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Topics - Derek Vento

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1
General Discussion / We don't talk enough...
« on: November 07, 2018, 09:27:16 PM »
I don't think there's any other way to put it. We as a community don't talk enough. Your local ARTCC teamspeak isnt enough. We need more transparency with one another and need to speak more. You want a regional meeting? Whoop dee do. The goal is to advance a community of people that apparently love flying and enjoy controlling airplanes. If we took every teamspeak/discord and combined them on a Wednesday night, I could only imagine what the turnout would be?! We expect people to get "better" as students but think about how much a senior staff member could learn! Think about how much a new staff member of his or her ARTCC could learn. ATMs, TAs need to get better on how to run their respective facilities. I'm sorry but...we do not share enough information with each other. It's called a DIVISION and unfortunately that is exactly what's occurring...People need to step up. If the membership of your ARTCC is trying to suggest things to you, or is providing you feedback, LISTEN to them! You took up a volunteer position, so DO IT! RUN your ARTCC and if you need help stop acting like you're too good to ask for it! There are some older gentleman in some of these places that are offering SIMPLE life advice. The personal life you live transfers into who you are as a manger, leader and training administrator.

Students should pro actively be learning and should be consulting with people from other ARTCCs. Don't sit here and tell me it should occur through the forums, because I'll sit here and tell you why I wholeheartedly disagree. In aviation it's a field of communication...so why aren't we?! There are tons of members out there that have tons of knowledge and I'm sure would love to help someone else. There are tons of upper staff that I'm sure could use help or are willing to offer help, but we have got to put the ego to the side, reach out and ask for the help. If you're one of those that wants the help, reach out to your neighboring or ARTCC "across the country" and ask for a hand. Ladies and Gentleman, some of ya'll are complacent. I like going in TS to groan and moan every now and then but we have to speak with one another more often...

Oh and trust me, if you don't think I'm ready to get beat up on this post, you're 10 steps behind...

I love ya'll, I do, but we need to be better about speaking to one another.

That is all.

Derek

2
The Classroom (Controller Tips) / Speed Control and How To Use It
« on: August 04, 2018, 02:04:14 PM »
From day one as a controller, the toughest part of understanding this dynamic environment is when and how to issue speed control. Let me start off by saying, if you're an S3 you should already know the phraseology, and have somewhat and idea of what aircraft types will fly what speeds in all phases of flight; This includes departure, cruise, and primarily the final approach phase due to the concept of compression along the final approach course.

Recently, I have been flying on the network and have been given clearances that make no sense, are illegal, or need some general polishing.

I'll discuss a few examples of what speed control can and should look like, while also offering various techniques.

Let's say you have a Boeing 737 descending out of 12,000 for 10,000 and 250 @ 10K. If the aircraft is the only plane in your airspace, and you're giving the aircraft a descent to 3,000 there surely is no reason to slow the airplane down. The issue we run into is, misinterpretation of the aircraft's speed because we see 290 or 310 (ground speed in the data block). Note, the upcoming point I'm going to make is BASED off how far away the aircraft is from the final approach course, and typically it applies more so when the aircraft is already committed on a base leg or on a straight in. If you slow the airplane down for no particular reason, you're doing one of two things..

1. You think you're helping the pilot by telling him/her to slow when in fact you've just increased pilot workload and have put the airplane in a position where the rate of descent now DECREASES as the aircraft is now required to pitch up. This is why the 7110.65 states, SLOW first, THEN descend OR DESCEND and then SLOW.

2. You're inferring that you can essentially fly the airplane better than the pilot and in turn you have not done what you should do which is, GO get the flying miles you need to now put the aircraft in a comfortable position to fly the proper glidepath.

If you're confused, let me clear this up. Pilots know the rule, "No greater than 250 below 10K", but what you have to understand is that, there has to be a recognition of a pilot's altitude in reference to the final and you need to be proactive in this process. Being proactive doesn't mean slowing the #1 and only airplane in your airspace because you just feel like doing it, it means making decisions that are practical. If you realize the aircraft on a base leg is 2200 feet too high for the approach and hes 6 miles from the IAF, SLOWING doesn't help, YOU need to go get the additonal flying miles and issue a quick 20-30 degrees turn, and then possibly one turn to join the final.

My point so far is, don't slow to just slow. Slow when it's needed. Let the pilot fly the aircraft. If you don't tell him/her to slow, they will at some point, and that is what I would call, proper situational awareness on the part of the pilot.


Next...speed control while sequencing.

Let's say you have two aircraft on opposite downwind legs. When a sequencing is starting to develop it is essential you have recognition of the aircraft's speed, if you don't know what it is, ASSIGN it (DAL843 maintain 250 kts, DAL843 maintain 210 kts OR greater, DAL843 maintain 210 kts or DAL843, maintain present speed). I use those examples of phraseology because they are CLEAR cut. Typically a sequence can always be maintained far out from the airport (20-25  nm or so) at 210 knots. If you do not know what the aircraft's speed is but it's somewhere in the range of 210-240 groundspeed and you like it, keep your phraseology simple, maintain present speed. You'll notice, this is not the center environment, there is absolutely no reason to ever have to ask an airplane in the terminal area "Say airspeed". Jets are jets, and there is typically only four speeds we stick with 99% of the time.

