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TheUnforgiven posted:Going to take a wild stab and say at the Academy. Hope you enjoy a boring rear end job that pays extremely well..lol Seattle Center, actually. I'm interning at flight data and there's a certification course next week.
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Feb 24, 2015 17:02
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MrYenko posted:Was speaking with our most recent batch of academy intake, today. They had seventeen in their class, with ten passing.  That's a 4000 mile route, everyone got pissed off.MrYenko posted:Anchorage center. MrYenko posted:And last, Where is this? hjp766 fucked around with this message at 22:33 on Feb 24, 2015 |
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Feb 24, 2015 22:28
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hjp766 posted:Don't be the moron who instead of when airbourne asking me for level, mach number and ETA instead, on the ground, when I asked for clearance out of San Juan at stupid o'clock at night when it is just one frequency, read out THE ENTIRE loving FLIGHT PLAN TO FRANKFURT. PLEASE GOD: I have to read it back to you exactly If you don't do that on the ground on VHF you'll do it in the air on HF, which makes nobody happy. See notam A0017 13 for changes to the new york oceanic clearance delivery procedures (I must say that 10 times per shift).
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Feb 25, 2015 02:18
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hjp766 posted:Where is this? Barrigada, Guam http://goo.gl/maps/QpHHY 
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Feb 25, 2015 04:37
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MrYenko posted:Was speaking with our most recent batch of academy intake, today. They had seventeen in their class, with ten passing. Those three are being offered to everybody as alternates if you don't like what's on the list, though Alaska has been made mandatory to a few of the past couple western region people.
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Feb 25, 2015 07:53
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Pilot people. What burns more fuel? Doing 220kts on a 40 minute flight and holding for 30 minutes while I fit you into the flow for ONE OF THE BUSIEST AIRPORTS ON THE EAST COAST, or just loving doing 300 like I asked you to?
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Feb 25, 2015 15:47
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Pope Mobile posted:Seattle Center, actually. I'm interning at flight data and there's a certification course next week. I'd like to hear what you think of the facility since I'll be moving up there at the end of next year (hopefully  ). If you see a guy wearing a Purdue lanyard getting a tour at the end of next month that'll be me, looking forward to checking it out.
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Feb 25, 2015 18:01
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kmcormick9 posted:Pilot people. What burns more fuel? Doing 220kts on a 40 minute flight and holding for 30 minutes while I fit you into the flow for ONE OF THE BUSIEST AIRPORTS ON THE EAST COAST, or just loving doing 300 like I asked you to? Were they gear-down or something?
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Feb 25, 2015 18:48
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Zochness posted:I'd like to hear what you think of the facility since I'll be moving up there at the end of next year (hopefully Seattle center is nice, but the city it's in (Auburn) is a poo poo hole. You're about 45 minutes or so south of Seattle itself. You're a 20 minute drive from a town that's famous for a guy getting his colon punctured by a horse penis and dying (Enumclaw). The center is across the street from the largest casino in the state. Everyone I've talked to really prefers Seattle because it's a lot more laid back and not nearly as busy as east coast locations. Both flight data and controllers on the floor say they wish they'd transferred sooner. I've talked to people from Atlanta, Chicago and Miami. E: My internship is up at the end of March. I'm over in flight data. Word is that the OTS hiring announcement will be mid-March. They plan on getting enough people in to not have another announcement for 18 months. its all nice on rice fucked around with this message at 19:12 on Feb 25, 2015 |
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Feb 25, 2015 19:10
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The Ferret King posted:Were they gear-down or something? No. It's a scam by a certain regional to save gas. They were underfuelling planes so they declared min fuel ad soon as we assigned a speed. That lasted 3 days until we got approval to clear them back to their departure airport if they pulled that. It stopped almost immediately. Now their scam is to say they are MEL limited to 220. We are countering this with lengthy holding and brasher warnings. We have requested inspectors at the gates to ground the planes also.
