Control Towers Don't Do What You Think They Do

Pilots deal with control towers all the time and most think they know what the tower is supposed to do, but...probably not. In this video, AVweb's Paul Bertorelli explains what air traffic control towers are actually supposed to do. And it isn't to keep airplanes from colliding in mid-air, but on the ground. Yes, really.

[@griam7641]

Excellent video Paul! I’m retired ATC (32 years) and am extremely impressed with your spot on info. I’ve known many pilots, from students all the way to airline Captain, who have no clue as to how the ATC system works. Hopefully you have just educated some of them!

[@uchinanchuu58]

Agreed. I'm ATC as well (for 18 years now) and this is the best pilot perspective on Class D towers I've ever heard. Hell, it's better than what a lot of inexperienced controllers could come up with!

[@Hedgeflexlfz]

Do you ever get bored as a controller? How repetitive is it?

[@JPatterson61586]

Something tells me that you haven't worked in a VFR tower. Because if you had worked in a VFR tower you would have known (as it have been preached to me in my 13 years of being a controller in VFR towers), that you do everything you can to keep aircraft separated, you know, 2-1-1a of the .65, the actual primary purpose that comes before the "safe, orderly and expedition". This is not "best pilot perspective on Class D towers" as this is full of a bunch of mis-presented/misunderstood information at best (and flat misinformation at worst). Yes, there is no radar or time based separation from VFR aircraft operating within D or E airspace, but we do have a standard separation, DON'T LET THEM COLLIDE. Now yes, our task can be made harder (and thus put more on the pilot to follow 91.113, "see and avoid"), but that is required of the pilot anytime the weather allows it (with means ALL VFR aircraft, regardless of airspace BTW).

[@12345fowler]

All what you argue I think he made it crystal clear on his video ? What's your point tough ?

[@avfan967]

@@JPatterson61586 I’m not sure I understand your rant, he explain that very well

[@shiftnsix]

I love Paul’s delivery. It’s just the right amount of empathy, levity, humor and reality.

[@Mike-jq9jo]

@Adam Foley Agreed! Paul’s humor, wit and knowledge really makes this channel!

[@Marg1312]

With delivery skills like this, he should become a clearance controller!

[@greggpedder]

He's the best Aviation reporter by a long long way. Just so good to watch. Go Paul 💪🏻💪🏻💪🏻

[@jimbobur]

His delivery and humour reminds me of my school physics teacher, who was a big part of why I went on to study it at university.

[@kentd4762]

No doubt. Paul's videos are always very informative with just the right amount of wit, humor and humility. This channel is a real plus for pilots!

[@gabrielzeifman]

The “ADS-B and transponders aren’t always required” is definitely an important reminder for some. I’m a radar controller. The other day, I had a guy at 9,500 on flight following ask “do I have traffic”. I responded “I don’t have any traffic observed on radar, but there may be non-transponder gliders or tow planes”. He came back that there was an agriculture type aircraft at his same altitude and about half a mile. Sure enough, about a minute later I got a primary target on it (our primary radar isn’t great). I started a track on it and watched it the rest of the time it was in my airspace, and it conflicted with a few others so I’m glad I knew it was an aircraft. I’m gonna issue anything I see that’s relevant to the pilots in my airspace (workload permitting, my priority is separating aircraft), but it’s important to remember we can’t see everything and our services are often supplemental to good airmanship and see and avoid.

[@danblumel]

2nd: Love his sarcasm and dry sense of humor, content additionally.

[@morthomer5804]

Yes. A bit salty around the rim.

[@FlyingJournalism]

@@morthomer5804 best comment ever!👏🤣

[@syramento]

Okay, former LaGuardia Tower controller here. When I worked there LGA was classified as an IFR tower. We had what was called a "bright scope" in the tower, and we absolutely WERE responsible for separation from handoff on approach all the way down to the runway. We could give radar vectors if we needed to. And Paul, you were right - in my day one "deal" could definitely result in de-certification, or even termination, regardless of fault. Interesting side note about the NY airspace: we used to consider 3 miles as the MAXIMUM distance between airplanes, that a "miss" was as good as a mile. If we didn't operate that way the traffic would have been backed up all the way to Chicago. This was before the National Command Center was established. Class D towers only guarantee separation on the runway. Class C towers only provide airspace separation for IFR traffic. Separation for ALL traffic is provided in Class B airspace.

[@WinginWolf]

Side note, that's why cloud minimums in class B is "clear of clouds" as opposed to the 3 1-5-2 rule, sort of? You aren't really looking for other aircraft not talking to anyone in class B because everybody is afforded separation.

[@syramento]

@@WinginWolf You got it.

[@syramento]

@@Saml01 good question. I don't know the answer since I never worked in a VFR tower.

