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Zsolt

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LH1421 -D-ABEI a revenit pe 26L dupa ce a decolat de pe 26R. Posibil birdstrike.
ATCul .... cam pierdut, mam - man - men.
Pilotul anunta cauza in prima fraza, TWRul nu a inteles abia la sfarsit.

Iar se dovedeste, cand se intampla ceva iesit din tipar, chiar si simplu ca un bird strike, ATCul are probleme de comunicare.


METAR:
METAR LROP 171430Z 24004KT 180V280 9999 FEW043CB 20/07 Q1013 R88/09//95 NOSIG=
METAR LROP 171500Z 26005KT 9999 FEW037CB SCT042 21/04 Q1013 RMK R88/09//95 NOSIG=
METAR LROP 171530Z 25006KT 230V290 9999 FEW037CB SCT042 19/08 Q1013 R88/09//95 NOSIG=
 
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OOVNI

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Ufff, elicopterul ala nu trebuia decat sa ramana sub 3000-1000=2000ft si la nordul axelor, iar Lufthansei sa-i spuna sa nu inceapa coborarea sub 3000 pana la capatul downwind........

Multam pentru relatare Zsolt.
 
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Zsolt

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Stres degeaba.
LH1421, join right downwind for 26 (R/L), (eventual) contact APP.
Daca nu urcau atat de sus, ii tineam la turn, nu vad necesar pasarea catre APP, atat timp cat erau pe visual pattern.
Mem, men, man.
 

OOVNI

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Din fericire pilotii sunt chill si cooperanti.

Ieri-alaltaieri un Ryanair era aliniat pentru decolare pe 08L si a cerut viraj dreapta imediat din cauza CB. Un trafic era la aterizare pe 08R. Turnul zice ok, cleared for takeoff. Ryanair refuza si ii aminteste turnului ca are trafic pe 08R, care daca rateaza ajunge fix in calea RYR-ului. Turnul zice OK SIR THEN DO NOT TAKEOFF ABORT TAKEOFF CLEARANCE HOLD POSITION PLEASE!* :)

* Relatare doar din amintiri, exagerare posibila.
 
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Zsolt

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ha!?
epic. Ai un UTC/data?

Ce inseamna orele de simulator. Damn!