Show Posts

This section allows you to view all posts made by this member. Note that you can only see posts made in areas you currently have access to.

Messages - Jeremy Peterson

Pages: 1 [2] 3 4 ... 12
Events / [03 OCT 2020 23Z - 03Z] Liberty City Fly-In
« on: August 07, 2020, 01:35:16 PM »

Fly into/out of Kennedy or LaGuardia airports, the two airports which influenced the design of GTA IV's Francis International Airport. We promise you, no stars will be given for arriving or departing these airports ★★★★.

Events / [30 AUG 2020, 19Z - 23Z] Surf 'n Turf Crossfire
« on: July 30, 2020, 08:26:46 AM »

New York is famous for their steak, The Bahamas is famous for their seafood. On August 30th from 1900Z-2300Z, the Nassau FIR and NY ARTCC is proud to present 'Surf N Turf' a crossfire between Nassau Bahamas (MYNN) and New York (KJFK). Come on down to The Bahamas for some delicious seafood, or fly up to New York and enjoy a nice juicy steak! (Eric Boxerman, Nassau ATM)

Events / [17 SEP 2020 2330Z - 18/0330Z] the dunder mifflin fly-in
« on: July 25, 2020, 10:03:09 AM »

Fly into the home of The Office, Scranton, PA. The paper industry may be dying but aviation isn't!


Come fly VFR in/out/through New York City! If you take any good screenshots, let us know about them.

Twitter: @NYARTCC
Instagram: @NYARTCC
Facebook: New York ARTCC

Please (please) make sure you are familiar with NY SFRA procedures by reviewing the obnoxious link below:
NY SFRA Quick Reference Guide (adapted from the original).

It is confusing. Here’s some clarification: we will be hosting a normal N90 FNO meaning you should fly into/out of the NY metro region Friday night starting 2330Z. At 0130Z, there will be a fly-out to Tel Aviv from JFK. This means, during FNO, we will be also handling a major departure push!

Hint hint, New York has three major fields and many more minor ones. If you plan on flying into or out of JFK, you are probably going to face some departure delays due to the fly-out starting at 0130Z. So, and I’ve said this before, the best way to avoid delays out of JFK is to fly to EWR or LGA!

See you there.

New York (vZNY) / Re: Recent ZNY Accomplishments
« on: July 09, 2020, 01:57:12 PM »
In all fairness however, I suggest you double check the number of days it took your ATM to make CTR.  I believe Karl also did it in short order.  While you are at it, please go feed my ego and check the number of days it took me to make CTR.  I think it might surprise you, and maybe even explain why I am such a pain in the arse when it comes to training!

Ira, all those ZNY records are gone (to me at least). But between your VATUSA S1 and your C1, there were 264 days.

I don’t know Karl’s start date but he earned his ZNY C1 on 20 January 2010.

New York (vZNY) / Recent ZNY Accomplishments
« on: July 09, 2020, 12:26:54 PM »
Over the past year, ZNY has been training and certifying a massive number of students. Our training progression is rigorous and consists of both fundamentals and facility-specific knowledge and when applied to a facility with four major airports, students can find training progression slow and sometimes tiresome. While ZNY's airspace is unique, the skills it requires to control from the Center level are rooted in fundamentals which are best developed early on, but can be learned anywhere in the division, provided active maintenance of that training is performed.

At ZNY, the last two steps before proceeding to Center training are the formidable New York TRACON (N90) over-the-shoulder (OTS) exam and Liberty Departure training. The N90 OTS consists of top-down coverage of N90, live on the network, overseen by an instructor. For context, this mean covering the JFK, EWR, LGA, and ISP areas concurrently from Approach services to Clearance Delivery. ISP has a number of uncontrolled and minor fields with seldom-used procedures; EWR has a complex operation itself, mixed with nearby interactions with TEB, MMU, CDW, and LDJ; LGA has a severely constricted corridor for traffic between JFK and EWR; and JFK is just plain busy. Liberty Departure consists of merging, sequencing, and maintaining efficient throughput for departures originating in N90 and being handed off to ZNY, ZBW, ZDC, or other approach sectors under ZNY, while also managing Liberty Catskill (Approach sector) for Hudson Valley airports. All in all, these two stages of training are often the toughest when it comes to demonstrating a fully-developed consolidation of training.

