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Martin Loxbo

FIR Director Group
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Martin Loxbo last won the day on July 30

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About Martin Loxbo

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    Director of Sweden FIR
  1. NAX or IBK ?

    I think CPH is now on the Irish AOC i.e. NAI / IBK callsign. Maybe @Axel Westermark can confirm?
  2. Here is a very informative video on a phenomenon called Controller Blind Spot, which means overlooking a close-by aircraft when scanning for conflicts. https://www.skybrary.aero/index.php/Controller_Blind_Spot_(SKYclip) More info: https://www.skybrary.aero/index.php/Blind_Spots_–_Inefficient_conflict_detection_with_closest_aircraft
  3. [25 Jun 16-18:30z] ESOS C1 CPT

    Grattis! Jag kunde tyvärr inte examinera då jag blev inringd från standby. Jag räknade kallt med att skulle jag bli inringd borde jag vara hemma till kl 18 men nu blev det inte så! Stort tack till Magnus som ställde upp i mitt ställe.
  4. More Eurocontrol training material

    I just stumbled upon these: Stabilised Approaches This includes screenshots and video clips of a couple of simulator exercises (conducted in the Airosar FIR fictive airspace) with accompanying quiz questions. The style is quite similar to some of our training content so it can be useful to watch! They even managed to have appropriate accents for the pilots (BAW, DLH, SAS, JAT etc.) in the videos which I found quite funny. Radar Skills Trainer A web based simulator with a few predefined example scenarios for basic training, refresher training etc. Good for inspiration on how to setup Sweatbox exercises! (The simulator is Java based. You will probably have to add https://trainingzone.eurocontrol.int/ as a trusted site in the Java control panel in order to avoid the application being blocked.)
  5. Aircraft data learning material and quiz from Eurocontrol

    I took a quick quiz and got 87%. It's not the easiest! I think there are a few hundred questions so you can take the quiz several times without getting bored.
  6. How much do you know about the most common aircraft? Can you spot the correct type from a photo? Do you know the basic data such as ICAO type designator, wake turbulence category, cruise speed and service ceiling? https://trainingzone.eurocontrol.int/clix/data/wbt/decompressed/FABEC_DA_5556059/FABEC-BASIC-ACFT_da.html
  7. ED Assistant Stepping Down

    Good luck Aleksander!
  8. ATC Bookings now via Vatbook

    Yes, and I could contact VATEUD and ask them to change ESOS_1_CTR to ESOS_CTR. Or I don't know if it's possible for you to make ESOS_CTR bookable even if it's not in the list. In any case it's not a big deal in my opinion, the only downside of not booking with the callsign you are actually using is that in vroute for example it won't show as if the booked position is actually online.
  9. ATC Bookings now via Vatbook

    Well, it's just a matter of how the VATEUD list has been done. Indeed ESOS_CTR isn't listed in favour of ESOS_1_CTR, but on the other hand ESSA_APP is listed instead of ESSA_E_APP. It's not really consistent, but it all means the same...
  10. Event suggestions

    Nice idea! I just checked that the final will be played on the 24th, so having the event on the 25th is probably a good idea (so we don't lose all the football fans! ). In real life they will be using RWY 08/26 as parking space for the large amount of visiting charter aircraft. It's probably difficult to simulate this in a useful way though...
  11. Suggestion for ATC chart

    It's a good idea but it's difficult to get such a chart 100% correct, as the sectorisation can change on a tactical basis. For example, if in Sweden we have ESOS_CTR and ESMM_K_CTR online, normally ESMM K would only cover ESMM sector K, and ESOS would cover the rest of the FIR. That would be the normal case, but the two controllers could also agree that ESMM K will also cover let's say ESMM sector L and sector 5, and instantly it becomes a bit more complicated to show on a map. Ideally the controller should put which area is covered in the Controller Info (a.k.a. "text ATIS"), but in busy situations with many sectors opening and closing, updating the Controller Info is usually not the first priority... In Sweden you can find information on each sector in the ATC Local Operating Procedures, or just check the AIP since the sectors are basically the same. Writing this I realise that for a pilot, maybe all this information is not so easy to find... So maybe we could make a basic map showing the various sectors. It will not be 100% correct all the time but it would be better than nothing.
  12. just a normal Easter weekend at ESSA (?)