[@mytech6779]

​@@Saml01 They still provide IFR and SVFR separation in class D(and E). The SVFR section makes it most clear, "within the lateral boundaries of Class B, Class C, Class D, or Class E surface areas, below 10,000 feet MSL" ... "Apply non-radar or visual separation between: 1. SVFR aircraft... 3.SVFR fixed-wing aircraft and IFR aircraft.". Non-radar because they may be below min vectoring altitude and dodging clouds. Generally Class D has so little IFR traffic that there isn't anything fancy. Basically they just limit the number of IFR in the class D during actual IMC and use radar, nonradr or visual separation as required. For class E(either untowered or a FSS) the area is considered a blackbox below MVA and only one IFR is allowed in the box at any one time, the next must wait for confirmation of landing and clear of runway or climbing all the way back to MVA if a missed approach. It is still IFR-IFR separation though. Though they can authorize more than one SVFR within the airport airspace surface area if "pilots agree that they will maintain visual separation with other aircraft", an IFR cannot be below MVA until the svfr has landed or exited the airspace.

[@larrydugan1441]

As a former IFR and VFR controller that operated in and out of LaGuardia for 30 years I have the upmost respect for the ATC operation there. It is a very unique operation with extremely limited resources.(real estate) I cannot really think of a similar operation anywhere. Both the pilots and controllers were always on their game. Almost all professionals usually operating the same weight category. Always seemed to me that ground control was the tough job. But like I said amazing operation with the resources available.

[@LeoBeale]

An uh oh stinky joke is the last thing I ever expected from this channel but I'm perfectly fine with it

[@cx-wskitch4552]

Reject the FAA ATC system. Return to monke

[@swampcastle8142]

My favorite landing request is "ready or not, here I come." It was very interesting learning to fly at Edward's AFB. Military air space and the complete gamut of aircraft types. (Cesnas all the way to spaceshuttles) Flight following with Joshua Control (near LA) and the nearby flight school that mostly trained non-english speakers to fly. Joshua would get pretty bent because the only english they all seemed to know was "I copy." Landing at an uncontrolled airpark in Rosamond where taxiway were also neighborhood streets. Then there were the unmanned military drones and the nearly unmanned ultralights going wherever they wanted. My favorite was the occasional unexpected formation flying because the newbies were manning things in the tower. The military pilots were all no big deal. I'm pretty sure they were all singing danger zone and saying out loud "too close for missiles, switching to guns" as they slalom behind you. (You were doing 60kn, and they were doing 150kn.)

[@Triple_J.1]

Love it! Nearly unmanned ultralights 😂. And too close, I've heard a fellow pilot actually make that radio call. Haha.

[@davidverrengia3091]

I can't begin to tell you how great you're videos are. I'm not a pilot or aviation fan, I just enjoy learning information and your videos are full of it. All the visual aids help so much and the audio is clear and easy to understand. Keep up the great work.

[@David-iz4vi]

I second that Griam76, I'm retired class C ATC 33 1/2 yrs and I'm happy to hear someone explain ATC service and their limitations! I happen also to be a pilot and want to pass on that MOST air traffic personnel are NOT pilots! Only 1/4 to 1/3 have any interest in being or are pilots - that may be why the flying public may not always get appropriate responses (they don't all walk in a pilot's shoes!), or they give very wrote answers, right from the book, without any thought of consequences. Pilots need to respect a controller's job, as they are just the "traffic light" for pilots, not the police (that's FSDO!). As PIC do not accept any instruction that compromises your flight safety - "unable" works great and may actually educate a controller on pilot limitations. The important thing is to fly safe and work out any altercations when you're on the ground!! Thanks Paul, keep it up!!

[@CarterHancock]

This is one AVweb videos that should be part of any private pilot curriculum.

[@matthewjensen9550]

I love Paul’s delivery, perfectly informative and funny at the same time

[@BruceGinkel]

Son, we live in a world with Class D Towers. Who's going to sequence those aircraft on approach? You? You Lieutenant Weinberg? I have a greater responsibility than you can possibly fathom. You weep for those who perish in air-to-airs, and you curse the FAA. You have that luxury. You have the luxury of not knowing what I know -- that their deaths, while tragic, was probably their own fault; and my existence, while grotesque and incomprehensible to you, saves lives. You don't want the truth because deep down in places you don't talk about at fly-ins, you want me in that tower -- you need me in that tower. We use words like "READBACK," "GO AROUND," "CLEARED TO LAND." We use these words as the backbone of a life spent sequencing something. You use them as a punchline. I have neither the time nor the inclination to explain myself to a pilot who takes off and lands under the blanket of the clearances that I provide and then questions the manner in which I provide them. I would rather that you just read them back clearly and went about your way. Otherwise, I suggest you pick up a microphone and stand a watch duty. Either way, I don't give a DAMN what runway you think you're entitled to!

[@Anthillacres]

Also former ATC (35 years) and GA pilot and aircraft owner. Great show. Many Unicoms an formally Flight Services thought they were control facilities.