Amidst these intricacies, ZNY has trained and certified six such controllers (though only five of them remain after the axe), some from the ground up, and others who transferred from other facilities.

  • Amin Abrahem - AM joined ZNY in February 2016 but transferred to ZOB where he served multiple staff positions. In March 2019, he transferred back to ZNY and took up the FE role (which he still holds). Including the certs he received in 2016, he took only 84 days to reach S3 and (because of the hiatus to ZOB), took 1,543 days (a little more than four years) to receive his ZNY C1. He is also an Instructor at ZNY.
  • Brandon Humbert - BH joined in January 2018 and quickly progressed through his home facility, PHL. Within 50 days, he earned his S3 and was briefly a mentor for PHL. It has only taken BH 592 days to earn his ZNY C1, a number only beaten by the ZNY TA (481 days) and one other person (407 days). He is one of four controllers in ZNY who have earned center within two years of joining (at least since recordkeeping was changed around 2010).
  • Eriel Martinez - EM joined ZNY in July 2016. Since then, he has been added to the training staff, and progressed his way through all four major facilities, earning his ZNY C1 last July (2019). It has taken EM 1,087 days to earn his ZNY C1, having taken less than 9 months to earn S3. Currently, EM oversees facility operations at LGA (as the Facility Coordinator).
  • Joe Pentz - RP sucks. Okay actually (and joking aside), RP joined ZNY in November 2017 and quickly earned S2 by the end of that year. He started his training at PHL and the facility seems to have a place in his heart because he quickly became the Facility Coordinator of it, overseeing training and operations. He earned his ZNY C1 this February, taking 813 days (just over two years). RP also earned his VATUSA I1 in May. Go follow his Twitch.
  • Prithvi Shivaraman - YJ (we call him "Y-J" or "Prith") joined ZNY all the way back in February 2013, but most of his initial training occurred in 2016. Since earning his S1, it only took him 63 days to earn his ZNY S3 at his home facility, EWR. Since then, it took 1,413 days (almost four years) to earn his ZNY C1 (since joining, it took 2,713 days or about seven and a half years to earn his ZNY C1). It is relatively well known that much of that time between S3 and C1 was dedicated to actively avoiding numerous people's push to "continue training," though I shouldn't be one to talk... Anywho, YJ has served as FE, WM, LGA FC, and probably a few other roles, as he has dedicated considerable work to the ARTCC.

ZNY is absolutely delighted to see the hard work and achievement required by our training progressions pay off. These controllers show both sides of the spectrum: BH showed that ZNY C1 is achievable in under two years if you play your cards right, do your self-studying, engage with other controllers and the training staff, and keep on top of training advancement. YJ has shown that despite bumps in training, real-world commitments that get in the way of training, or even a dip in motivation to train, ZNY C1 is entirely within reach.

Always continue learning, ask questions, remember to coordinate, focus on your goals, and as always, see ya on the scopes!

Events / [26 SEP 2020 23Z - 03Z] Retro NY Fly-in
« on: July 03, 2020, 05:32:41 PM »

Bring your DC-10s, Boeing 767-200s, and your Connies to New York LaGuardia (LGA) as we host the second round of the Retro New York Fly-in!

Route information:
If you will be flying an aircraft into/out of N90 that meets any of the following navigational/equipment criteria, please file “RQST TMU APVL” in the “Remarks” section of your flight plan and expect TMU to process your flight plan before you depart (the alternative being controllers passing along your flight plan while you sit on the ground, waiting for TMU to find it):
  • AIRAC cycle prior to 1806 (June 2018)
  • Non-RNAV capable (any suffix other than /C /G /I /L /S /V /Y /Z)
  • Unable to find ANY of the N90 departure fixes in your FMC/FMS database (N90 Preferred Departure Gate Diagram)
  • Unable to fly ANY preferred or previously filed flight plan (utilizing PRD and FlightAware IFR Route Analyzer)
  • Plan on filing a known historical flight plan route which cannot be found in current flight plan databases.
By filing this note in your remarks, TMU can silently approve flight plan amendment requests and get you off the ground more quickly!

Parking information:
If you know your parking location, please include the following information in your “Remarks” section of your flight plan:
  • Terminal
  • Taxiway entrance to enter the ramp.
If you do not know your parking location, after landing, exit the runway immediately. During busy periods, it is more important to CLEAR THE RUNWAY than it is to receive taxi instructions.

