MrYenko posted:

Anyone that is smart enough to go to college is smart enough to do the math between the annual hiring numbers and the number of CTI graduates every year. The program certainly has upsides, but mostly its a scam to funnel student loans into aviation college coffers.

two_beer_bishes posted:

huge payout.

SeaborneClink posted:

More like OZ214 was fknlo

Tommy 2.0 posted:

At ZJX, at the "Ocean" sectors (Torry/Metta/Knemo), it is all professional pilots in high performance planes at high altitude. All north and south bound. drat near ZERO crossing traffic. Because of the absolutely lack of complexity you can cram a LOT of planes in these kind of sectors and have your feet kicked up. Like, 30 planes and still approving IAFDOF without a lot of thought. The ultra-high sector this time of year having 50+ planes is a normal thing. I'd imagine the Miami center guys experience the same thing.

ausgezeichnet posted:

I've been flying out of PBI almost exclusively to TEB the past four months and it's crazy how much traffic is near AR16/19. Heading north we'll get held down for a couple of JetBlue guys heading to FLL, but almost always get turned direct SNABS way before the airway. Sometimes I when I don't see a conflict on the TCAS I'll select the ABV/BLW setting and it'll look like moths around a porch light. A serious shitload of traffic. Not being started down way early is nice on the return. We buy cheap gas at home in PBI and I look like a stud to the boss when I can land with skosh fuel. Please don't make me divert for fuel to MLB for my insolence.

MrYenko posted:

If you're going into PBI on the WLACE, there's a decent chance you're talking to me. Say hi.

ausgezeichnet posted:

We usually get routed on the FRWAY5, but I'll ask for Yenko... or should I ask the dude on the freq if they have stairs in their house?

MrYenko posted:

If you're coming from the northeast, you shouldn't ever see the WLACE unless poo poo is hosed. If you head back towards the northland overland, via the TBIRD or LMORE, that's also possibly me.

Don't ask for Yenko; ask for Frank.

MrYenko posted:

Holy poo poo that is a seriously pretty Falcon.

hobbesmaster posted:

This one then?


I love that paint scheme.

ausgezeichnet posted:

vessbot posted:

Controllers working ground or clearance delivery: is it annoying when I ask for a clearance more than 30 minutes prior to departure time? (Assuming that I tell you that detail in the request)

xaarman posted:

Question from one of my students: When does ATC consider aircraft a formation with air refueling?

I thought it was when we declared MARSA and cleared to tanker freq, but that can happen at hundreds of miles out. Then, it was within 3 miles when we turn off our squawk. However, that implies non-standard formation without the request...

We were doing student training and the tanker miscalculated it's timing and was late to the Control Point. They asked us to do a 360 at the Internal Point, so we called up Center and asked permission. The question arose that we had already been cleared to Tanker freq, so should that request have been relayed through the tanker?

Also, what reg is all this in? I tried Googling but didn't come up with much ...plus I don't understand how your regs are laid out... J5893.45PW ???

Tommy 2.0 posted:

What Ferret said is spot on about the technicalities of getting your clearance. With that said, if you are at a busy facility and do this you are making extra work for the controller and they will NOT be happy. It creates extra work where those seconds can be better utilized elsewhere. Don't be surprised if you are told to "standby for squawk" if requesting prior to that 30 minute window. The ATC computers don't assign a beacon code to an IFR plan until that flight is within 30 minutes of it's proposed departure time.

Now if you are at a slow place, who cares. You will most likely piss someone off regardless if you are doing it nicely or rudely when talking to controllers.

The Slaughter posted:

My squawk was 6660 the other day. The ATC computer shouldn't be able to spit that out in case of superstitious pilots like me.

Tommy 2.0 posted:

who cares. You will most likely piss someone off regardless if you are doing it nicely or rudely when talking to controllers.

xaarman posted:

Weekend holiday bump!

quote:

9−2−13. MILITARY AERIAL REFUELING
Authorize aircraft to conduct aerial refueling along
published or special tracks at their flight plan altitude,
unless otherwise requested.

PHRASEOLOGY−

CLEARED TO CONDUCT REFUELING ALONG
(number) TRACK,

or

FROM (fix) TO (fix),

and

MAINTAIN REFUELING LEVEL (altitude),

or

MAINTAIN (altitude),

or

COMMENCING AT (altitude), DESCENDING TO
(altitude).

NOTE−

1. During aerial refueling, tanker aircraft are responsible
for receiver aircraft communication with ATC and for their
navigation along the track.

2. Aerial refueling airspace is not sterilized airspace and
other aircraft may transit this airspace provided vertical or
lateral separation is provided from refueling aircraft.

3. MARSA begins between the tanker and receiver when
the tanker and receiver(s) have entered the air refueling
airspace and the tanker advises ATC that he/she is
accepting MARSA.