1. 250
2. 210
3. 180
4. 170

5. Slowest practical is used 1% of the time and it's typically when YOU the radar controller has messed up. Yes, you jacked up the sequence. There is no reason to have to use slowest practical unless the pilot truly did not listen to any of your instructions.

In going back to the scenario I bring this up because every aircraft that follows DAL843 is at the mercy of this aircraft's performance. Having an aircraft slow down on you 20 miles away to 180, may be practical during an FNO, but when they do it for no reason, it hurts you as a controller and the concept of keeping an expeditious flow of traffic.

So, as DAL843 is assigned 210 kts and issued a base leg turn. My other aircraft at this point if abeam the other aircraft is also at 210 kts. Remember, the SOONER we can make speeds compatible, as long as we turn at the appropriate position, the spacing along the final approach course will remain the same, assuming the aircraft are LIKE types. As I'm ready to clear my first aircraft, DAL843, it is essential that when I issue the PTAC, I INCLUDE speed. DAL is number one, I have two examples of phraseology to use. DAL843, 8 miles from XXXXX, turn right heading 270, maintain 3,000 until established on the localizer, cleared ILS Runway 30 approach, maintain 180 knots til XXXXX or maintain 180 OR GREATER til XXXXX. It is important to understand we cannot assign more than 180 kts to the final approach fix, that is why we use the phraseology OR greater which gives the pilot the option. Now that our second aircraft is in position to follow DAL, we issue the PTAC. "AAL701, 14 miles from XXXXX, turn left heading 330 maintain 3,000 until established on the localizer, cleared ILS Runway 30 approach, maintain 180 kts, til XXXX or maintain 180 OR LESS until XXXXX. The phraseology OR LESS shall only be used when the trailing aircraft has no one else in the sequence to follow.

The above example is very easy to apply and it's typically what you'll see when aircraft are close to one another. But what if an aircraft is 20 miles away, and is in a position to PTAC with several aircraft in trail to follow; OR you're trying to close a gap between two airplanes and you want the trailing aircraft to catch up. Well, you have two options.

1. Assign a speed, 210 or greater for example/
2. Assign a heading to join the localizer. Yes, JOIN the localizer. When the aircraft is within reasonable distance 10 miles or less, CLEAR the aircraft with the following phraseology. "SWA633, 10 miles from XXXXX, cleared ILS Runway 30 approach, maintain 180 knots OR greater until XXXXX". Visualize this. SWA was already committed to 210 kts. You have to understand that a pilot will chirp if you don't clear them within reasonable distance from the FAF because most carriers and GA will NOT do 210 ALLL the way to the FAF, seeing that most of these fixes are placed on about a 5 mile final. Slowing the aircraft from 210 to 180 is VERY manageable. It provides the pilot to get into a dirty configuration very quick, then once at 180, and they hit the FAF, they will go into a full dirty configuration and fly the appropriate vREF speed.
3. Other option is to CLEAR the aircraft, (but note, when you clear an aircraft after issuing speed control, the pilot can slow down to whatever they like. Your TECHNIQUE to manage this is the following. "SWA633, 16 miles from XXXXX, turn right heading 270 maintain 3,000 until established on the localizer, cleared ILS Runway 30 approach, maintain present speed until further advised. Once the aircraft is several from the fix OR you have achieved the appropriate separation, issue the following ""SWA633 maintain 180 kts to XXXXX, contact tower 119.3".

Additionally, spacing is something we need to discuss as well. In air traffic, there is no guessing on when airplanes need to be turned to follow another airplane or when to PTAC. It is key to note two rules that you'll remember for the rest of your life.


1.For every 60kts, an aircraft will travel 1 mile

If an aircraft is showing 18 (180) on the datablock, that aircraft is flying at 3 miles a minute. Simple math...6, 12, 18 (6x3) add the zero.

2. The speed in the data block, is the distance aka miles, that the aircraft will travel in 6 minutes. So when you're setting up the sequence and you're trying to figure out who is number ONE, TWO, THREE...the speeds DON'T lie. If aircraft one is showing 26 in the data block and aircraft two is showing 20, aircraft one will fly 26 miles in 6 minutes and
aircraft two, 20 miles in 6 minutes. You're simply measuring from the position symbol to the final approach course. If it looks like a tie, slow one down, and keep the other fast. MANAGE your speeds.

Note, if the aircraft are already within 20 miles of the airport for example, and using the 6 minute rule isn't helping because the distance to fly to the threshold is shorter than their speed, cut the speed in half and use the 3 minute rule. If one is 15 miles away showing 20 in the data block, then we know that that aircraft will by 10 miles in 3 minutes.

Remember, stick to basic speeds. Never in the history of successful air traffic has someone issued 230 kts. Stick to the basics. 250, 210, 180. If your speed is not working DON'T tell the airplane to slow to 150, go get the flying miles and vector! You can easily close gaps by using 210 kts if the aircraft ahead is at 180. You can close gaps at 250 kts if the aircraft ahead is at 210. It is VERY difficult to close a gap when the lead is at 180 and the trailing is at 250 kts. Getting the aircraft from a clean config to a dirt config, ie...spoilers, flaps, gear etc is very difficult and does not instantly happen. Be smart, be decisive but do NOT overcontrol. If the aircraft is number one, with no one else to sequence stop controlling their speed and let the pilot fly the airplane.