[@kentd4762]

Thank you, Paul, for another very informative and enjoyable video. Kind of hate to admit it, but have been flying for over 40 years, including in the USAF, and have never heard the role of control tower ATC explained so well, including the main point about "sequencing and not separation" with their main role being to avoid conflicts on the runway.

[@curtc4918]

Great video. A lot of pilots think ATC is their mama and can fly the plane for them in a pinch. Thanks for spreading the word that this isn't the case.

[@robertlangham9028]

Not in the UK though! I provide initial departure separation between IFR traffic using time criteria, visual separation or the Aerodrome Traffic Monitor (radar display). I can also provide initial separation in the event of a missed approach. There's a whole load of other stuff too but it's a bit more than just "sequencing" and looking at the runway. No, we don't do Cub Scout visits either.

[@JPatterson61586]

It is the same in the US, he really doesn't understand.

[@paulrenny4801]

Just a bit of trivia for you. The gentleman playing the part of the judge in the scene from a Few Good Men used to be a Washington Center Controller.

[@paratyshow]

👍☑️Great humorous delivery Paul. Thanks for another great video.

[@jb3flying]

Thank you, Paul. You do exceptionally good work and make a positive difference in the knowledge of piloting.

[@kevinheard8364]

I'm just an air enthusiast; but I really do enjoy Mr. Bertorelli's humor... and I've learned a lot, to boot. Great videos

[@Triple_J.1]

Go learn to fly! I don't mean pony up, study hard, and get your pilots licence. I mean just go take a lesson or two. Most people don't realize, you can learn to fly, takeoff, turn, land, and get signed off to perform your first solo flight in about 10-15 hours and around $1,500-2k, tops. It's pay as you go, so go do it.

[@adroper62]

Thanks for the excellent clarification Paul. I think my assumption in flight separation IS part of the local ATC job, is because my local class B ATC (when I was active) occasionally advised of traffic outside of their airspace a few times as we were about to exit their airspace. In retrospect, they weren't coordinating separation, rather, making sure I was aware of "A risk" to take appropriate mitigating actions. The closest I've come to a collision was returning from a nearby non-towered field (pre-certification tune up work), getting ready to check in at the designated announce class B ATC checkpoint, when a faster twin-engined low wing descended on the same point from port above, just as I was finishing a holding turn, because I came close to encroaching the ATC airspace before contact since they were very busy that afternoon. Neither the Baron nor I were aware of each other (we rigged our PA-28/140 with ADSB (In/Out)), apparently the other aircraft didn't, and I was shocked ATC didn't notify either of us, assuming the other pilot was setting up for ATC contact so he'd have the frequency tuned in, as I did. This presentation clears up why. I took the necessary evasive actions with a hard dive to the right, losing 500' as fast as I could, flying out to the nearby ocean, taking in a deep breath before trying the ATC announce attempt again. My estimation was we got as close as 50', and had I not spotted them and evaded, chances are I wouldn't be here to write this. Flying is a lot of fun, but we need to keep our eyes outside as frequently as possible so accidents like the one I averted, are less likely.

[@Mike-jq9jo]

Awesome video. I can only add that situational awareness is not optional. Always form a mental picture of where you are and where the other traffic is.

[@mikemazzola6595]

One of the best videos I have see that describes reality, not just the CFARs. Thank you Paul! I fly out of an airport with light traffic compared to a nearby uncontrolled airport, both not far from a Class Bravo primary airport. The uncontrolled airport was described as "the wild west" during a recent Saturday seminar I attended that was hosted by the local FAST Safety Team. I agreed with that depiction having flown a bunch out of both airports. The bottom line is that I love my home-base airport in no small part because it HAS a "VFR" tower. And, I will admit, that I ask them to "fetch" my IFR flight plan quite often. THANK YOU to the Air National Guard tower at KVUJ! You guys and gals do a great job helping keep my wife and I safe in all kinds of weather.

[@keithhoward9238]

Another great video. Its the Pilots responsibility to see and avoid all aircraft with the help from ATC if available to us. Im a VFR Pilot who is always looking outside for traffic and scanning my tablet with ADS-B in for traffic. As Paul says, I have more Skin in da game!!

[@CraigWilton]

Best Aviation content on the net 👍🏻

[@ralphdavis955]

Great presentation! Enjoy the dry sence of humor. The " Paul Harrell" of the aviation community. Appreciated...

[@kr6dr]

I wish Paul was still posting with AvWeb. He is the best.

[@SimDeck]

I love Pauls approach to presenting. He really is a great ....well presenter. Superb humour that conveys the information and gets the point across. Thank you.

[@terry.albertson]

As always ... made me laugh and reminded me of something else I've mostly forgotten. I believe you win BOTH the Gordon Baxter Aviation Humorist Award and the Wolfgang Langewiesche Excellence in Aviation Instruction Award (if those awards don't exist, they should ...). Thank you ... for all that you do for those of us that fly. (I have flown 115 types from the J3 through the Boeing 787).

