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Messages - Derek Vento

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1
News / Re: VATUSA Has a New Events Manager
« on: April 19, 2021, 11:16:10 PM »
Congrats Brandon!

2
The Classroom (Controller Tips) / Re: VATUSA Refresher Class - Approach
« on: December 06, 2019, 12:46:23 PM »
Hmm, looking forward to this

3
General Discussion / Re: What Website??????????
« on: December 03, 2018, 03:05:29 PM »
The direction matters, but so does the velocity of the wind. If it is 110 @ 4kts, landing 10L at KSFO makes no sense. You're looking to see if the winds exceed the limitations of the aircraft you're flying. For example, at work all of our aircraft have a 10 knot tail wind limitation, meaning we can't land on a runway with a tailwind greater than 10 kts. So, using your example of DCA, we can land 01 if the winds are 190 @ 5kt, but can't land if the winds are 190 @ 11kts. There are also crosswind limitations to account for as well and they vary for each aircraft type. You can do a google search for (aircraft type) wind limitations" and figure out what they are for the plane you're flying.

Some of these people probably have access to a website that pulls the real world D-ATIS. I have access to one from work, so I use it while on the network. Not everybody has that, but what you can do it look up the D-ATIS phone number on airnav.com or fltplan.com and call it to listen to it. If that's too much hassle, just open up flight aware or flightradar24 and go to the airport and see what runway RW traffic is landing.

Last, I will mention that if ATC isn't on you can technically land whatever runway you want, regardless of if it makes sense or not. It's best to play nice and go in the direction of the other traffic, but you aren't required to do so. Have fun!

Perfect response!

4
General Discussion / Re: We don't talk enough...
« on: November 09, 2018, 11:49:42 AM »
I'm not going to get into what Kos & Bruno are referencing because whether or not that is true still should not take away from the fact that, there is a membership of individuals that deserve a connection with the upper echelon. I want the words I'm using to not be looked at as an "attack" but instead a constructive conversation where we can acknowledge fault or say "He, ya know what Derek, I disagree, this is what's occurring". That's fine with me but we have to acknowledge the people who still want to make this fun. I'm sorry to say this, but a lot of people have lost their drive to actually control airplanes. Managing is more "fun" for them...managing is "their game"..well listen...I didn't come here for that and neither did most of us. I came here to have an equal balance of fun, with good management serving the people. Let's have a conversation in the next few days/week or so, to sit down and facilitate a genuine dialogue.

As always, I got nothin but love for ya'll...Yes, the slang came out! Be good, I'm done with this post. See you on the scopes fellas.

5
General Discussion / Re: We don't talk enough...
« on: November 08, 2018, 08:26:32 PM »
Transparency is huge! Members like S1’s & 2’s are SO key to “keep around”. We talk about retention but one of your best ways to keep them around is to communicate. I can’t agree more with what Chris Hadden said…”we want to see you!” I see Brandon Barrett more than anything else. I enjoy the fact that he jumps into a teamspeak and jokes with us. He controls from time to time, and shares laughs, talks about life. No one ever feels on edge, and it’s like hanging out with one of the guys. I hate to say it, but I don’t think a lot of the newer members know who our top division staff even are.

Too many ARTCCs that seem as if they don’t know who to seek for help, when in fact, it’s VATUSA. Can I ask…what is the purpose of  the Air Traffic Director? I don’t get any updates from them? I can’t even think of the last time I’ve seen one. Again, is this position responsible for delivering information from VATUSA1? I'm not sure if many people know what these roles are or even consist of. Is the role of the director to supervise multiple ARTCCs because if so, I would love to see a system of checks and balances to ensure that the staff of an ARTCC is being held accountable.

I feel for the members that think that this individual is doing a good job. They think it’s a good job because they’ve only been here for 5 months and they have never been to any other ARTCC. These guys and gals deserve more but I don’t see anyone putting anyone’s feet to the ground to make sure they are doing their job besides asking “So how are things in the ARTCC?” “Good”. Well duh, they’re not going to say “I’m doing a terrible job”. I know some people have a lot on their plate but either there are not many tasks being delegated or people are not showing up to work.

Some in the above posts have mentioned a teamspeak or discord. Sure, but why not come in and hangout with us. We don’t get to vote for our leaders, so at least give us your time and show face. I am very happy with the responses this post has produced but please, please, please do not just stop in to appease me, please move a few pieces on the chess board. Surveys are great, but how about an anonymous suggestion box on the VATUSA website? The issue is, there are a lot of people that are afraid to speak up because they do not want to deal with repercussions, and they surely do not want to be critiqued. Giving someone the chance to speak without judgement is key!

Tony, you mentioned where do we want to see more communication from VATUSA? I think a great idea would be, to tell us what you’re working on, tell us what you discussed with the ATMs at a level that doesn’t compromise anything that should be TRULY kept under the sheets for certain ears. This is an age of digital media and there are talented people on this network. Can we improve a way to deliver messages to people? There are people that come and go and unless you’re on your own teamspeak about three times a week, and your ARTCC does not send out a newsletter, and you’re not on the forums, how will anyone know what’s going on within the division or local level? There has to be a sense of standardization and accountability.
I’m truly open to a constant discussion and if it requires like 10 of us to get together and I take notes/minutes, I’m game!

6
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

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The Classroom (Controller Tips) / Re: Speed Control and How To Use It
« on: August 05, 2018, 11:08:19 AM »
Derek,  as usual your posts are very informative.  You’re great st explaining the “why”.

Appreciate it Mani!

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The Classroom (Controller Tips) / Re: Speed Control and How To Use It
« on: August 04, 2018, 11:41:13 PM »
Can you come to SCT and teach the Burbank area peeps about this? I literally overheard one of them on the landline the other day say that "We don't use speeds here" smh

LOL!

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The Classroom (Controller Tips) / Re: Speed Control and How To Use It
« on: August 04, 2018, 03:29:43 PM »
Tell ‘em! Good work

That also means stop clearing a/c direct to the FAF for an ILS....

10
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.

11
The Control Room Floor / Re: There are two types of controllers...
« on: June 26, 2018, 12:49:22 PM »
Just discovered this post...very well written Shane.

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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]

13
The Control Room Floor / Re: Which ARTCC to join?
« on: May 07, 2018, 03:42:34 PM »
Be sure to take into account how some ARTCCs have toxic teamspeak servers LOL! Some require tough skin to say the least...and others, a good sense of humor.

Best of luck my friend!

DK

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WooWhoo!

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Who's all going?!

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