In reference to a visual approach, keep it simple..
"ASQ4251 cleared visual approach, runway 30, maintain present speed (closing gap).
Then....."ASQ4251 maintain 180 kts to 5 DME or 5 mile final, contact tower xxxx".

If the aircraft is number one with a sequence to follow "ASQ4251, cleared visual approach runway 30, maintain 180 kts OR greater to 5 DME or 5 mile final, contact tower 119.1".

If anyone want's to sit down and talk more about this, or run a sweatbox with a few aircraft to demonstrate this, give me a shout [email protected]

Enjoy your weekend guys.

3
The Classroom (Controller Tips) / Creating Sweatboxes!
« on: June 24, 2018, 08:36:32 PM »
Over the last few months I have had the chance to sit down with different ARTCCs and analyze some of their sweatbox scenarios. This experience was not only an eye opener but also fun and exciting! Of course we alll want to work tons and tons of traffic as that IS the typical air traffic ego in us...but it's important to note, that volume is not as important as you think. With various skill set across the board, it's essential that ARTCCs are providing quality and precise TRACON training, rather than overload a brand new student with 50 airplanes. If there is one thing I learned with ATC, it's how much you can learn with two airplanes. Whether it's angles, rate of descent, vectoring for wind correction, speed control, sequencing or wake turbulence separation, the amount of information that can be discussed surrounding two airplanes can surprisingly be overwhelming.

For those that are just starting off, your initial goal should be simple fundamentals and technique such as proper scanning, and improving upon your situational awareness! A sweatbox is a controlled environment and it truly should be utilized for students to see how "it" SHOULD look, so when things get ugly on the network, you have an idea of how to turn chaos into an organized flow of traffic. Students...this is your chance to mess up! If you don't tell yourself this now, you never will...Fail, and fail hard! Learn from your mistakes and own them; I promise it will make you better!

In going over the various scenarios at multiple ARTCCs, I found some sessions were too busy and of course unrealistic. Sweatboxes should flow and give the student a chance to breathe and make calculated decisions. Yes, students with more time under their belt may need a more advanced sweatbox, but there is also nothing wrong with having even a center certified C1, get back on the sweatbox for an easy 8 plane session, to fine tune some basic skills. One of the beautiful things about a slow session is that, the instructor/mentor can have discussion with the student about what tasks need to be completed while also answering any questions that may arise.

Additionally, one of the most important factors that myself and some ARTCCs sat down and realized was that, most scenarios primarily shed spotlight on a major airport. We took a step back and spoke about the fact that, some for example, such as A80 (Atlanta) have simultaneous triple ILS approaches which is verryyyyy advanced for an S3 just starting out. Why not consider starting with a few basic TRACON scenarios at an airport such as Birmingham (BHM) and practice simple ILS and/or Visual approaches. In playing around, we input 3 airplanes on each downwind, and 1 each on both opposite base legs 40 miles from the field. Students practiced speed control, merging, applied vertical and lateral separation and most of all, an understanding of compression on the localizer. This session took 25 minutes to create, and 20 minutes to simulate. In all, both staff and student learned something from the session with nothing short of positive feedback.


I ask, if there are any ARTCCs overhauling their training programs, please consider evaluating your files. Based on the various skill set of trainees, it is only fair to provide quality training based on one's knowledge and exposure. As most know, the radar environment can be intimidating for first timers, so please properly introduce each student to the dark room with a realistic amount of aircraft for a first, second or even third session. Stick with the fundamentals. The ability to work volume of airplanes will come with time as well as working speed!

Best of luck to all! If anyone want's to sit down and go over some of your sweatboxes I would love to check them out...and also work a little traffic too haha.

[email protected]

5
The Classroom (Controller Tips) / Let's Talk VFR
« on: May 02, 2018, 02:22:35 PM »
Two posts in one day? I sound like a teenager on Instagram with a cute hashtag lol.

I want to cover the overall concept of how to handle a VFR aircraft within both the Tower & TRACON environment. I promise I will keep it simple as best as I can.

If you're working at a Class Delta, and a VFR Cessna, Boeing 737, Cherokee, whatever, calls you for VFR to the Northeast. Simply TAXI the airplane to the active runway, and based on traffic permitting (pattern work, idk) clear the aircraft for takeoff. If that aircraft plans on wanting flight following outside of the Delta, simply tell them to contact the necessary TRACON controller for flight following on XXXX frequency. NOTE, I said nothing about a RADAR handoff. Keep it simple "N12345, suggest you contact SOCAL approach on XXXX for flight following".

If you're working at a Class Charlie, and a VFR Cessna, Boeing 737, Cherokee, whatever, calls you for VFR to the South, or a specific destination. Follow what your SOP says about telling the aircraft to "Maintain VFR at or below XXXX, departure frequency XXXX, squawk XXXX". Note, the reason we tell aircraft to Maintain VFR at or below a specific altitude is because that altitude will comply with terrain and obstruction clearance within the vicinity of that airport. If an aircraft tells you he/she is requesting VFR at 1,200 to the south, that's fine and dandy. But we have to think ahead and understand the cause and effect of this. If you tell an aircraft to maintain VFR at 1,200 and later on once airborne, fly's south, and has a NORDO issue, or is never given a higher altitude, and the MVA (minimum vectoring altitude) in that area is 2200 because of a mountain at 1200, and the aircraft hits it..no bueno. *NOTE* In Non-Mountainous terrain, every MVA is set 1,000 feet above the highest obstacle in that area, whereas in Mountainous terrain, every MVA is set 2,000 feet above the highest obstacle (antenna, mountain, etc).