[@johngilbert1325]

Goddamn AVWeb... these guys really nail it. Once I started flying recently, I realized sopped watching Trent Palmer and all the fun youtube channels on aviation. It's all Paul with AVWeb and Juan Brown/Blancolirio, with some Dan Gryder thrown in, mostly. No more fun lifestyle channels, once you start flying, it's all about the real deal- crashes and what we can do to prevent them. We're playing for keeps once the throttle goes forward on the runway- it's not all fun and games up there.

[@krlabs5472]

Funniest guy in existence. Love all of your work Paul, hope to run into you one day.

[@toothlessthea150m9]

Ah, the good old rope trick. I am half way through one myself right now. But it looks like we may have stumbled across a cracked cylinder in the process. Hope your rope trick goes easier than mine.

[@pushing2throttles]

And yet I always encouraged my students to always fly IFR, regardless of weather. A private pilot certificate is a license to learn and that's all it is.

[@iflystuff1]

Although I usually do the same, IFR only guarantees separation from other IFR traffic. More than once have I been on an IFR plan and had way too close of a call. Even in Class C

[@williamoddo9199]

It happened last week to me in the B veil still on arrival freq, traffic 300’ and below with no mention from arrival (weather VFR but super hazy at dusk) saw it only on ADSB

[@kristensorensen2219]

To add to the dry humor; I always reminded Private pilots, especially new ones, "you now have a license to kill". That applies primarily to the passengers you can now bring along.😡😤 ERAU 80 CFIA&I ret.

[@halgridlocker4540]

Always? That might not help develop basic flying skills, not to mention the false collision avoidance security of flying IFR all the time. Besides, it's fun to get out there where everybody ain't and do some maneuvers.

[@ReflectedMiles]

@@iflystuff1 There is just as much of a requirement for controllers to separate IFR from VFR as there is to separate IFR from IFR in Class C airspace. IFR-VFR just doesn't have to be as great a distance (500 ft. vertical or radar targets can't touch horizontally), so that can look pretty scary comparatively. Nothing replaces the need for the pilot's own active vigilance and tools to maintain traffic awareness and safety, though, including while on an IFR plan. IFR is typically a commercial-operations standard for good reason, though, sometimes with the option to switch to VFR-on-top or VFR flight following if it is operationally advantageous.

[@mellissadalby1402]

(1) I like your informative videos, (2) I like your snarky presentation, and (3) I'm guessing we are close in age by the words you choose and how you use them. Keep on posting, I will keep on watching.

[@mbazzy123]

I anot a PV but I like watching your content due to your personality and great way of presenting the information. Dont change a thing !

[@mazerat4q2]

I went into ft Lauderdale intl one Sunday afternoon. Tower said I was #24 . He was definitely keeping us separated. He told me to remain clear till he called me back for sequence. I remained clear.

[@craigsawyer6453]

I just had a conversation with my father about how some pilots are relying on ADS and not looking out the window. My Dad is of the opinion that more accidents will result because the person in command is not looking for traffic. More than once we have heard comments over the radio, in class D, where offenders admit that a midair incursion was a result of not being able to see traffic on ADS.

[@leeroyholloway4277]

I nearly got run over by an RV headed into a fly in a couple of weeks ago. Spoke to him on the ground and he admitted he was watching his ADSB... Told him I was flying a vintage a/c and was watching the pattern, & would appreciate the same courtesy.

[@nickinportland]

I’m 32 and through conversation with a 26 year old he admitted he did not know who John Wayne was. Never assume others knowledge.

[@LosBerkos]

Or as so many proudly self-proclaimed controllers in these comments like to say - Always assume John Wayne.

[@brucebolla4148]

Outstanding Paul! One of your best.

[@youngskyculler]

It's illuminating to see controllers disagree with each other in these comments. As always, love Paul's delivery.

[@kabj06]

three days ago the algo gods blessed me with this channel I legitimately want to get my pilot's license now

[@kathycleveland]

Wow, you sure do know your stuff! I was directed here by someone smart like you since I thought every single airport in the world, even the tiny ones, had air traffic control. Flying is something I'm not fond of since at the horrifying O'Hare on two separate occasions my planes were coming in for landings and suddenly we were flying back up to the clouds and the pilot on one of those flights said, "sorry folks, we were just a bit to close to the aircraft in front of us" (or something like that). Yes, airplanes are safer than driving, but I'm one of those people who like be in control and when I'm in a plane it's not like that, except for my prayers going back up to those clouds. Anyway, thank you for this video even though I probably understood 4.2% of it. I totally admire your extensive knowledge and your sense of humor, Paul.

[@erictaylor5462]

11:30 2001 also contained several days when there was no air traffic in the US. 2020 will also be a low accident year due to a lack of flying.

[@TGraysChannels]

Sir, I have been flying for 49 years. I have 24,000 hours. And I listen to you. Good job.

[@Qp0int]

Paul, I used to use the differential pressure tool to apply air flow into the cylinder and pressure to the valve face while reseating the valve. It works well. I love 1930s technology.

