Control Towers Don't Do What You Think They Do 

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!

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.

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

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

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

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.

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.

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!!

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.

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?"

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.

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

Best Aviation content on the net 👍🏻

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

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

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

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.

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

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.

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.

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.

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.

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

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.)

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

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

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.

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.

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.

Always worth the time...

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

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.

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.

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.

Very informative and Paul is just great, as always!

(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).

Outstanding Paul! One of your best.

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).

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

Thanks! Always informative and entertaining.

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

Love your presentation. Great video. Thanks

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.

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

Yet another outstanding video! Well done!

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

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.

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.

Totally awesome as usual. Very very informative

Great info. Thank you.

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

(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.

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

This was very informative. Thank you.

Very helpful video thankyou!

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!

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

Thank you for an excellent explanation that everyone can comprehend!

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.

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

Love it, Paul!

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

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

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.

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

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!!

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

Thanks for this Paul. I always learn something from your videos!

A very good and accurate presentation.

Wow... just wow. Amazing info that is really a bit new to me!

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.

Love you Paul!

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. 🤷‍♂️

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 !

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

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.)

You do make me chuckle!

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.

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

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

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.

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.

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.

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".

Perfect and correct!! Thanks

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

Paul did a perfect job as usual. Sadly I'm going to have to watch this again, since I must be a bit slow. :)

What a delightful man to listen to

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.

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

Thanks. That was interesting

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.

This guy's hilarious and informative... Dangerous combination

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.

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.

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.

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.

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

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.

...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.