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Feb 25, 2015 19:35
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Pope Mobile posted:Seattle center is nice, but the city it's in (Auburn) is a poo poo hole. You're about 45 minutes or so south of Seattle itself. Thanks for the info. I've done some research about the distance, at least I have plenty of time to think about where I want to live. I still don't know if I want to deal with that commute, hopefully I can get a sense of what it'll be like when I visit. Sounds like I should be glad I got in on an ERR when I did. Really hope I can get an FOL sometime soon to lessen the chance my release date gets pushed back. We just lost a dev who is taking a hardship to go work with Ferret King over in Corpus. Things are going to be really bad around here come late summer since we're losing 4 CPCs by September and apparently we are not slated to get any devs this fiscal year 
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Feb 25, 2015 20:22
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Pope Mobile posted:Word is that the OTS hiring announcement will be mid-March. They plan on getting enough people in to not have another announcement for 18 months. They are getting a LOT of people in come March. My facility is slotted for 45 of them alone. Zochness posted:Thanks for the info. I've done some research about the distance, at least I have plenty of time to think about where I want to live. I still don't know if I want to deal with that commute, hopefully I can get a sense of what it'll be like when I visit. Sounds like I should be glad I got in on an ERR when I did. Where are you at?
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Feb 25, 2015 20:29
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two_beer_bishes posted:If you don't do that on the ground on VHF you'll do it in the air on HF, which makes nobody happy. See notam A0017 13 for changes to the new york oceanic clearance delivery procedures (I must say that 10 times per shift). All that is now required is (please forgive the made up departure name as I seriously can't be arsed looking up a SID right now). Callsign 759 cleared Frankfurt via WATRS3 Departure, Flight planned route to destination, on departure climb runway track 4000, expect 350 enroute squawk 7575. As long as she just says "Flight plan route" on the deck this satisfies the new NY Oceanic entry requirements as we are deemed to be entering NAT airspace driect from US domestic airspace provided we then give Centre the ETA, and Mach over the first NAT waypoint. Piarco & Shanwick still require a full clearance prior to entry. NY, Gander, Santa Maria we can now enter prior to receiving clearance because of your beautifully expressed second point. We only now use HF for reroutes.
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Feb 25, 2015 22:16
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kmcormick9 posted:Pilot people. What burns more fuel? Doing 220kts on a 40 minute flight and holding for 30 minutes while I fit you into the flow for ONE OF THE BUSIEST AIRPORTS ON THE EAST COAST, or just loving doing 300 like I asked you to? is this on conversion from a Mach Number or is this all the time? If I'm told to "expect 300 kts on conversion" and can plan to do it then they are the same. If it is sprung on me then it burns more fuel when lower down as I will stay in the cruise longer to compensate if I know as opposed to coming off the ideal descent profile. When I worked short haul in a 320 we would hit FL300 on a 40 minute flight and plan straight up and back down and fuel is then an issue if ATC stuff you with a speed when low at the far end. So, whereas normally we would plan decent between 240 and 245 knots for econ going into, in this case, any London airfield we would plan on and fuel for 270 kts. All airlines planners to plan on landing with min diversion now to please shareholders. We then will take additional fuel to have suitable fuel for the airport involved. So if I'm expecting to land at midnight, it will be quiet, min diversion is fine, rush hour I want 15 minutes for the hold minimum. Also airmanship, the busier the airport the greater that common sense says carry more fuel... I always plan to hold once at DAYNE or MIRSI for Manchester when its busy and normally we work with ATC to turn it into a slightly longer vectored arrival than an actual hold during the day, but when it's busy you will hold. At night we'll be cleared for the ILS up to 80 miles out. There is (or certainly was) a beautiful one liner buried somewhere about London arrivals... no delay is up to 20 minutes in the hold for London TMA. However, with two independent runways with two independent instrument approaches we can elect to use diversion fuel to hold/continue to original destination. We will declare Mayday at any point we BELIEVE we will now be landing under final reserve. Again, airmanship, this probably means after using 15 minutes of our 30 minutesish of diversion fuel we will give you a PAN that in 15 minutes we will need to upgrade to a Mayday, further when we start doing this or entering an indefinite hold we will normally tell you the controller our endurance prior to diversion/low fuel state at that point in time... helps everyone with sequencing hjp766 fucked around with this message at 22:35 on Feb 25, 2015 |
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Feb 25, 2015 22:28
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hjp766 posted:All that is now required is (please forgive the made up departure name as I seriously can't be arsed looking up a SID right now). Wow, that's much easier. The only time I ever get to say "Flight plan route" instead of giving the entire route is with Piarco clearances when we get the flight to say their full route (at least until landfall) before issuing the oceanic clearance so they can verify the assigned route. I work HF for NY/Piarco and reroutes are a serious pain.
