Incidentally, you responded to this thread and have no way of knowing you're 100% right.This site would be better served if people start making sure that they are 100% correct when giving advise.
So when two helicopters are involved, the succeeding aircraft is NOT a helicopter?Such as, when the succeeding aircraft is a helicopter, visual separtaion may be applied in lieu of using distance minima.
I like how you assume I am a him. Second, why would I hand my cto over? I've been working helos long enough that you guys are trying to make mountains out of a mole hill. Cleared to land the numbers (following helo), cleared for the option abeam Alpha taxiway (number one helo)... Its not complicated. Tell two helos in the pattern, second following and reports number one in sight - who gives a sh*t where they are on the runway - THEY ARE RESPONSIBLE to remain 200+ft apart. Thats the beauty of helicopters. Unless its an Osprey. I would NOT clear the second helo for the option to prevent any confusion.What's wrong with what he said? For the most part I agree with him...
Once again I would like a radar controller to jump in but I have been working Local or Assist numerous times and approach jacks up on final and runs two aircraft to close on final and YES they do call up over the shout and ask us if we can provided visual.
What I was getting at was Visual Separation, so ya it's a little off topic. But what I was addressing was closer rate on final between arrivals. Example: F16 following a B737. or F900 following a LJ35.Radar controller talking... I think your about to argue a completely different scenario. Thats a whole different story. If I send you a helo straight in for pattern work, and a guy on the base for patternwork, I don't need them to see each other, I don't need to do anything more than sequence them (as in ensure who is number one and number two). I don't need to give you three miles to make sure the first guy has plenty of time to camp. Thats your job as a tower controller. For goodness sakes, they are helos. Land midfield, land the numbers you call departure. Simple.
What was the separation when you got them? Minimum with matching speeds? Then I would say its your job. If they were 5 miles with matching speeds and you let it close up when the first guy dogged it, your deal.What I was getting at was Visual Separation, so ya it's a little off topic. But what I was addressing was closer rate on final between arrivals. Example: F16 following a B737. or F900 following a LJ35.
It was omitted because sub f is at thresholds, since we're talking local control here I felt final separation wasn't important for the sake of argument.Convenient you left out Sub e. let me post that for ya!
e. Separate aircraft operating directly behind, or
directly behind and less than 1,000 feet below, or
following an aircraft conducting an instrument
1. When applying wake turbulence separation criteria,
directly behind means an aircraft is operating within
2,500 feet of the flight path of the leading aircraft over the
surface of the earth.
2. Consider parallel runways less than 2,500 feet apart as
a single runway because of the possible effects of wake
1. Heavy behind heavy− 4 miles.
2. Large/heavy behind B757− 4 miles.
3. Small behind B757− 5 miles.
4. Small/large behind heavy − 5 miles.