Continuing with Class Charlie...as a Tower/Local controller in the surface area, you CAN issue a heading to an aircraft in the takeoff clearance. Once airborne, tell the pilot to contact departure (we'll get to TRACON in just a second).
Now you ask yourself, what if the aircraft decides to stay within my 5 mile radius worth of airspace because he/she is on some sort of photo mission? YOU, the tower controller CAN radar identify the aircraft just off the departure end.
"N12345, radar contact, 1 mile west of Daytona, say altitude!" "N12345 is 400 for 1,200" "N345, resume own navigation, advise on station". Remember, you can always give radar vectors to ANY VFR aircraft BELOW the MVA, as LONG as you state the words "Maintain VFR first!!!!!!" Yes, I know what you're thinking, well if he is below the MVA how do we vector an aircraft? This applies to VFR and only VFR aircraft but the words "Maintain VFR must be stated". Once again, you can only provide radar vectors to a VFR aircraft after radar identification has been established.

Class Bravo. We all know that a VFR aircraft that want's to depart, are required to obtain a Class Bravo clearance. It's fair to say that even in a Class Charlie, once the aircraft is getting READY to leave the typical 5 mile ring (larger at some Bravos) and the aircraft such as a Cessna or Helicopter will NOT penetrate the next ring's vertical limit's of Bravo or Charlie airspace, I would ask the pilot if he/she intends to continue flight following. This goes back to what I said above...if they're typically going to stay low level, the TOWER controller will radar identify the aircraft. Think for a second. If a picture taker 3 miles west of Newark airport at 800 feet intends to fly further west bound and the next vertical boundary of Class Bravo/Charlie airspace does not start until 2000, I highly doubt that the pilot is going to want to talk to ATC. In that case, tell the pilot "N12345, exiting Class Bravo airspace, frequency changed approved". *NOTE* for Class Charlie airspace, that phraseology is not required. Simply state "Radar services terminated, frequency change approved". Most radar controllers are also not going to want to talk to an aircraft that is at 800 feet, below the Class Bravo. Knowing the aircraft's initial intentions while on the ground is KEY!

Continuing with Class Bravo. Understand the separation requirements when providing a service to a VFR aircraft WITHIN Class Bravo. Obviously we know that with a VFR/IFR situation, airplanes can get closer...buttttt that is dependent on the size of the other aircraft. If you are providing a radar service, remember that the VFR aircraft must be separated by other VFR and IFR aircraft when the aircraft affecting the VFR weighs 19,000lbs or more, by 1 1/2 miles laterally OR 500 vertically, except when wake turbulence applies (1000ft). So be cautious when you are providing a radar service to a VFR aircraft within Class Bravo.

Pattern work within the Class D/C/B. Follow the same instructions above. Picture yourself, physically IN the air traffic control tower, looking outside the big glass windows, and telling the aircraft to extend downwind, upwind, etc etc. The "tower display" aka VRC is technically an "extension" of your eyes. Class D towers do not provide a so called "radar service". Any aircraft within any class of controlled airspace cannot be issued traffic using the "O'Clock method" unless radar identified. It is why you hear tower controllers state "N12345, traffic ahead and to your right, BE36 2 mile final Runway 30" 

The juicy part...the TRACON..

Basic VFR flight following..

Squawk the aircraft up, tell the aircraft to maintain VFR, vector as you'd like, or resume own navigation (traffic dependent). Use altitude as necessary (separation etc). If the aircraft is landing at a controlled field, tell the aircraft to Expect Runway XXXX, NOT the visual approach. VFR aircraft are already under visual flight rules, they do not fly visual approaches..that is for IFR only. Once the pilot calls the field in sight..assign the appropriate pattern entry...make straight in Runway 30, contact Tower XXXX. If your goal is to get the aircraft to follow preceeding traffic, put the aircraft in a position to see the other airplane and CALL traffic. Once the pilot reports the a/c in sight, tell he/she to FOLLOW that traffic (add wake turbulence advisory if necessary), (insert appropriate pattern leg), contact Tower XXXX.

If a VFR aircraft requests a practice approach, to a controlled airport, the first words out of your mouth should be "Maintain VFR, fly heading XXXX vector ILS 30 approach, how will this approach terminate?". If the aircraft says full stop, you have your answer. If the pilot states this will be an "option approach", follow what your local SOP says, on practice approach climbouts. If there is no procedure covering it, either YOU, the radar controller shall be assigning a heading an altitude for the aircraft to fly on the go, and then coordinate with the local controller or the tower can assign it, and coordinate with you. Vector the aircraft, just as you would any IFR airplane. Once you are ready to PTAC the aircraft, understand that the rules of separation change...
"N12345, 5 miles from XXXX turn left heading 270, maintain 3000 until established on the localizer, cleared ILS 30 approach." The moment the word "cleared" comes out of your mouth, that VFR aircraft is now being provided IFR separation with the exception of 500 feet! Again, 3 miles laterally is required from another IFR aircraft but you can still cross over the top at 500 feet with another IFR (which is rare), once cleared for an instrument approach.