[@toadamine]

I'm from california, I was chuckling until you said "california" then I broke into laughter.... hahaha

[@grantbunker1755]

You are a good teacher and I appreciate the information you provide. I'm working on my ppl towards commercial and I feel some info is overwhelming. Please make more tips and tricks! Stay safe everyone

[@teenflon]

Interesting video, as a student I was flying the pattern with an instructor, after take off on crosswind I was about to turn downwind and noticed another aircraft right alongside me, I think they appeared from an overhead join and ended up very close, suprisingly the tower didnt say anything about it and my instructor was a bit suprised when I pointed the aircraft out, shows how ATC are managing the sequence but not at all separation.

[@brianhiles8164]

(Apply penetrating oil and let sit at least 24 hours, then tap lightly but persistently with said hammer. If unsuccessful, use _judicious_ use of a blowtorch to expand the metal of the valve head, and tap again. If still unsuccessful, let a qualified mechanic remedy the matter, since the probable cause is significant galling and/or spalling in the valve guide, which will have to be corrected anyway with a suitable replacement).

[@vividthespis]

^ He is right you know.

[@AVweb]

This one is, sadly, hellishly stuck. Cylinders came off for guide reaming and clean-up.

[@rkt739]

Impressed that AVweb's meme game is strong enough to include “uh oh stinky” in a video about control towers

[@scottgee148]

Hi Paul nice video. I am both a controller and a commercial pilot. I live in Australia and control at a Class D tower. Our D towers are generally modeled on yours although there are differences. One thing I'd like to point out and it may seem semantic but from the controllers side of me I can assure you it's not. Whilst you are correct in regards VFR traffic not getting a separation service like IFR does we are still responsible for your safety in some way. We can't just fire off traffic and forget about you until you report on downwind or if we see two aircraft in close proximity we have to do something about it. We can't just say, ah, they are both VFR, not my problem. Saying VFR separation is not our job whilst in the terms of the manuals is correct, in my opinion it's not the whole picture. I can assure you here in Australia and I'm pretty sure it will be the same over there, if two VFR aircraft collide whilst on my frequency I will be yanked out of the seat and asked serious questions and there is the possibility of real ramifications. I do agree with what I feel the point of your video is, don't rely on the tower, keep your eyes out and spot the traffic. I feel that many pilots these days (here in Australia anyways) seem to think that once they are under ATC control they don't need to anything but what we tell them and seem to relax. Their Situational awareness seems to drop off, they aren't listening to what anyone else is doing and are only listening for the own callsign which is stupid. This is very evident from their requests for other runways etc that had they been listening would be obviously not available due to something else going on. The other thing to remember and you did mention it, we are only human. We do make mistakes. I have in the past and probably will again both in flying and ATC. We are all part of the system, pilots and controllers both share the same goal, to get you from A to B safely. Keep up the good work, cheers from down under, S.

[@loums52]

Have really enjoyed these informative (and entertaining) videos since I discovered the channel. When I first started flying "real" airplanes (I flew ultralights for a number of years), I was surprised to learn when flying out of a class D airport what this video emphasises...you still need to really look around and often! And though I like all the colored maps and shiny objects in the cockpit, I still practice pilotage and ded reckoning on paper charts while checking things with a GPS. Thanks for the video.

[@mcflyr64]

Very informative and Paul is just great, as always!

[@LtKrunchy]

Came for expert knowledge, stayed for unhinged comedy… finally, one smart dude with a black belt in sarcasm….

[@skydogg33]

The old rope trick saved me a few times. Last annual had two cylinders low compression. Did it to both of the and came out great. Saved weeks of down time and money of course too.

[@jonathanwelter]

See and avoid doesn’t work for ground vehicles either.

[@georgemorley1029]

“All the time”…doesn’t work “all the time”. Let’s say that, for arguments sake, 99.9% of the time, it works…every time! Just like Sex Panther…cough. But when you have 1,000,000,000 car journeys a day, that’s still 100,000 crashes (0.01%). That’s plenty of crashes to focus on and even more to ignore. 999,900,000 to ignore in fact.

[@tropicthndr]

Som Ting Wong, We Tu Lo, Ho Lee Fuk. Their still hitting stuff, even to this day, in the air and on the ground. Genetics.

[@jamescaley9942]

@@georgemorley1029 I don't think it is "working" 99.9% of the time. The baseline probability is just low due to the big sky. It is just one of those things that has a low occurrence probability but a high severity impact if it happens. The probability of detection (see and avoid) is I suspect relatively low.

[@georgemorley1029]

@@jamescaley9942 Sorry, I’m not talking about the air, I’m talking about ground vehicles. Imagine that looking and avoiding works for people driving cars around, 99.9% of the time. Let’s imagine that you might look 999 times in a long journey on a motorway, but that one time you don’t and the other guy doesn’t either, thats the thousandth time, and there you go. Accident. So it’s not infallible is my point, but it does certainly have effect on the whole. Oh and I totally agree the point you make about probability versus severity, but then again I am trained as a systems safety engineer for projects.

