796
General Discussion / Uh oh, he's really done it this time...
« on: January 19, 2011, 08:42:09 PM »
Happy Birthday, Bryan!
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798
General Discussion / Milsaps will not get away with this one!
« on: January 14, 2011, 01:46:34 AM »
Happy Birthday, Gary!
799
General Discussion / Where's Management?
« on: January 10, 2011, 10:51:33 PM »
David,
Very, very, well put!
Very, very, well put!
800
General Discussion / what I need to next
« on: January 01, 2011, 08:58:29 PM »
Thanks folks. Our team has already contacted Mr. Bluestein to refresh his memory on the step by step instructions that were included in his welcome letter.
801
The Flight Deck / OTS Tonight!
« on: December 06, 2010, 12:20:46 PM »
Congratulations, Ryan! C1 is a tremendous achievement!
Now, the network hopes you'll work a little bit more and pay it forward.... Hope to see you pursue and earn your I1 when you are ready!
Now, the network hopes you'll work a little bit more and pay it forward.... Hope to see you pursue and earn your I1 when you are ready!
802
The Control Room Floor / “Line Up and Wait” - Effective Sep. 30th 2010
« on: October 13, 2010, 03:29:17 PM »
A minor pen and ink change to N JO 7110.536, Line Up and Wait (LUAW) Operations, effective September 30, 2010, has been posted. The only change can be found on page 2.
This change is intended to allow Controller discretion with phraseology usage and reduce potential workload associated with the requirements of paragraph 3-9-4d.
The changed version may be found at: http://www.faa.gov/documentLibrary/media/N...N7110.536PI.pdf
This change is intended to allow Controller discretion with phraseology usage and reduce potential workload associated with the requirements of paragraph 3-9-4d.
The changed version may be found at: http://www.faa.gov/documentLibrary/media/N...N7110.536PI.pdf
803
General Discussion / AOPA Video Question.
« on: October 12, 2010, 01:57:52 PM »
That's a really good point. A few different ways to answer that, but the first couple that come to mind:
1. Given the recency of the introduction of TAA aircraft and parachute-equipped aircraft, adjusting the extrapolated 20 samples to the thousands of opportunities over the past 60 years where pilots encountered inadvertant IMC and then adjusting/biasing a percentage of them to account for the injection of TAA and/or parachute-equipped aircraft would yield a dramatically small increase (like, say going from 178 to 178.4 seconds....).
2. The study should be reaccomplished (this time with a statistically significant sample of at least 30 subjects), and should utilize a statistically accurate percentage of TAA vs. non-TAA aircraft, plus a statistically accurate percentage of parachute-equipped aircraft. Further, to increase the statistical accuracy of the model, the number of TAA aircraft and parachute-equipped aircraft used in the experiment should be more than 30, thus driving the overall sample size to nearly 900 (as the current industry estimate of GA TAA to total GA population is 3.5%. However, the estimate includes all GA aircraft, including turboprop and turbine, and is not limited to simply piston aircraft, as was the 1954 study). Using these rules under the guise of seeking statistical accuracy gives a lot of people an opportunity to participate in a way cool study. Unfortunately, it would likely be cost prohibitive..... My guess is you'd see the average go from 178 to something higher, but not much higher. Just pure guess, but I betcha it'd still be less than 200 seconds.
And y'all thought I was just another pretty face.....
1. Given the recency of the introduction of TAA aircraft and parachute-equipped aircraft, adjusting the extrapolated 20 samples to the thousands of opportunities over the past 60 years where pilots encountered inadvertant IMC and then adjusting/biasing a percentage of them to account for the injection of TAA and/or parachute-equipped aircraft would yield a dramatically small increase (like, say going from 178 to 178.4 seconds....).
2. The study should be reaccomplished (this time with a statistically significant sample of at least 30 subjects), and should utilize a statistically accurate percentage of TAA vs. non-TAA aircraft, plus a statistically accurate percentage of parachute-equipped aircraft. Further, to increase the statistical accuracy of the model, the number of TAA aircraft and parachute-equipped aircraft used in the experiment should be more than 30, thus driving the overall sample size to nearly 900 (as the current industry estimate of GA TAA to total GA population is 3.5%. However, the estimate includes all GA aircraft, including turboprop and turbine, and is not limited to simply piston aircraft, as was the 1954 study). Using these rules under the guise of seeking statistical accuracy gives a lot of people an opportunity to participate in a way cool study. Unfortunately, it would likely be cost prohibitive..... My guess is you'd see the average go from 178 to something higher, but not much higher. Just pure guess, but I betcha it'd still be less than 200 seconds.
And y'all thought I was just another pretty face.....
804
General Discussion / AOPA Video Question.