4. MARSA ends between the tanker and receiver when the
tanker advises ATC that the tanker and receiver aircraft are
vertically positioned within the air refueling airspace and
ATC advises MARSA is terminated.

REFERENCE−
FAAO JO 7110.65, Para 2−1−11, Use of MARSA.
FAAO JO 7110.65, Para 5−5−8, Additional Separation for Formation
Flights.
FAAO JO 7610.4, Chapter 10, Aerial Refueling.

a. Provide radar assistance to the rendezvous for
participating aircraft:

1. When requested, and

2. By providing vertical separation prior to
MARSA declaration.

b. Do not request receiver aircraft that have been
cleared to conduct air refueling and have departed the
ARIP to:

1. Make code changes when less than 5 miles
from the tanker.

2. Squawk standby when less than 1 mile or
more than 3 miles from the tanker.

NOTE−
Requests for receiver aircraft to make code changes during
air refueling diverts the receiver pilot’s attention during a
critical phase of flight.

c. When issuing an initial air refueling clearance,
you may request a receiver to squawk standby when
the receiver reaches a point 3 miles from the tanker.

NOTE−
1. Receiver aircraft will squawk normal when separation
from the tanker is greater than 3 miles.

2. Once rendezvous is completed, heading and altitude
assignments may be made with the tanker concurrence with
MARSA remaining in effect.

3. Upon rendezvous completion, the tanker must keep
receiver aircraft within 3 miles of the tanker until MARSA
is terminated.

d. After MARSA has been declared, you should
avoid issuing course or altitude changes prior to
rendezvous.

NOTE−
Altitude or course changes issued will automatically void
MARSA.

e. Do not use the altitude vacated during the
refueling operation until the refueling aircraft has
reported reaching the next IFR altitude.

REFERENCE−
FAAO JO 7110.65, Para 6−6−2, Exceptions.

f. Approve requests by the tanker pilot for vectors
or alternative routes or altitudes as follows:

1. Furnish vectors or alternative altitudes at any
time.

2. Furnish nonradar routes only after the
refueling aircraft have passed the ARCP.

NOTE−

1. To meet a training requirement that aerial refueling be
accomplished in a nonradar environment, the military has
requested that vectors be furnished only upon request.

2. The tanker commander is responsible for coordinating
all inflight requests with other aircraft in the refueling
mission before submission of such requests to the center.

3. Normally, aircraft conducting aerial refueling operations
will utilize at least three consecutive altitudes.

g. Unless a vector or alternative route has been
furnished, clear the aircraft to depart the refueling
track at a navigational reference point or egress fix.
h. Request an aircraft to report the ARIP, ARCP, or
egress fix as necessary.

PHRASEOLOGY−

REPORT:

A−R−I−P,

or

A−R−C−P,

or

EGRESS FIX.

i. Expect the following procedures in addition to
those required by the appropriate parts of Title 14 of
the Code of Federal Regulations in the event of
two-way communications failure:

1. The tanker will depart the track from the
highest altitude in the block.

2. The receiver will depart the track from the
lowest altitude in the block.

3. Aircraft will squawk 7600 for at least
2 minutes prior to departing the track.

REFERENCE−
FAAO JO 7110.65, Para 9−2−14, Military Operations Above FL 600.

Butt Reactor posted:

So when ATC gives us an altitude and speed on an RNAV arrival, and then tells us to "resume the arrival", that means to cross the next fix with the published speed/altitude, right? Because we flew the Leehy 3 into SLC the other day and were told direct Dryve and resume the arrival (after being cleared down to 16000). I asked myself and the other guy flying "so this means we cross Dryve at 15, yeah?" captain goes "yeah that sounds right but let me check" to which the controller responded "no stay at 16, expect lower from the next controller". Was I right and ATC screwed up the assignment or did I misinterpret the clearance?

Butt Reactor posted:

So when ATC gives us an altitude and speed on an RNAV arrival, and then tells us to "resume the arrival", that means to cross the next fix with the published speed/altitude, right? Because we flew the Leehy 3 into SLC the other day and were told direct Dryve and resume the arrival (after being cleared down to 16000). I asked myself and the other guy flying "so this means we cross Dryve at 15, yeah?" captain goes "yeah that sounds right but let me check" to which the controller responded "no stay at 16, expect lower from the next controller". Was I right and ATC screwed up the assignment or did I misinterpret the clearance?

quote:

RECOMMENDATIONS
To improve FAA’s ability to ensure adequate staffing at its most critical air traffic control facilities, we recommend that the Federal Aviation Administrator:

1. Develop and implement a methodology with completion dates for determining en route staffing ranges, as suggested by the National Academy of Sciences.

2. Document and use the results of Operational Planning and Scheduling tool when annually negotiating controller work schedules at each facility.