If a VFR aircraft requests a practice approach, to an uncontrolled field, the first words out of your mouth should be "Maintain VFR, fly heading XXXX vector RNAV 14 approach, how will this approach terminate?" If the aircraft says full stop, you have your answer. If the pilot states, we'll do a low approach and come back around for another RNAV 14, provide the aircraft will climb out instructions "N12345, after completion of the approach, upon entering controlled airspace, fly heading 180, maintain VFR at or below 3000." Vector the aircraft toward the final approach course, and as you get ready for the PTAC, there is a slight change. "N12345, 5 miles from XXXX, turn left heading 170, maintain VFR, practice approach approved, no separation services provided". This phraseology is neccessary and important because it lets the pilot know, that he/she is not being separated from other aircraft, as this approach terminates at an uncontrolled field. Prior to changing over the aircraft to advisory frequency (CTAF((assuming other aircraft are in the pattern)), state the following "N12345, maintain present squawk, call me airborne this frequency, change to advisory frequency approved."

Although it does not fall under the VFR category. IFR instrument approaches are just the same. If the aircraft calls you (delivery or approach/center, assuming you are working top down), on the ground...keep it simple. N12345, cleared to the Daytona Beach airport via radar vectors, maintain 3000 expect 5000 in one zero minutes, dep freq XXXX, sq XXXX. Inquire prior to takeoff, what approach the crew intends to fly. ILS? VOR? Get yourself set up and once airborne, ask how the approach will terminate. Issue climbout. Vector to the final, clear for the approach and move on!

The learning never stops ya'll!

Have a great week!

DK.

6
The Classroom (Controller Tips) / The Nature of Air Traffic Control
« on: May 02, 2018, 12:00:37 PM »
It's hard to believe I'm already coming up on my 4th year in the agency (FAA) and 10th year on VATSIM. Throughout my tenure, I have noticed a trend that I truly believe will never disappear; That is...culture. To paint the picture for those that are not involved in any sort of aviation profession, there is this general trend of critique, perfection, and ego. Whether you're a controller, or a pilot on this network, if you haven't already seen or experienced it, you will quickly find out that these three aspects carry over from the real world. Some may call it toxic, I call it healthy. You have to ask yourself when you sign up for a "game" as such, what am I here for? I throw this question out there because many seem to be surprised at the general culture of expectations. Now understand...this culture does differ from ARTCC to ARTCC. If you're wondering WHY I put "game" in quotations, it's because if anyone on this network is honest with you...this is not a game. This isn't Call of Duty, Fornite or Mario Kart. Any "game" that surrounds a profession such as aviation gives users one thing and one thing only...a chance to simulate REAL world concepts.

Students, controllers, please understand that for many, this is a general hobby on the weekends, but for some, this is what a lot want to live a breathe someday. You will be critiqued by your peers, so if you're not used to it...get used to it. People will strive to be perfect (Type A) so I suggest you get used to surrounding yourselves with those that want to do it right 10 times out of 10. Yes, there will be ego, because everyone wants to be the best. There will always be a few who want to lead the pack by controlling the most amount of airplanes, at the most efficient level. There will always be that pilot who wants to fly in bad weather and grease a landing and in turn, tell everyone about it because they want a sense of satisfaction. If we push one another to continue to learn and understand how the nature of this environment works, it will always continue to be a healthy experience for all involved.

Furthermore, there is one very important aspect we cannot forget...teamwork. No matter what the culture at your ARTCC may be, you're only as good as the controller next to you. Instead of berating a guy for not giving you enough room between successive departures, take a second to educate and turn the experience into a teachable moment.

Hope ya'll enjoy your week! I look forward to seeing many of you at FlightSimExpo in Vegas! Come on by Sunday afternoon at 2:30PM in the Seminar Room and hear me speak on VATSIM and the online aviation community!

DK


7
The Classroom (Controller Tips) / Be a leader!
« on: October 25, 2017, 01:20:01 PM »
So it's your 12th month or 12th year on VATSIM and you still have the same gripe...frustrating pilots. I usually go on a rant with my posts but I'll keep this one short and sweet. Don't berate them, educate them! There has to be give and take, but let's instill confidence in our fellow VATSIM member. Instead of wondering why the pilot is /t only, let's encourage them, to try voice by providing them the necessary tools (ie. VATSIM PRC) to further improve their phraseology and the process of IFR/VFR flying.

See ya'll on the scopes!

DK

8
Time and time again, I get the question of "How do I get involved with air traffic control, and is it stressful?". For starters, stress in any avenue of life may come and go but those moments are only temporary. This December will be my third year at Columbia ATCT, a Level 6 up/down facility. Within this time I have gone from just your average trainee to the Union president of my facility. The path we all take toward securing a career in air traffic will vary from person to person but it's what you do to get there that will make a difference in not only your life but those around you. It's hard to believe I am coming up on my 10th year on VATSIM and I cannot begin to explain how important the word "foundation" truly is. My initial foundation was right here on VATSIM, a Sunday - Sunday hobby at the age of 15. This network has set the tone for myself as well as other real world controllers. If you wan't to get involved with ATC, start now! Start this very second and apply yourself; No, I'm not saying VATSIM comes before your homework, but your exam scores and practical application is as only as good as your initiative to learn the material. There was a post I had written up earlier this year and it made me think of the term "pass on the torch". If you are a high ranking controller or even a MTR or INS, you have a responsibility. Your responsibility is to continue to teach and pass on what you know. Don't think you can sit on your throne and act like the learning is over. For the up and coming folk, your goal should be to exceed the expectations of your training staff and instill a sense of confidence in them and produce quality work. I say this because it all translates to "What does it take? What do I do? How do I become a controller?". Becoming a controller wasn't going to Oklahoma City, taking the exams, and training in labs...It was the discipline to stay "grounded", to remain focused, read, take initiative and pride in your work. Additionally, I found that my greatest moments were not in celebration but instead remaining humble and reminding myself that there is another set of stairs to climb.