« on: October 11, 2010, 09:10:49 AM »
Tim's interpretation of vertigo and subsequent assumption of steep spiral and/or inverted flight is spot on. I have instructed several dozen pilots leading to their instrument ratings, Instrument Flight Instructor ratings, and conducted several hundred instrument flight checks, and been able to induce vertigo in all but one pilot (I'll get him yet one of these days...! ).
It's amazing how much the mind wants to override what the instruments are telling you. When placed into a situation where you are suddenly in inadvertent IMC, you must simultaneously trust the instruments initially while also error-checking to ensure all the instruments are functioning properly, thus leading you to the right conclusion. In such a situation (inadvertent IMC, where the pilot is taken surprise) , it doesn't take much for a RATED pilot to get behind the airplane, never mind a pilot who hasn't received adequate instruction and developed the requisite experience to 1. identify the situation, 2. take initial corrective action, 3. evaluate the effectiveness of the corrective action while simultaneously error-checking the instrument indications to ensure all instruments are functioning/indicating properly. And getting behind the airplane can get deadly. Many flight instructors drill into our students and pilots seeking recurrent training that inadvertent encounters with IMC for untrained, unqualified, and/or non-current instrument pilots result in a sobering outcome: 178 seconds to live*.
Hope this helps,
Don
Don Desfosse, ATP, CFII, FAA Safety Team Lead Representative (FAA Boston FSDO)
* "An AOPA-funded study conducted in 1954 by Jesse W. Stonecipher, then chief flight instructor at the University of Illinois, Urbana, indicated that the average life expectancy of a non-instrument rated pilot in IMC was 178 seconds from the onset to loss of control due to spatial disorientation. Of the 20 subjects tested, 19 entered graveyard spirals and the 20th stalled his aircraft. None of them lasted over eight minutes and all had the same skills training. There’s no reason to believe those figures have changed in the past half century."
— Illusions: Spatial Disorientation and Loss of Control by Dick McKinney. Business & Commercial Aviation magazine, March 2008 pg. 63.
It's amazing how much the mind wants to override what the instruments are telling you. When placed into a situation where you are suddenly in inadvertent IMC, you must simultaneously trust the instruments initially while also error-checking to ensure all the instruments are functioning properly, thus leading you to the right conclusion. In such a situation (inadvertent IMC, where the pilot is taken surprise) , it doesn't take much for a RATED pilot to get behind the airplane, never mind a pilot who hasn't received adequate instruction and developed the requisite experience to 1. identify the situation, 2. take initial corrective action, 3. evaluate the effectiveness of the corrective action while simultaneously error-checking the instrument indications to ensure all instruments are functioning/indicating properly. And getting behind the airplane can get deadly. Many flight instructors drill into our students and pilots seeking recurrent training that inadvertent encounters with IMC for untrained, unqualified, and/or non-current instrument pilots result in a sobering outcome: 178 seconds to live*.
Hope this helps,
Don
Don Desfosse, ATP, CFII, FAA Safety Team Lead Representative (FAA Boston FSDO)
* "An AOPA-funded study conducted in 1954 by Jesse W. Stonecipher, then chief flight instructor at the University of Illinois, Urbana, indicated that the average life expectancy of a non-instrument rated pilot in IMC was 178 seconds from the onset to loss of control due to spatial disorientation. Of the 20 subjects tested, 19 entered graveyard spirals and the 20th stalled his aircraft. None of them lasted over eight minutes and all had the same skills training. There’s no reason to believe those figures have changed in the past half century."
— Illusions: Spatial Disorientation and Loss of Control by Dick McKinney. Business & Commercial Aviation magazine, March 2008 pg. 63.
805
The Control Room Floor / Super Separation
« on: October 05, 2010, 01:45:41 PM »
Courtesy of the Boston ARTCC:
[!--quoteo--][div class=\\\'quotetop\\\']QUOTE [/div][div class=\\\'quotemain\\\'][!--quotec--]Team Boston,
The FAA has issued FAA Notice 7110.541, effective 01 Oct 2010, that addresses separation standards when dealing with Airbus A388 aircraft
Summary of Changes:
1. Enroute and terminal separation rules have been modified to add consideration for the A388.
2. Visual separation rules found in 7110.65 7-2 are NOT to be used with A388s.
3. Append the expression "SUPER" after the aircraft callsign (much like we append "HEAVY" for heavies).
[!--quoteo--][div class=\\\'quotetop\\\']QUOTE [/div][div class=\\\'quotemain\\\'][!--quotec--]
5. Procedures. Standard air traffic control procedures contained in FAA Order JO 7110.65 and facility letters of agreement must be applied in support of the A388 with the following additions/changes:
a. EN ROUTE.