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Feb 25, 2015 22:37
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hjp766 posted:Words The cap for this particular route is fl210 so indicated. We assign speeds 100% of the time for this airport and we hold so often that our sectors are literally just a line of holding patterns. Now that departing min fuel is a guaranteed clearance back to your departure airport for more fuel, they are claiming their airplanes and broken and they can't fly the speeds we need to sequence them. I'm not going to try and sell a stack to the tracon because I know you're full of poo poo and after about the 5th time, they aren't going to buy it. So fly fast or fly slow in a circle for an hour and burn more fuel and deal with the customer service issues when people miss connections.
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Feb 25, 2015 22:46
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kmcormick9 posted:The cap for this particular route is fl210 so indicated. We assign speeds 100% of the time for this airport and we hold so often that our sectors are literally just a line of holding patterns. So the equivalent of short haul into AMS/LHR/LGW/MAN... Who in there right minds takes min fuel into there when it is busy??? And out of curiosity what is the field? The rule of thumb we operate to is plan to arrive at a busy field with at least 1hrs fuel (when min diversion is about 40 - 50 minutes total (30 minutes final + 10 diversion)) as this equates under the fuel rules mentioned earlier in 20 - 30 minutes of fuel for speeds/vectors/holds. Edit: and if its MEL or CDL then you need more fuel not drat less... Re-edit: unless its something like a gear down recovery flight in which case we coordinate with you guys because its so drat weird. hjp766 fucked around with this message at 22:59 on Feb 25, 2015 |
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Feb 25, 2015 22:55
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hjp766 posted:Who in there right minds takes min fuel into there when it is busy??? A regional airline that had the bright idea to declare a fuel emergency and get on the ground sooner. They'll be bankrupt before the FAA can fine them!
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Feb 25, 2015 22:58
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OK, gotta ask: If airlines are playing fuel games like that, does there come a point where that impacts safety (of me the passenger)? Like, are we talking a situation where these guys are crying wolf and nobody'll believe em when they really *do* have min fuel for some reason?
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Feb 25, 2015 23:14
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Spacewolf posted:OK, gotta ask: If airlines are playing fuel games like that, does there come a point where that impacts safety (of me the passenger)? Like, are we talking a situation where these guys are crying wolf and nobody'll believe em when they really *do* have min fuel for some reason? They can declare an emergency if it really gets bad (surefire way to get priority), but then the pilot and dispatcher have to answer for lovely fueling.
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Feb 25, 2015 23:21
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Spacewolf posted:OK, gotta ask: If airlines are playing fuel games like that, does there come a point where that impacts safety (of me the passenger)? Like, are we talking a situation where these guys are crying wolf and nobody'll believe em when they really *do* have min fuel for some reason? The problem is that if the loading is legal there is no recourse... And in fact turning them back if they launched with legal fuel and they have gone mayday opens the controller up to being taken to court... A selection of links... http://www.travelweekly.co.uk/Articles/2013/07/22/44737/ryanair-probe-prompts-call-for-aircraft-fuel-levels.html http://www.telegraph.co.uk/travel/travelnews/10194800/Ryanair-investigation-prompts-call-for-new-fuel-guidelines.html http://news.aviation-safety.net/2013/06/28/spain-concludes-investigation-of-low-fuel-incidents/ http://www.independent.co.uk/travel...ts-8749046.html The law says... Fuel to taxi Trip to destination 5% of trip as contingency/3mins/20mins (min/max) Fuel from MAP to Diversion to G/A to Hold Point 30 mins holding at 1500 feet If they load that, they are legal and drat all anyone can do. PS just found http://www.independent.co.uk/news/corrections/ryanair-8755108.html read c. 6 minutes - if its fuel and not water in the bottom of the fuel tank... it still gets read as fuel PPS once you say Mayday or Pan it is paperwork heaven and tank dipping etc time PPS we will be having tea with no biscuits and a discussion as to "why the hell didn't you load more fuel" to give an idea... heading out over water for 10 odd hours with no where to drop in on in the last 2 hours... loads extra, offload freight, flying the last 2 hours over shedloads of airports is different... we'll load the freight and hope we don't need a techstop... but if we have to... we have to, and if it is tight we'll drop in somewhere, but we will liase with company and atc to assess what is best for all on the day, hence why you hear guys ask when they hit the first domestic frequency what its looking like... it is code for "do I save fuel, tank in, or techstop" and normally coming off the pond at stupid o'clock for London they'll slow people up to 0.72 so they don't have to hold so much so they can save fuel hjp766 fucked around with this message at 02:14 on Feb 26, 2015 |
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Feb 25, 2015 23:25
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Tommy 2.0 posted:Where are you at? AMA We got no applicants on our last CPC bid either haha. I guess we're getting an ERR eventually but their release date is like mine, 2 years. Really hope they change things and give us some new people soon.