Air traffic control is a job that requires confidence, both when nobody, and everybody is watching you. People will critique your phraseology, control instructions (vectors, climbs, speeds etc), and any other types of decision making, and it's something you better get used to. I'll let you in on a little secret...this is a GREAT thing; One, it allows self reflection and a chance for improvement. Two, you and your fellow controllers will advance your knowledge. Remember, the goal is to provide a quality service to the VATSIM public, and I can't begin to explain how important it is that your be professional and give it your all. We are all characterized in some way, shape or form by our controlling skill set. Ensure you're always ready to learn and willing to be critiqued.

I additionally want to say thanks for all the support from many of you over the years. I'm thrilled to announce that I am transferring to A80 Atlanta TRACON this winter and will be making the big ATL my new home. If anyone is down and around the area, give me a shout and let's get together.

[email protected]

See ya on the scopes!
DK

9
The Classroom (Controller Tips) / Join me tonight on TWITCH.tv
« on: July 28, 2017, 03:49:48 PM »
Join real-world air traffic controller Derek Vento tonight on TWITCH TV at 7 PM as he hosts a Q&A style discussion focusing on the National Airspace System and ATC communication tips. He'll be demonstrating fundamental skills on flight sim throughout the discussion! See it live on TWITCH through www.aarowav.com!


10
The Classroom (Controller Tips) / What Do I Want to Learn Next?
« on: July 27, 2017, 11:23:20 AM »
So at this point in your time on VATSIM, you're early just starting out or have a decent foundation to understand that the goal is "work the airplanes". Let me say this...It's more than just working the airplanes. My manager and I at work speak about this concept all the time. The concept behind air traffic goes further than that! As most know, this is not just a hobby for me, it's something I am very passionate about. So if you wonder why some of us are so engaged and are intrigued, there is a reason. If anyone knows one of my favorite sayings it's "Aviation is a profession of professionals". Remember, there is a reason you sign online. It may be for fun, or to test out a possible future career, but note that there is always going to be a sense of professionalism behind it all.

I bring this topic up because I want you to ask yourself two questions "What do you want out of this "game"?" and "What is your next step?"

I ask this because I think you should have a goal in mind when you sign on. Each time, there should be something new you want to learn. Whether it's how to bring more confidence in your voice on the frequency, better decision making or improve your working speed. Don't just think because you have the certification you are the best thing that happened to VATSIM. As a real world controller, I learn new techniques every single time I plug in. I also don't take offense when one of my coworkers points out that I could have made the sequence work this way or that way. Be open minded, and know that it is okay to be critiqued. This is air traffic control not a class on how to bake cookies. It is fun and exciting but do not plateau! Do not be scared to say, "Hey, although I am certified on this position, how do I do this? What am I missing? Is there a way I can expedite the flow of traffic? Can we do a sweatbox on sequencing?". DO NOT be complacent.

Keep learning!

11
The Classroom (Controller Tips) / Know Your Airplane
« on: June 02, 2017, 10:38:17 PM »
In my time on the network and during recent training sessions one thing has popped up and that is a lack of recognition and knowledge of aircraft types. Sure, we all know the Boeing 747 and the good ole' Cessna 172 but as developers in the sim world develop more and more aircraft, it is imperative that as a controller you are one step ahead.
For starters I have found several websites that help with aircraft recognition, but you ask yourself "DK, we can't see the aircraft". You're exactly right, but any controller with a solid foundation will tell you that they can literally visualize the aircraft and if they have some serious time under their belt they can even picture what is going on in the cockpit during their transmissions. I can't stress how important it is to know aircraft types because as most know, it goes beyond the beautiful American 737 or Delta Airbus paint. Lately I have seen Chancellors C414, Navajo PA31, (a new Albaeo release), AC500s and the C525A (Carenado). It is very easy to get complacent on knowledge of airplanes, and that's why we have to not only know what they look like but what are their capabilities.
An aircraft types tells me SOOO much depending on what the request is. I know that when a Cessna 172 calls me up, I do not expect this aircraft to travel faster than 120 knots, and I can almost guarantee the aircraft equipment suffix code will be /A or /G. I know that when this aircraft is at 5,000 feet indicating 90MPH over the ground, when I issue a descent to 3,000 that speed may increase at most by 20MPH, and the rate of descent will be less than 800 feet per minute.
When the Beechcraft King Air (BE20) asks for flight following, I can most likely assume his/her rate of climb will at least be 1200FPM and can keep up with a CRJ, B737, or A320 if needed.

If an aircraft is requesting an ILS approach, I think ahead and know that the turn onto final may require me to wait a little longer because a Cessna compared to a Boeing 737 will have a different radius of turn.

When you work these aircraft, scan the data blocks and take all of the information in. It is essential that you have the big picture.
For those working in the radar and those that are coming up the ranks, there is one important concept to understand while vectoring fast aircraft to follow slow aircraft.