Operationally, the cab (including the delivery, ground, tower, and ramp controllers if we have one) works best as a team. This means proper controller handoff briefings are vitally important—the last thing a controller needs to do is go, “oh wait, was this aircraft given clearance already?” Another important aspect, which is applicable for any controlling position, is awareness of one’s own volume threshold. Not everyone has the same controlling abilities; some have been controlling for decades, and some just got their certification. The implications for these differences in controlling ability is two-fold: on the one hand, there is responsibility by the Events Coordinator to ensure controllers are not being overwhelmed with traffic; and, there is responsibility by controllers to advocate when they are or anticipate being overwhelmed.

As far as the traffic management perspective, often enough, the most impactful area in the terminal environment is the runway. Depending on your airspace, changes in runway configuration can have a range of effects from a simple switch of a SID/STAR to a whole reconfiguration of the TRACON airspace. Take, for instance, JFK. In an ILS 22L/R, depart runway 22R and [email protected], the aircraft waiting to depart on 22R can use 31R and taxiway Charlie to queue (this is a LOT of space). For traffic departing [email protected], there’s only space on taxiway Bravo (and some on taxiway Alpha north of taxiway Juliet) for queueing meaning that area is very sensitive to surface congestion. Furthermore, the availability of runway crossings for 22R arrivals means taxiway Kilo must be protected so that area is very much a hotspot. Alternatively, on a ILS 31R, visual 31L, depart 31L operation, we use runway 22R for queueing if needed and all the taxiways on the east side of runway 22R. The hotspot here is usually aircraft exiting runway 31R not turning properly or holding short of taxiway Bravo with their tail over the runway, creating a hazard for upstream arrivals. This is where the efficiency of your tower operations team is most evident: an efficient and well coordinated tower team can recognize the potential surface constraints, anticipate pilot actions, and positively/proactively position aircraft to prevent backups or chokepoints.

As far as ramp goes, the execution of it is highly dependent on the skill of the ramp controllers, knowledge of existing real-world operations, and the application of this to the VATSIM environments. An example of this is how JFK manages Cross the Pond. Internally, we (ZNY) have considerable real-world knowledge and experience working with the JFK ramp controllers and we have come up with a system that works for the VATSIM environment and is highly flexible, allowing for one ramp controller to up to nine. Usually, we set it up like this: aircraft calls delivery for clearance, clearance hands off to ramp for pushback, aircraft calls ramp, ramp tells aircraft to pull up to a certain point and then call ground metering, ground metering informs aircraft of sequence or when to call the ground controller, ground gives taxi instructions, then ground hands off to tower, and that’s that. We’ve found that ramp works best for departure operations and NOT arrival ones (aircraft can just disconnect if there is no gate available).

My last point will be delegation of responsibility: in my experience, having an identifiable chain of command improves the communication process for the whole ARTCC. This means delegating supervisory functions to “Tower Supervisor” or “TRACON Supervisor” (or in the case of N90, “XXX Area TRACON Supervisor”). This allows for decision-making to be clear and concise, giving authority to one person instead of distributing it to all controllers. This doesn’t mean input isn’t accepted, it just means in the event that a decision needs to be made but there are conflicting opinions, the SUP can make the decision then and there. For TMU positions—and I realize that some facility’s don’t even use a TMU position at all, let alone multiple—for high impact events like FNO or CTP, having multiple TMU positions can really help the event run smoothly. For N90, we can split TMU functions into 4 positions, PHL TRACON into 3, and ZNY into 4 plus 6 departure PIT (works on issuing reroutes) positions and a supervisory TMC (STMC). Now, we have only used multiple ZNY, N90, and PHL TMU positions a few times but it considerably helps make the workload easier on the EC (who also has to deal with real-time staffing concerns and other managerial business) or whoever the traffic management controller in charge (TMCIC) is.

Anyways, that’s my essay, if you wanna know more, you probably know how to reach me, or at least someone does!

Added N90 FNO arrival bookings link. Extended end time to 04Z to accommodate Tel Aviv departures.

Added co-hosted JFK-LLBG flyout information.

From the desk of the esteemed Ethan Dean, ZNY TA:
Please join all of the training staff on Friday, May 15th from 7:00 - 9:00 PM EDT for Krikor Hajian's N90 OTS! At this point, most should know the drill, but just in case you don't, N90 will be CLOSED for those two hours. Meaning, no controller, besides Krikor, shall be working JFK, EWR, LGA, or their subsequent minors. This OTS is made to demonstrate top-down controlling. IFR and VFR is always welcome, especially irregular/uncontrolled ops ;).