[@jonathanwelter]

I am not saying that it never works and not saying that it’s perfect. Just saying that humans have flaws and miss things. That’s the pilot doing see and avoid and the manufacturer building and programming the avionics. People make mistakes. We will never have zero accidents/incidents, but we must continue to strive for it.

[@josephking6515]

When I was learning to fly in the late 70s in NZ, the Tower was explained to me as something that provides IFR traffic with separation from VFR traffic and the only time it separated VFR traffic was when the CTZ airspace descended into SVFR conditions. Don't seem to have changed much IMO unless I am now getting it wrong. 🤷‍♂️

[@n1454aj]

Thanks! Always informative and entertaining.

[@mytech6779]

To be more clear, "separation" is not synonymous with minimum radar separation though that is the most common in the lower 48 today; separation only means that the two things are kept from direct physical interaction, whether it is aircraft-aircraft or aircraft-terrain. The term only applies to IFR to IFR aircraft, even tracon and center with radar are not legally reponsible for IFR-VFR though they will assist preventing problems if they see them. Types of separation in the rule book include: Tower-visual separation where the tower can see the two IFR aircraft and has radio contact with at least one(no minimum distance); aircraft visual where it is on the pilot to not collide with the item they have in sight (includes vfr on top); radar separation which has fixed distances; time based separation(aka non-radar) where there is a minimum delay between two aircraft crossing some a checkpoint. Runway sequencing is also providing separation. (VFR on top was more useful in the pre-radar days.) A bit of a rare novelty: there is a section in the ATC rules where visual towers do provide in-air IFR separation outside of their airspace, specifically where the flight is IFR but the tower has visual and radio contact and then hands off control to a nearby tower that has also made visual and radio contact, all without involving center or tracon. Totally non-radar so the 3 mile rule does not apply.

[@mytech6779]

And the tower still can't get ADSb from many planes at low altitudes in mountainous terrain As it requires a ground receiver. So don't rely on ADSb even in airspace that requires it.

[@gdubactual]

The minimums are quite different depending on the flight rules being used, but separation does occur. Your statement about IFR - VFR separation is completely incorrect. Again, different minima but still binding on the controller's part. Towers, "visual" or otherwise, do not provide IFR separation outside of their airspace. Visual separation can be provided between IFR aircraft but it applies within the jurisdiction of the facility's airspace.

[@mytech6779]

@@gdubactual Only class A and B are positively controlled airspaces, in other airspaces VFR is legally responsible for its own separation and so ATC does not have a requirement to separate VFR.

[@adeeperbluegreen]

Always worth the time...

[@psjasker]

Such a pleasure to watch and liiaten to a well-crafted, logical and clear presentation

[@crawford323]

I agree with you about all of the distraction in the new cockpit.

[@johnb7490]

Love your presentation. Great video. Thanks

[@atcdork4112]

Your description/animation of how QA (i.e. “ATC Gestapo”) used to handle controllers that had a deal versus how the FAA handles deals now is 100% spot on. Used to be three strikes and you’re out (three deals within 18 months and you lost the job). Now it’s have a deal, take a break, fill out an ATSAP, and go back to work. No accountability any more.

[@GlennDavey]

0:04 Paul, your mother says "don't mumble"

[@jort93z]

The german in the gestapo "sketch" is actually pretty polite and translates into something like "Why did you(polite you) drive(like cars do) the airplanes together" I think a rude gestapo dude shouting at the other guy would probably say something along the lines of "Warum hast du die Flugzeuge zusammen gelotst?"

[@av8tor261]

A great refresher. Well done. BTW. The mess hall is next to the class B control tower. LOL.

[@johni6138]

...I don't like talking to people...at all 🤣 just keeps getting better and better

[@rnzoli]

In Europe, EASA makes it very clear: it's the aispace class and the flight rules that matter. I as a VFR traffic will be - Class A: fully separated from the whole airspace (not allowed to enter) - Class B: fully separated from IFR and VFR traffic - Class C: separated from IFR traffic, but not separated from (only adviced about) other VFR traffic - Class D: not separated from anything, only traffic advisory - Class E: not separated from anything, traffic advisory "as far as practical" - Class F: not separated, uncontrolled airspace - Class G: not separated, uncontrolled airspace In short, unless we are in a Class B airspaces, VFR pilots will NOT be separated from other VFR traffic by air traffic services. The pilots need to do that themselves, it's their responsibility and any additional help received from the air traffic services (suggested avoiding actions etc.) don't transfer the responsibility away from the pilots to acquire the other traffic visually and avoid collisions. Source: www.easa.europa.eu/sites/default/files/dfu/Easy%20Access%20Rules%20for%20Standardised%20European%20Rules%20of%20the%20Air%20%28SERA%29.pdf APPENDIX 4 ATS AIRSPACE CLASSES - SERVICES PROVIDED AND FLIGHT REQUIREMENTS

[@williamtrusler1508]

A very good and accurate presentation.