    Would you like to elaborate Johan? If you prefer not to do it in the forum, you know where to find me.
  13. just a normal Easter weekend at ESSA (?)

    To be honest I never heard of him or projectFLY before this. Clearly it's quite popular though, drawing this amount of traffic! I've also sent Matt some feedback for the pilots, hopefully he finds it useful.
  14. just a normal Easter weekend at ESSA (?)

    Don't worry Helge, it's a discussion forum after all! Regarding parallel approaches, the real life answer I have heard from controllers is that it's "not needed", that it would not increase capacity beyond today's segregated operations. I'm not really sure how they came up with the numbers though... Parallel approaches were in the pipeline a few years ago but in the end there was no approval and today apparently there is "no need".
  15. just a normal Easter weekend at ESSA (?)

    IRL there are slot times and minimum staffing levels, so you would never see a situation like this. We don't have the ability to stop aircraft coming into our airspace, unless there is full ATC coverage for the whole route, then you could theoretically ask the previous sector to hold traffic all the way down to the departure TWR. From my point of view the two major challenges were: 1. We had the bare minimum amount of controllers to pull this off at all. We had to choose between staffing up the TMA to ensure there was a final director available, or put extra resources on the ACC level to be able to manage the holding. You see the dilemma? No DIR = even more holding. 2. I tried very hard to make sure that the first aircraft entering the hold would also be the first aircraft to leave the hold. We do not really have a fair way of dealing with this across the different TMA entry points though. We only have the capacity to work out the sequence for each holding point, at least when it's this busy. I think I did a reasonable job with this, until several pilots started coming into my sector descending without clearance. This means that they are heading straight for the hold and instead of applying the "first in the hold is at the lowest level" principle, I just had to find available levels for these aircraft. Now I would really like to "punish" these offenders, but instead I have to descend them in the hold just to keep levels in the hold free, and send them off to APP. There's simply no spare capacity to handle it in a different way. I also have a general observation that the number of text pilots is increasing, and even worse the amount of pilots who don't know the basic protocols of VATSIM communication, which is: Choose one mode of communication! There are three to choose from for pilots: Text only, Voice receive, and full Voice. Don't mix! There is no "text receive, talk on voice" (this totally screws up the voice comms for the controller, as the pilot will suddenly start talking, without hearing other transmissions). There is no "I'll use voice when I feel like it and text when I feel like it" or "I'll use voice but immediately ask on text or ask the controller to use text if I don't understand". All these "mix modes" of communication can increase controller workload tremendously, as you don't know where to find the pilot, text or voice? Does he hear me or not? Is he not replying on voice because he didn't hear, or because he suddenly decided to reply via text, so I'm waiting for him to type a short story in the chat box? Finally, file your mode of communication in the flight plan! (/T/ or /R/ or /V/ in the remarks section, or select the correct mode in the pilot client) We see a big yellow "t" to indicate text pilots. If it turns out a /V/ pilot is using text, again it gets very confusing. We all know text comms is a fact of VATSIM life, but if you are not a nervous newbie, or have hearing problems, in my opinion it's simply rude to use text only online. Don't have a decent mic? Use voice receive! (I had one "receive" pilot who was so quick replying on text that he sent his readback before I had even stopped talking! ) Don't want to wake up the kids/wife/husband/parents/dog/cat/goldfish? Get a headset for 20 bucks! Have another excuse like, "I don't want to use voice because I'm Skyping at the same time." Get outta here! (And I mean that literally! Either pay attention or log off. Period.) So @Per Kristian Jensen, it's easy to criticize ATC for not being perfect, but if all the pilots could just follow basic guidelines such as NOT descending without clearance, using text or voice as appropriate, and actually monitoring the frequency to be ready to act on instructions when given by ATC, this event would have gone MUCH more smoothly. Those are my two cents!
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