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Feb 26, 2015 01:50
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I want to know why there are pilots letting themselves be dispatched at min fuel. Even at my cost obsessed airline no one will fight a pilot for a request for more fuel. If they ever did they would probably end up doing a carpet dance once the union, or the FAA, found out about it. Zochness posted:AMA According to the rumor mill one of our planes had to go around twice in a row at AMA the other week because a V-22 was completely making GBS threads up the pattern. Any truth to that?
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Feb 26, 2015 04:01
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Are they draining left over fuel out of the tanks and throwing it away? If not, why the gently caress would it matter? How does running minimum fuel save money?
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Feb 26, 2015 04:04
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KodiakRS posted:I want to know why there are pilots letting themselves be dispatched at min fuel. Even at my cost obsessed airline no one will fight a pilot for a request for more fuel. If they ever did they would probably end up doing a carpet dance once the union, or the FAA, found out about it. With min fuel you can complain about a speed assignment but you can't refuse it. With a broken plane you can claim you are unable the speed.
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Feb 26, 2015 04:08
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fknlo posted:Are they draining left over fuel out of the tanks and throwing it away? If not, why the gently caress would it matter? How does running minimum fuel save money? Less weight.
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Feb 26, 2015 04:51
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kmcormick9 posted:No. It's a scam by a certain regional to save gas. They were underfuelling planes so they declared min fuel ad soon as we assigned a speed. That lasted 3 days until we got approval to clear them back to their departure airport if they pulled that. It stopped almost immediately. Didn't Ryanair do this in Europe? There was a documentary on TV in the UK about them declaring 3 fuel emergencies in Barcelona within about an hour. Edit: It was Madrid: http://www.dailymail.co.uk/news/article-2206322/Ryanair-ordered-review-fuel-policy-making-THREE-emergency-landings-planes-ran-out.html (trigger warning: Daily Mail link) And I think it was a slightly different scenario. Edit 2: Massively beaten. Apologies.
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Feb 26, 2015 11:08
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fknlo posted:Are they draining left over fuel out of the tanks and throwing it away? If not, why the gently caress would it matter? How does running minimum fuel save money? Tankering more fuel than you absolutely need costs fuel to lift it and bring it with you. Depending on the length of the leg, an extra pound of fuel can cost between one and eight cents of extra fuel burned. Take an extra fifteen-hundred pounds past what is legally required can easily cost $50, and maybe double that on a longer leg, which is a significant amount compared to what the airlines are making per-seat. As was mentioned above, though, any airline that is forcing pilots to accept a flight with only minimum fuel, and then disciplines or intimidates them if they request more deserves a serious nut-punch.
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Feb 26, 2015 12:51
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An extra tonne of fuel loaded equates to 6-700 kilos of extra fuel after a 9 hour sector or thereabouts.
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Feb 26, 2015 17:14
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KodiakRS posted:According to the rumor mill one of our planes had to go around twice in a row at AMA the other week because a V-22 was completely making GBS threads up the pattern. Any truth to that? I haven't heard anything about that and our facility is really small so we usually hear about everything. We do have V22s flying around all the time because the Bell assembly plant is on the airport, but they usually fly a pattern for the parallel taxiways and stay off the runways.
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Feb 26, 2015 17:25
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MrYenko posted:Tankering more fuel than you absolutely need costs fuel to lift it and bring it with you. Depending on the length of the leg, an extra pound of fuel can cost between one and eight cents of extra fuel burned. Take an extra fifteen-hundred pounds past what is legally required can easily cost $50, and maybe double that on a longer leg, which is a significant amount compared to what the airlines are making per-seat. On the contrary sometimes, tankering fuel SAVES money. A good example of this is in the western US, where a few smaller regional-served airfields have only one FBO that can charge up to twice as much as a hub for Jet-A. My company has the unspoken rule where if you want to take extra fuel somewhere (especially where refueling can be more expensive) then dispatch better NOT tell you "No". Also, kmcormick9, is that regional pulling that nonsense Waterski?
