Someone did send me a PM with something I believe is of interest to all of you - that like the Triangle:
... the ATC's instructions mustn't be close-minded and fixed. for example, in my last approach today, you vectored my into 17 miles(!) final - when nobody else was landing that time. I could easily fly a 10-8 miles final and land 3-5 mins earlier. the same is about the spd - if there's no traffic ahead, there's no reason to limit the spd, and the pilot will slow down when he'll find it necessary (except of the 250kts under 10,000ft rule, of course).
Actually what i'm trying to say is - the current situation has to be taken in account, in order the service the pilots in the best (= fastest and simplest) possible manner....
My answer/explanation is:
See e.g. the "IAC RWY 07C" and/or "IAC 25C" on
http://www.vacc-sag.org/airport/EDDF : The formal ILS-approach is actually from 16 mi out - that means 16 mi out on 4000 ft - intercepting the Glideslope 12 mi out! So even airliners have to do that - even if it costs extra money. (And that is for experienced pilots, whom you can trust that they can handle their aircraft, and that they follow each advise in the standard manner!
My big problem is: I never know who is coming in, and even if: How will he/she fly (today? this hour/min?)? The only thing I know is: I have to be prepared to help if he/she will not act like an experienced pilot!I usually try to bring you guys and girls in on a "Base" 16 mi out on 3000 ft and then turn you to 30° towards the localizer for interception between 15 and 10 mi out. And the speed: Did you watch yesterday: I bet 50% came in too fast (touchdowns with 200 kn are just about impossible!) - that is one of the biggest problems: Most pilots have no idea what their landing and/or stalling speed is! And many forget, that it is difficult to reduce speed when descending! If you have the chance: Watch (one of) the best 747 pilots I know (Buster): He reduces speed to 140 kn ON BASE already - and his Landings are perfect (as well manually as with AP). And I know pilots that want to intercept more then 20 mi out - very good pilots, flying regularly on TGA-events!.
Often I ask in advance if he/she will use ILS - the answer then is "yes" - then he/she overshoots ILS (may be he/she does not know how to operate ILS, or was joking, or pilot error (an ILS or Autopilot error we can neglect) - and then I have very big problems to get them back onto the beam prior to the Glideslope (starting about 8 mi out on 3000 ft). And I do want to train especially newbies - I do not want to work just with the "best pilots of the world"!
(They anyhow prefer VATSIM!)By the way: Yesterday was a very busy day: I did not get my Lunch in between - there was no pause at all! At one point I counted 15 planes under EDDF control, 8 of them on active approach, 3 taxiing, the rest parking, chatting, trying to show off how good they are
(e.g. taxiing with 100 miles not knowing were they are - remember?) - etc.
I suggest to everybody: Especially on such a busy day like yesterday: Try to follow up on MPmap and MAP and MPchat and FGCOM what is going on and who is doing or requesting what and what should be the next advise to whom and how to recover the Pilot-Errors, and who requested what 20 lines up in MPchat, ... etc etc pp.
Of course: If there is really nobody else - just request for a short approach: If you are single I might accept it! But already 2 on approach make that very difficult because you never know if that 2nd one holds his heading, speed, etc. - then I need time to recover (all of us!).
Still I enjoy the ATCing and you guys (except a very, very low percentage!).
Hope that writing helps a little and please keep on criticizing - it helps us all!
joe