[@ReflectedMiles]

Sounds like a review of Section 8 in Chapter 3 of federal Order 7110.65 might be needed. That's the terminal (tower) control section that describes the _requirement_ that, yes, even VFR tower controllers have for both spacing and sequencing (i.e., effectively, separation). The instruction to "separate" one aircraft from another in various scenarios appears quite a few times in that chapter. (Of course, this does not diminish pilot responsibility to see and avoid under the CFR, either.)

[@mytech6779]

Many people only think of the environments that require some set explicit minimum separation beyond no-contact, like the 3 mile tracon rule. But separation more generally means that an IFR flight stays separate from both another IFR flight and the terrain, the minimum separation is no-contact if nothing else is specified. (Though there are always minimum terrain clearances and airspace buffers as far as I'm aware. Just by way of minimum vectoring altitudes, airspace design, and route MOCAs. Even final approach has an MDA.)

[@JPatterson61586]

@@mytech6779 Let's also not forget SRS which means... Same Runway Separation (3-9-6 and 3-10-3 of the .65 as mentioned) literally is a form of Separation. Not hitting each other is Separation And we also provide IFR separation. So yes, we very much provide Separation. As well as the airport conditions to pilots, along with IFR clearances. I think Mr. Antisocial should have actually talked to a tower controller at a VFR before making this video.

[@LosBerkos]

There is a word missing (after 'have) 'from your comment making the meaning unclear.

[@JPatterson61586]

@@LosBerkos no there is not. To put it another way: most of us should have actually learned that it is "should have" not "should of" but since we technically say "should've" we get confused when reading it sometimes.

[@mytech6779]

@@JPatterson61586 Maybe he was talking about FSS airports?(more common in Alaska) Truely though I don't know exactly what a "VFR tower" is; as far as I know traffic on an IFR plan can operate from and to any airport. "Visual tower" I imagine is just an old fashioned tower with folks that look around the sky and airport grounds, and direct aircraft based on what they see and the info relayed by other sources. Basically everything except local radar. I also know an FSS tower is in general not authorized to provide separation services only advisory info and relay of info from ATC like flight plan clearances, and may also provide some coordination of things like which runway and pattern direction is active and better ATIS updates.

[@petemyers9428]

Yep. The further from humans, the better the day. :)

[@scottp6539]

I understand your point. But my Dad (A Piper Engineer) used to take me flying in VRB back in the early seventies with no control tower. You had to wait 20 to 25 minutes just to take off and sequencing was a pain in the ass for landing. There has always been heavy traffic in VRB. They got a control tower in 1973 finally. Sometimes they are very badly needed. FPR was the same way. But I understand your point here.

[@ryanjohns6189]

Your info was mostly correct but highly misleading. There is more to almost every example you gave, however, I’ll be brief. ATC is a very valuable resource and to portray as incompetent (which some are) and burden to a pilot maybe the very link in the chain that keeps a pilot alive. The faa is the organization that started handling “deals” differently, but it was for exchange of information. A controller must file an ATSAP which is like a nasa report for a pilot. The program is not perfect but it has led to many changes to make the system safer. Runway separation is the only tower function, well that’s only part of the story and would love to go further into that. I’ve been certified in multiple up downs ( tower and approach) at an ARTCC and now at a core 30 tower. As a pilot I use flight following and atc services every time I fly. I was only commenting so that you might consider the benefits of having atc a part of your flight. And not scare people from using their services.

[@N34RT]

Thanks, Paul. Another excellent video production. Might I ask you address one of my pet peeves in an upcoming video? With more and more "pilot factories" churning out new pilots to meet the future demands of the professional pilot world, I'm perturbed by pilots who use their full call signs with every transmission, on every frequency. When I began receiving flight instruction in 1977, it was "full call sign on first frequency contact, then ONLY the last three, unless otherwise instructed by ATC." It's annoying and frustrating to get two or three of these new students ( or newly licensed pilots) on a busy frequency, only compounding the "audio congestion".

[@philipmcniel4908]

Isn't it supposed to be "full callsign until the controller uses a shortened version," because the controller's the one who knows for sure whether there happens to already be another aircraft with your last 3 in the area?

[@aliptera]

@@philipmcniel4908 yep, it was always like that, @n34rt has it wrong

[@patrickpowell2236]

...and provides IFR separation between IFR arrivals and departures, and successive IFR departures, as far as the IFR authority (overlying approach control or center) allows them, and/or NON-RADAR separation of IFR/IFR, and provides SVFR separation and can even provide RADAR services when they have a BRITE or STARS. But yeah, sequence to the runways is what most people know.

[@sadbucket]

Can you do a video explaining the differences between Canadian and US flight procedures?

[@Ngkforever9543]

I agree

[@rigilchrist]

Well, that was useful, thank you. Loved your sign-off!