See everyone there!

From the ZNY TA:
Attention Controllers!

Please join me in supporting one of our fellow controllers in the well awaited N90 OTS! Prithvi Shivaraman is finally starting the long process of training for CTR! Tomorrow, Prithvi will be observed on all N90 positions. In other words, no other controllers are allowed on any N90 positions (JFK, EWR, LGA, or their subsequent minors) for this time. Prithvi will be working top-down. Flying IFR or VFR in N90 airspace is recommended!

Prithvi, good luck, and we'll see you all there!


Events / Re: [10 APR 2020, 23Z - 03Z] Springtime in Philadelphia FNO
« on: April 11, 2020, 01:04:56 AM »
I'm not going to get into it with you because you hold a position in ZDC. I reported where I had the problem and how we as the pilots were getting hosed because the folks on the ground couldn't work together. Your comment about letting proceed just proves there is a problem by your answer. When we question the ATC pilots are to blame.

Sir now you are saying "the folks on the ground couldn't work together" but earlier you were saying that ZDC wasn't doing the job and holding people. ZDC can't do much when PHL can only take certain arrivals per hour. I wasn't the guy in charge or controlling enroute so I can't say much, however, I believe they tried their best to stop too much aircraft enters ZDC. However, if neighbor ARTCC keeps dumping traffic into ZDC, all they can do was to hold people until PHL clears up. If you see a tree's leaves turning brown, it might not be the leave's problem.
Now let's talk about why people were entering ZDC from Atlanta but not Indy. To make it simpler, let's just say ZDC was ok with that. Here's an example. There is a highway that having a traffic jam because the exit is jammed. There's also a traffic light to control traffic on the highway. The lane with green light can get on the highway and the lane with red light cannot. Sir you are sitting in the lane waiting for the red light and complaining about the traffic light and the highway.

You guys at DC love your metaphors. Call it what it was, a mess. You can't fault the pilots who got bounced around between Indy and DC as we were cleared and following instructions from take-off to holds. By the way, I'm not the one responsible for coordinating traffic, your guys are. So if I come-on here to voice my dissatisfaction don't try to make me the bad guy because their was too much traffic. I'm sure another DC controller will chime in. Your good at that. I'm out and done replying because it's getting nowhere.

Actually I'll chime in. Hi, I'm the ZNY Events Coordinator. We declared an arrival rate of 51 at the start of the event. We ended up landing above that rate for 3 hours (see this nifty link). This means we were landing better than we anticipated. Also, if you would like a log of all of the traffic management initiatives (which I recorded in the National Traffic Management Log), let me know and you can see how much we actually coordinated (note, this does not necessarily include things coordinated internally or via voice on the New York Metro Hotline which we use to connect different ARTCCs to assist in coordination of traffic management things).

We had some problems, yes: we wanted to mitigate South Approach (PHL_SA_APP) becoming oversaturated because we know in the past, it gets easily oversaturated by BOS traffic on J121 and ATL on PAATS. We planned splitting ATL traffic through ZID to route them on the BOJID (the north arrival) and BOS via SPUDS to move some traffic north. Unfortunately, ZID ended up not taking ATL departures through them and ZBW didn't have enough staff to support reroutes so neither of those initiatives was as effective as they needed to be. This contributed to metering delays out of ZID, ATL, and some other places.

Traffic management transcends the small-picture, individualness of single flights. It involves managing flows of aircraft, working within/between ATC facilities, and inter-ARTCC routing and initiatives. To think that problems affecting an FNO are limited to certain flights or ways certain controllers handle things is misguided. It takes a big-picture view to understand what happens on the ground and in the air.

Events / Re: [10 APR 2020, 23Z - 03Z] Springtime in Philadelphia FNO
« on: April 09, 2020, 07:42:39 AM »

  • Pilots will have exactly one (1) opportunity to land. If the pilot goes around, they must divert unless one of the following conditions exists:
This is something that  absolutely CAN NOT be done on VATSIM. Please remove this language from this post. We expect that ZNY will be accommodating and allow additional approaches for aircraft that may have to go around.

Language removed[/list]

Pages: 1 [2] 3 4 ... 12