More JFK quotes:

 

"Yea you can't do anything in that airplane of yours" --- After being told by an Iberia A346 crew they can't use a certain taxiway.

 

"Ok we are surrounded by emergency vehicles, there is a reason for this. Somebody's got to give us the reason or we are going to evacuate the aircraft........ You got sixty seconds." --- Aggravated AA pilot after authorities are withholding information from him as to why his aircraft is being held and surrounded by emergency vehicles.

 

" Can't just do...... Alright see this takes so much energy guys" --- Frustrated ground controller.

 

"Let the abuse start!" --- Controller after hearing an accidental cabin PA aired over the frequency.

"Yea you can't do anything in that airplane of yours" --- After being told by an Iberia A346 crew they can't use a certain taxiway.

 

That's my absolute favourite from JFK :LMAO:

"You guys should come up here one day....you'd love it!!"....Same frustrated JFK controller.

 

or..(my favorite, Air China 981)....IT'S A QUESTION,,....HAVE YOU BEEN CLEARED INTO YOUR GATE?????

Experience: A controller at one of the EU airports mentioned quite a lot throughout this thread.

 

I don't have any problems with R/T congestion not clearing aircraft to land until the one ahead has vacated, any controller should be able to control their frequency.

 

I cleared plenty of aircraft today to land in the circa 100/200ft area and every single one of them landed without any issue - even the American carriers!

 

I like the fact that the default fallback option is to go-around, there is no ambiguity - you don't have a clearance to land, go-around - period.

 

We can use a form of anticipated separation in the form of a "land after", however the important aspect is that it is not a clearance.

 

If we're going to enter a 'mines bigger, busier, more complex, prettier, smells nicer, etc contest'; Heathrow is closed 2330-0600 therefore we plan at around 75 planes an hour and depending on whether it's busy/quiet hour that can go 60/90 - I think the record still stands at 102. That's all from 2 runways - I've got no idea how many places like Atlanta use, however it's not just the amount of planes or concrete the complexity of the airspace, availablity of diverging tracks, etc all make a difference. I think most people who work in ATC don't particularly care how many planes somewhere else shifts - it's all about doing your job as safely, ordely and expeditiously as possible.

 

My only real concern is that anticipated separation works on the fact that the crews do as instructed and expected, which isn't always the case.

 

That said I am sure if I'd trained the otherside of the pond I could easily do a hazard analysis and come up with a multitude of reasons as to why anticipated separation is better.

Experience: A controller at one of the EU airports mentioned quite a lot throughout this thread.

 

I don't have any problems with R/T congestion not clearing aircraft to land until the one ahead has vacated, any controller should be able to control their frequency.

 

I cleared plenty of aircraft today to land in the circa 100/200ft area and every single one of them landed without any issue - even the American carriers!

 

I like the fact that the default fallback option is to go-around, there is no ambiguity - you don't have a clearance to land, go-around - period.

 

We can use a form of anticipated separation in the form of a "land after", however the important aspect is that it is not a clearance.

 

If we're going to enter a 'mines bigger, busier, more complex, prettier, smells nicer, etc contest'; Heathrow is closed 2330-0600 therefore we plan at around 75 planes an hour and depending on whether it's busy/quiet hour that can go 60/90 - I think the record still stands at 102. That's all from 2 runways - I've got no idea how many places like Atlanta use, however it's not just the amount of planes or concrete the complexity of the airspace, availablity of diverging tracks, etc all make a difference. I think most people who work in ATC don't particularly care how many planes somewhere else shifts - it's all about doing your job as safely, ordely and expeditiously as possible.

 

My only real concern is that anticipated separation works on the fact that the crews do as instructed and expected, which isn't always the case.

 

That said I am sure if I'd trained the otherside of the pond I could easily do a hazard analysis and come up with a multitude of reasons as to why anticipated separation is better.

 

Right, I don't think anyone (at least those that have actual ATC experience) intended to make it into a "this way works better" thread. The original question was why we do it here in the US. Simply put, it works for us, just like my facility does things differently than say LAX. No facility is a like, and what works for one doesn't necessarily work for another.

 

Like you, I'm sure if I went to the ICAO side of doing things, I would say it works also in that environment.

I guess I'll throw my 2 cents into the fire. The controller did make an error in his clearance to Virgin 9. He should have stated that there was an aircraft holding in position on the runway he was intending to land on (7110.65 3-10-5b2). In this case Virgin would know that there is another aircraft on the runway about to take off and that he should be ready in case something happens and the aircraft is not clear of the runway. This procedure could only be used at the busiest airports where they have safety logic programs constantly monitoring the runways. At smaller airports the plane in LUAW would have to be cleared for take-off and be starting it's take off roll before the landing aircraft can be cleared to land (7110.65 3-10-5b1). In each scenario the landing aircraft knows about the aircraft it is following on the runway. Is it a perfect system, no. But new technology is making it safer. Fly into LAX's FSDreamTeam and if there is an aircraft on the runway the PAPI lights will be flashing. This greatly aids in situational awareness for pilots. One thing I've noticed in the US is most controllers will have 2 or 3 runways they are controlling at the same time. So the more you can get done right now is less you have to do in the future.

JO 7110.65 http://www.faa.gov/documentLibrary/media/Order/ATC.pdf