpit when it was our turn. Purely because unlike a lot of other people who pointed and wowed - I spoke to the F/E and the skipper (Mike Bannister) about the flying aspect and marvelled at the engineering and the systems.
My dad broke the sound barrier in 1963 in an F-105 in Thailand somewhere whilst on manoeuvres with the USAF and as a wee chap always remember the mach meter at 1.06. So I asked Capt Bannister if he would take a picture of this for me from the same aspect - and he did. I proudly showed my dad.
So on the way back from NY on boarding I asked the Chief Purser if there was any chance of sitting in the cockpit for landing - a fairly stern no was the answer. No problem - 3 hours of caviar, mango, fillet steak and Krug ensued.
Then lo and behold - about 25 minutes from landing, the purser found me and said (verbatim) - "are you the young chap whose dad broke the sound barrier? Capt Bannister would like to know if you would like to sit on the jump seat for landing." I levitated to the cockpit.
Was strapped in, given headphones - told not to talk unless spoken to (nicely of course). Mike Bannister did say to me that I was one of the few people (of 100) to actually pay any interest to the flight systems aspect - which was why he asked if I was keen to join them for landing.
Oh the good old days!!
At the time we lived in Brockham and as a bonus it transpired that Bill Clinton and Air Force One was in the circuit and as it was explained to me - there was an exclusion zone whilst Air Force 1 was on finals? So we had to do 2 laps of the Ockham circuit. Which as fate would have it was almost directly over my house.
In all a surreal experience - just over 24 hours LHR - JFK - LHR return - didn't sleep a wink.
So not really a contribution to the thread - but a memory of a whirlwind, never to be repeated 24 hours. I think I was unbelievably lucky.
About the only thing I recall about Concorde (by way of a question) that I can't recall seeing here was when Concorde visited Auckland in the late 70's? Was the damage to either the rudder or a stabiliser? Surely at Mach 2.0 the vibrations/difference in control would be marked? From memory the flight crew was interviewed and I'm sure they said they didn't notice anything? Comments?
I lived in the UK for 10 years and was lucky enough to (well my wife did) win a return for 2 to NY on Concorde. Courtesy of the Evening Standard. This was June 1997. We sat in 3A/B and as an avid aviation follower (my dad flew in the RNZAF) spent way longer than my welcome in the cockpit when it was our turn. Purely because unlike a lot of other people who pointed and wowed - I spoke to the F/E and the skipper (Mike Bannister) about the flying aspect and marvelled at the engineering and the systems.
My dad broke the sound barrier in 1963 in an F-105 in Thailand somewhere whilst on manoeuvres with the USAF and as a wee chap always remember the mach meter at 1.06. So I asked Capt Bannister if he would take a picture of this for me from the same aspect - and he did. I proudly showed my dad.
So on the way back from NY on boarding I asked the Chief Purser if there was any chance of sitting in the cockpit for landing - a fairly stern no was the answer. No problem - 3 hours of caviar, mango, fillet steak and Krug ensued.
Then lo and behold - about 25 minutes from landing, the purser found me and said (verbatim) - "are you the young chap whose dad broke the sound barrier? Capt Bannister would like to know if you would like to sit on the jump seat for landing." I levitated to the cockpit.
Was strapped in, given headphones - told not to talk unless spoken to (nicely of course). Mike Bannister did say to me that I was one of the few people (of 100) to actually pay any interest to the flight systems aspect - which was why he asked if I was keen to join them for landing.
Oh the good old days!!
At the time we lived in Brockham and as a bonus it transpired that Bill Clinton and Air Force One was in the circuit and as it was explained to me - there was an exclusion zone whilst Air Force 1 was on finals? So we had to do 2 laps of the Ockham circuit. Which as fate would have it was almost directly over my house.
In all a surreal experience - just over 24 hours LHR - JFK - LHR return - didn't sleep a wink.
So not really a contribution to the thread - but a memory of a whirlwind, never to be repeated 24 hours. I think I was unbelievably lucky.
About the only thing I recall about Concorde (by way of a question) that I can't recall seeing here was when Concorde visited Auckland in the late 70's? Was the damage to either the rudder or a stabiliser? Surely at Mach 2.0 the vibrations/difference in control would be marked? From memory the flight crew was interviewed and I'm sure they said they didn't notice anything? Comments?
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