[@SkyLifeFlyer]

Always constructive and educative!! And fun to watch!! Thanks!

[@mikeschultze3135]

A Control Tower controls all movements on the ground. Planes, cars and emergency equipment. Towers also control IFR traffic within their Class D airspace for clearance, departures and landings. The VFR Flyers are given advisory reporting of traffic sequence in the air. They can enhance separation by requesting to report "left downwind" or "enter 2 mile right base. It's still see and avoid in all areas of VFR Flight rules. There is nothing wrong with reporting your altitude to help situational awareness when the need arises. If you need to extend downwind or prefer a different runway, request it. Communication is key when inside Class D airspace. Identify the traffic you have in site. Let the tower know your intentions. In an emergency, you suddenly own the the entire airport and area priority over all other traffic.

[@jorgedhernandez5407]

I'm with you. I hate talking to people, too. A non-towered airport vs a VFR is just a lot of talk and gives some a false sense of security. After flying for 20+ years I think eyes outside the cockpit is the best way to avoid traffic.

[@Triple_J.1]

A well-oiled class D tower is a thing to behold. RHV is a great example. Fourteen aircraft in the pattern, 3 more on straight in approaches, two inbound to intercept the 45. Two short 3,000x75' parallel runways with barely five wingspans of separation between. Landing both parallel, where opposite sign patterns are head-on collision course on Base leg at 400'agl over a cluttered shopping mall. Many times two aircraft are within 250', heading or drifting more or less at each other... But it works like clockwork.

[@ackack612]

Another example of how good this guy is.

[@RustyCoon]

“The baby Jesus knows I’m good at smarm” 😂 Your the best, Paul!

[@therickson100]

Also, it should be noted that today, January 2022, many military aircraft have not been equipped with any ADSB equipment, out or in. This includes training aircraft who have low time (inexperienced) pilots flying very high performance aircraft.

[@chadvough8359]

I was hoping for a " you want me in that tower, you need me in that tower " reference :)

[@TheAirplaneDriver]

Yet another outstanding video! Well done!

[@JosephSzarmachJr]

This guy is so entertaining and knowledgeable (in that order).

[@flyby1807]

You are talented and FUNNY "(A F)" I have nothing to add that has not already been said in the comments. I always enjoy and share your video. Thank you Paul.

[@timking2822]

Great info. Thank you.

[@avfan967]

Totally awesome as usual. Very very informative

[@donstor1]

Great content. I always get something out of AVweb. Thank you Sir.

[@avfan967]

Agree. Often when I think I know the subject and then watch the video, I always walk away learning something

[@rath6599]

What a delightful man to listen to

[@dr_jaymz]

I find it really interesting having flown in the US, but its different here in the UK. We just have very complex airspaces very close together and any rules written by the CAA are completely impossible for anyone including the CAA to understand.

[@kr6dr]

Thank you for an excellent explanation that everyone can comprehend!

[@barbermot]

At least I can point to this channel when I claim I'm learning stuff on the interwebs.

[@toddw6716]

Unfortunately reference your written article in AVWeb June 18, it demonstrated the lack of knowledge by many air traffic controllers. It’s the FAA’s fault because they don’t do a good job providing training. They have thrown the responsible onto someone else and don’t insure they got it. Truth is the FAA is failing in so many ways because of the bloated bureaucracy of the government. In the FAA good controllers keep controlling. Poor to lousy controllers turn immediately to management positions where they have little knowledge of the job or for that matter many don’t care as long as the money keeps flowing. This might have been fixed by privatization but that failed because too many management officials would have lost their golden parachute paycheck! Thanks Paul.

[@speedomars]

ATC does not provide separation for VFR UNLESS...it is special VFR, near a Bravo, have flight following (and they provide it on a workload basis) and all must be under radar coverage.

[@12345fowler]

I found your introduction quite amusing. "Flapping their lipps". Yep, I can think of some of them. You wouldn't be be part of that group tough. Keep up the good work.

[@12345fowler]

Aaand I'm sure you had this marvellous YT video about that Citation busting in a busy class D pattern in mind when you decided to do this video. The comments on that Citation video are quite hilarious, beeing right (as you point out in this video, tower has no responsability whatsover to provide separation in VFR) or wrong.

[@LarryB-inFL]

Very good video...but I still am missing something here about towers and separation: If I am coming in on an IFR flight plan, and handed to a tower, am I or am I not being kept separated? I have always assumed I was. Certainly, when I am also in the class D with a big part 121 airliner, I have assumed that they are being kept separated....so am I not?

[@AVweb]

You are separated from other IFR aircraft in Class D airspace, but not VFRs. Class B and C have VFR separation requirements. Many, if not most, Class D towers do one-in/one-out separation, meaning an IFR departure won't be released until an IFR arrival has landed or cancelled IFR.

[@BigEightiesNewWave]

Newbie here, did a search, ATC 5 miles out, TRACON 30-50 miles, ARTCC high altitude en-route, is this about right for a simple explanation?