1. Small/large/heavy behind an A388 - 5 miles.
2. When transitioning to terminal airspace - provide a minimum of 10 miles spacing.
3. Include the expression “SUPER” immediately after the aircraft call sign in communications with a terminal facility about A388 operations, and when issuing traffic advisories regarding an A388.
4. Visual separation rules specified in FAA Order JO 7110.65, chapter 7, section 2, must not be applied with respect to the A388.
b. TERMINAL.
1. Separate aircraft operating directly behind or directly behind and less than 1,000 feet below by:
NOTE Consider parallel runways less than 2,500 feet apart as a single runway because of the possible effects of wake turbulence.
( a ) Heavy behind A388 - 6 miles.
( b ) Large behind A388 - 8 miles.
( c ) Small behind A388 - 10 miles.
( d ) When applying wake turbulence separation criteria for terminal operations that are defined in minutes, add 1 additional minute.
2. Use the expression "SUPER" immediately after the aircraft call sign in all communications with or about an A388.
3. Visual separation rules specified in FAA Order JO 7110.65, chapter 7, section 2, must not be applied with respect to the A388.[/quote][/quote]
[!--quoteo--][div class=\\\'quotetop\\\']QUOTE [/div][div class=\\\'quotemain\\\'][!--quotec--]Team Boston,
The FAA has issued FAA Notice 7110.541, effective 01 Oct 2010, that addresses separation standards when dealing with Airbus A388 aircraft
Summary of Changes:
1. Enroute and terminal separation rules have been modified to add consideration for the A388.
2. Visual separation rules found in 7110.65 7-2 are NOT to be used with A388s.
3. Append the expression "SUPER" after the aircraft callsign (much like we append "HEAVY" for heavies).
[!--quoteo--][div class=\\\'quotetop\\\']QUOTE [/div][div class=\\\'quotemain\\\'][!--quotec--]
5. Procedures. Standard air traffic control procedures contained in FAA Order JO 7110.65 and facility letters of agreement must be applied in support of the A388 with the following additions/changes:
a. EN ROUTE.
1. Small/large/heavy behind an A388 - 5 miles.
2. When transitioning to terminal airspace - provide a minimum of 10 miles spacing.
3. Include the expression “SUPER” immediately after the aircraft call sign in communications with a terminal facility about A388 operations, and when issuing traffic advisories regarding an A388.
4. Visual separation rules specified in FAA Order JO 7110.65, chapter 7, section 2, must not be applied with respect to the A388.
b. TERMINAL.
1. Separate aircraft operating directly behind or directly behind and less than 1,000 feet below by:
NOTE Consider parallel runways less than 2,500 feet apart as a single runway because of the possible effects of wake turbulence.
( a ) Heavy behind A388 - 6 miles.
( b ) Large behind A388 - 8 miles.
( c ) Small behind A388 - 10 miles.
( d ) When applying wake turbulence separation criteria for terminal operations that are defined in minutes, add 1 additional minute.
2. Use the expression "SUPER" immediately after the aircraft call sign in all communications with or about an A388.
3. Visual separation rules specified in FAA Order JO 7110.65, chapter 7, section 2, must not be applied with respect to the A388.[/quote][/quote]
806
The Flight Deck / Pilots flying JAX, MLB, DAB and MCO/ORL/SFB
« on: September 22, 2010, 10:02:54 PM »
Excellent questions, Dan. For what it's worth, at Boston, one cannot earn Center privileges without a Major Approach certification, due to the top-down requirement. Not into playing games about "well, if x is on, I can be , but if he/she signs off, I have to also...." Not worth chasing our tails.
807
General Discussion / Question about inactivity
« on: August 25, 2010, 04:14:35 PM »
Ralph,
Here's how to get back on:
Go to the VATUSA home page (www.vatusa.net) and log in
Go to MyVATUSA
Select the ARTCC transfer option, and select the ARTCC you'd like to join/rejoin
Here's how to get back on:
Go to the VATUSA home page (www.vatusa.net) and log in
Go to MyVATUSA
Select the ARTCC transfer option, and select the ARTCC you'd like to join/rejoin
808
The Classroom (Controller Tips) / Emergency Procedures?
« on: July 15, 2010, 12:51:02 AM »
Hi Paul,
It appears you may have double posted. Please see my response to you in the Fort Worth ARTCC forum.
It appears you may have double posted. Please see my response to you in the Fort Worth ARTCC forum.
809
General Discussion / Congrats to Bill Alderson!
« on: June 22, 2010, 12:52:28 AM »
Excellent choice! Best of luck!
810
General Discussion / NAS Pensacola
« on: June 06, 2010, 02:58:16 PM »
Phew! Thanks Missed the wrench turnin' part!