Cessna 172
Beechcraft King Air 350
Airbus 320

On final, a Cessna 172 can fly as FAST, as to the SLOWEST speed of a Beechcraft King Air 350 . The Beechcraft King Air 350 can fly as FAST, as to the SLOWEST speed of an Airbus 320. The point, is that, no matter what situation you have at hand, the speeds may not look comparable, but if you vector aircraft appropriately, and know their capabilities, you will always be successful.

The following links offer aircraft recognition based on manufacturer, and more.
http://aircraftrecognition.co.uk/light_aircraft.html
https://quizlet.com/18908705/aircraft-characteristics-flash-cards/
http://aircraftrecognition.co.uk/commercial.html
http://hubpages.com/travel/aircraft-identification
http://www.military.com/off-duty/games/military-aircraft-identification-quiz.html
https://quizlet.com/5277279/aircraft-types-flash-cards/


12
The Classroom (Controller Tips) / The Training Environment
« on: February 11, 2017, 06:55:39 PM »
Over the last week I spent some time in Hilliard, Florida at Jacksonville Center to attend the OJT Instructor course. For those that are not familiar with some of the real world terms, a trainee/developmental must go through OJT (On the Job Training) with an OJTI (On the Job Training Instructor) to achieve certification. My class offered a good mix of those from ZJX, TLH, AGS, & SAV so the conversation among us about training experiences was informative and eye opening. I want to give a quick shoutout to all of those involved in VATUSAs training program (especially Mark!) over the last few months that put many man hours into making it even better than what it was before. I hope this post will generate good conversation from students in their own training as well as MTRs/INS' and what challenges/successes they have experienced.

Day one laid out the agenda which I was very eager to see! The OJT environment, the learning environment, the training team process and OJT process. As this will be my 9th year on VATSIM, I must say to all of those in a staff/training position how much the students look up to us! Most people do not see age because when you have MTR or INS next to your name it should speak for itself. With that being said, there are many, many factors to take into account from just the OJTI perspective and it's something you definitely need to consider prior to training someone.

From the start the MTR/INS must realize that those joining VATUSA consist of a wide range of age groups and personalities. Within this are those that have various learning styles and abilities. So you ask yourself, what do we do with all of this DK? Remember two things, prebrief, and postbrief.

Prebrief is something that a lot of us MTRs and INS' do involuntarily and you don't even realize it. Prebriefing is taking the time prior to the actual start of the training session to get a feel for the trainee. Ask them how they are feeling? Are they ready to train? Do they have any questions about the SOP/LOAs and if so, go over them. Utilize JOIN.ME as a way to get your training up to a more interactive level. Remember, the disadvantage for us is that we are behind a computer and ASSUME the developmental is taking in everything we are throwing at he or she. I love the concept of prebriefing because it allows you to set a goal for the session, and depending on where the developmental is at in training, it may be even more important in the radar environment rather than ground control.

A common occurrence as OJTIs is that we assume the student is ready. Well you're probably saying to yourself "that's our job DK". What I'm really trying to say is, we need to take a second to ask the student how he or she feels about working the position solo. I have had several gentleman at ZNY say, "Hey, ya know what Derek, I appreciate your time and all of the technique you showed me today, but how about you give me two or three days, we'll come back again and run the sweatbox again or conduct a LIVE OTS. I want some extra time to hit the books (7110.65/SOP)". That right there should be a sign to the OJTI that there is commitment and dedication. That type of learning is infectious and I hope more consider utilizing that idea when necessary. Note, there are those that need motivation/encouragement to make their first transmission on the network, and others that really do need another day or two to go over more material.

Take notes during the session so you can recall situations that may have occurred earlier or prior to it becoming busy. If taking notes is not your thing, record the session and go over problematic areas and even areas where better technique could have been used. Technique is what makes controlling easier, so remember that when you teach, the trainee does not have to control turn for turn and say word for word as you would. If they are separated and efficiency is shown, give the trainee a chance to develop his or her own technique.

This leads me to my next point of Knowing When To Intervene. In specific situations the OJT may require an on the spot correction but most times, if you let the trainee "go", he or she will figure it out and generally will fix it. The disclaimer to this is knowing where the student is "at" in reference to their skill set and time on the position. I say it time and time again, be strong in your ability to control because your awareness level as a MTR/INS is always being tested. Listening for tone of voice and speech rate can easily cue you in on whether or not the developmental "has the picture". Certain moments in training may call for you to stop the OTS and turn it more into a training session. It may also mean disconnecting form the network and providing reassurance to the student by letting them know that MORE will be gained in a controlled environment (sweatbox).

In your "classroom" sessions, by having a toolbox of learning strategies the ability to train anyone with any learning style is endless! Create a visual image such as suggesting the student learn traffic calls when he or she is driving down the road or walking in the mall. Use the cars! Use the people! Start basic for those starting new and work your way up to more advanced learning styles. One of the biggest things we try to teach in air traffic is "chunking". If we instill the concept of combined transmissions early on, it will carry with them all the way to the en-route stage of training. Personally, the ending goal for the MTR/INS in my opinion is being able to see the OJT make a decision and be sure of themselves. If it is the incorrect decision, no biggie, just fix it and move on. The more confidence you can instill in someone, their trust in you and themselves when making judgement calls will improve overnight!