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Feb 27, 2015 06:05
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Butt Reactor posted:On the contrary sometimes, tankering fuel SAVES money. A good example of this is in the western US, where a few smaller regional-served airfields have only one FBO that can charge up to twice as much as a hub for Jet-A. My company has the unspoken rule where if you want to take extra fuel somewhere (especially where refueling can be more expensive) then dispatch better NOT tell you "No". Absolutely. My old airline used to tanker fuel EVERYWHERE, because it was almost always cheaper in Miami than it was in whatever shithole they were flying into. The exception was AMC contract flights, which staged out of Dover AFB, or sometimes Charleston AFB. Sweet, sweet Uncle Sugar-supplied Jet A. The cheap fucks actually made me go through the defuel song and dance before repositioning to Dover, because the USAF was going to top up the tanks when they got to Dover. When you're flying a 737 between Houston and LA, though, you probably want to bring the bare legal minimum.
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Feb 27, 2015 12:51
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Tommy 2.0 posted:San Juan CENRAP is a poo poo hole of a place to work. Don't ever think of trying to go. Long checkouts with horrible work conditions. What does checkout mean in this context? I'm eagerly awaiting the OTS hiring thing this month. But if those academy grads mentioned last page were only offered jobs at Miami and then a bunch of middle-of-nowheres, is that indicative of how it might be for people who start the hiring process this month?
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Mar 2, 2015 01:05
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The Bramble posted:What does checkout mean in this context? It's totally random, just like every other part of the entire loving process. (It's really awful.)
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Mar 2, 2015 01:32
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MrYenko posted:It's totally random, just like every other part of the entire loving process. (It's really awful.) Yeah, I mean I would quit my current stable, government job to go to academy and all that if I got through, but if I found out that meant I was going to end up in Guam I would probably have to deal with regret. How easy is it to transfer around between towers and centers once you become certified?
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Mar 2, 2015 01:39
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The Bramble posted:What does checkout mean in this context? To fully certify within your facility or area of operation. The Bramble posted:Yeah, I mean I would quit my current stable, government job to go to academy and all that if I got through, but if I found out that meant I was going to end up in Guam I would probably have to deal with regret. How easy is it to transfer around between towers and centers once you become certified? You can bid out to facilities looking for people, or voluntarily request a transfer. Either process can take a few months, to a few years, to indefinitely, depending on your present facility's staffing level and that of the place you're trying to go to. It took me about 8 months from application to transfer between my first two facilities. I'm waiting to transfer again as we speak, and I have a report date assigned. When I report to my new facility it will have been about 2.5 years from the time I initially began applying. So, I've already seen a pretty big variance between my two transfer times, and it could have taken even longer this time around. Transferring from Center to Terminal, or Terminal to Center isn't significantly more difficult that transfers within the same function. As a reminder, Terminal refers to Tower and Approach Controls. You may or may not have to go back to the Academy for that function's class/sims if you cross over. That will be handled after you accept your transfer offer, it's not itself a hindrance to getting selected. The Ferret King fucked around with this message at 02:05 on Mar 2, 2015 |
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Mar 2, 2015 02:00
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Looking forward to OTS hiring again also, even if it's a long shot to get in. I think I'd be great at the job and do well at the Academy. I'd have to get farther than the drat biographical questionnaire this time though... I'd gladly live in Guam or Anchorage for a few years to get my foot in the door. Those are actually a lot more appealing to me than a lot of places in the US.
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Mar 2, 2015 10:05
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Boola posted:I'd gladly live in Guam or Anchorage for a few years to get my foot in the door. Those are actually a lot more appealing to me than a lot of places in the US. I would have too. I don't know if I could do Alaskan winters, but I think Guam would have worked for me, had that been my option.
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Mar 2, 2015 14:28
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"Butt Reactor" posted:Also, kmcormick9, is that regional pulling that nonsense Waterski? No comment. I heard a new one today- "Center we have a little girl with cancer who will be late to her 1 o'clock doctors appointment if we hold"
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Mar 3, 2015 02:38
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kmcormick9 posted:No comment. Wouldn't you just ask them to confirm them declaring a medical emergency?
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