So as a MTR/INS there are two final important concepts to understand. That is, objective and subjective information. Don't worry, I won't make this a block period of English class :P The objective information is what the student will tell you, such as his or her concerns, and whatever other factual information they will communicate. This is great because we can instantly provide guidance and feedback for the student based on their performance. This line of open communication is what we need to ensure success. The challenging part comes in when you are dealing with subjective info. This is tough because we cannot see the student but it is what you perceive based on what you sense of hear (tone of voice, attitude). Typically this is a common occurrence in those that are new to the network with no previous experience of ATC or aviation. The moment I sense this, I ensure that I actively listen and am supportive of the student. I try not to overwhelm the student and most of the time, I either crack a joke and allow them to speak to get a feel for them. It is hard as an INS to not talk because we want to impart our 10 years of VATSIM knowledge on a trainee during their first session. Because subjective information can be a difficult task to deal with, it is important to always follow through with a proper debrief.

It's fair to say that after a longgg session everyone asks themselves the one question "how did I do?". For the most part, training sessions are mild but there are some where the student may have been overwhelmed and his or her confidence is broken. This is where I ask YOU, the MTR/INS to make the difference. Although it is important to explain to the student what they did incorrectly, I will always suggest you end the session on a positive note. Provide them with honest feedback and get them motivated to come back and take another stab at it! Set a goal for the next training session and maybe even speak about what situations you dealt with when training and how you overcame them. When someone can relate to another certified controller, it calms them down and provides a sense of reassurance.

Although every trainee is different from the other, the common goal is to get them certified but to always have fun! If you need to develop a training plan for an individual on what needs to be the focus for Mon-Wed and another topic for Thurs-Saturday with a mental break on Sunday, make it happen! It is worth the investment guys! For those that are training, always give it your best because when the MTR/INS sees your best effort, they will always go the extra mile!

If you guys need anything, give me a shout [email protected]

See ya on the scopes!
DK

13
The Classroom (Controller Tips) / The Journey
« on: September 27, 2016, 06:47:36 AM »
Training is solely the most difficult aspect toward obtaining certification in air traffic control. The concept of the simulation world is not only to have fun, but provide the most realistic avenue for pilots and controllers. I want to take a minute to explain the process of what training to become an air traffic controller truly is so you can develop your own baseline standard and expectations in your endeavor with VATUSA.

I started my internship in 2010 at Philadelphia Tower/TRACON. I was 16, and borrowed my grandmothers car, five days a week, for three straight months. In this time, I had the chance to meet phenomenal controllers with a skill set that I would hope to have one day. At the time I was full of emotion because I knew how fortunate I was to be in that position. I was a two year member of VATSIM at the time and knew a little bit about Philadelphia so it was pretty cool to see the real operation everyday. Runway changes, gusty wind conditions, traffic management, emergencies and abnormal procedures with adjacent airspace. Throughout my time, I spent most of it on flight data, running strips and monitoring in both the cab and radar. There were 25+ year guys talking to me about "compression" on the final. Gee, who would've thought five years later, I would be talking to my first airplane on frequency?!

I applied to the FAA in 2014 during their "off the street" hiring season. During the first few months of screening, I traveled to Philly Tower for my psych exam. I cannot begin to explain the feeling I got when I saw some of the same guys and gals four years earlier asking me if I was "that kid" that was here when I was a foot shorter. That in itself was the best experience of the journey. I got picked up on the OTS bid, and six months later I was in Oklahoma City. I was 1 of 18. We all had vast levels of experience. Myself, a fireman/EMT for four years with some virtual knowledge of ATC; others, a four year CTI degree, another had never flown or been to an airport, and the rest, worked in the field of aviation or had some sort of general work experience. There was an unspoken sense of competition. It was to see who knew the 7110.65 the best, who knew how to read an approach plate, who knew same runway separation and wake turbulence standards! It wasn't a competition to see who was better than someone else, it was a competition to see who had the pride, who had the love for the job! I say this because it translates to what you, myself and your fellow members/developmentals are doing. You're in a race to get to the top, but just know, it's not the fastest who gets there, it's the sharpest. Remember, the more time and effort you put into learning the position, learning the book and applying the practical application, you will notice a difference in your controlling and so will your peers. I also stress this to staff. Don't be complacent! Continue to be excited about teaching! Students look up to us and I wholeheartedly believe that their journey and attitude toward controlling can all be due to who they come in contact with. When you provide a solid foundation for students, not only do they appreciate your time but you gain their trust and instill confidence in them!

After three long months at the academy, I shipped off to Columbia, SC. It took me a total of 10 months to become a Certified Professional Controller. I remember going into work, nervous before a training session, but confident as well because I knew what needed to be done. Air traffic is dynamic and that's what makes it so fun; it is a constantly changing environment. You may see the same call signs everyday, but how they get from point A to B will always be different. There were days where my OJTI would quiz me, sound frustrated with me and even question me after answering with the correct answer because he wanted to make sure I was absolutely sure of myself. That is the environment you sometimes experience with us, and it's not to confuse you, it's to ensure that you are absolute proficient when you plug in online.


So ask yourself, what do I want to get out of my training? What can I learn today? How can I provide a better service? Take your training to heart because there are people who truly love this! Take pride in your training and the effort you put into it. As mentors and instructors, we devote our free time to you, so you can have the best possible experience on the network. Keep training and stay proficient.

DK

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