Looking at this from a pilot's perspective, this is a confusing policy.
1.) Is "F11" depicted correctly on ServInfo, VATSpy, VATSIM Who's Online, etc? That in and of itself may make it look as though there are no approach services provided anywhere.
Most mapping tools seem to place Approaches based upon where their primary visibility point is located. (and by most, I mean Vattastic, vatview, and ServInfo being the ones I checked) Not too sure about VATSpy because I have had zero luck getting the thing to fully function, but that is how I have found ServInfo and several others to work.
[!--quoteo--][div class=\\\'quotetop\\\']QUOTE [/div][div class=\\\'quotemain\\\'][!--quotec--]2.) Is there really any basis for the combination except for attempting to implement a procedure that was never implemented at all, but may have looked good on paper? We've tried a lot of things in ZDV that require some pilot education, such as Ramp Control, but in reality, hardly anyone wants to take the time to read in-depth about these procedures. This one is really out of the ordinary in that it isn't remotely close to a real world procedure whatsoever, from the F11 to the Central Florida Approach callsign.[/quote]
This is beyond paper, this was actually IN PROGRESS but was halted by NATCA because it was also a slight downsizing amongst other "issues". Not much "education" needs to happen here, a contact me is good enough to get the pilot on frequency.. even working a regular approach, I find myself having to send contact me's to pilots because they "didn't see me on".
[!--quoteo--][div class=\\\'quotetop\\\']QUOTE [/div][div class=\\\'quotemain\\\'][!--quotec--]3.) What happens when you "sectorize" for events? Do all callsigns revert to their real world ones, or is "Central Florida Approach" the callsign for all satellite/primary airport approach positions? If it's not, then you're kind of violating the basics of a TRACON consolidation: When D01 (Denver) TRACON took over PUB and GJT, the callsigns for PUB_APP and GJT_APP became "Denver Approach," but on paper, the Pueblo Sector and Grand Junction Sector respectively. Likewise the SOCAL, NORCAL, and Potomac TRACON consolidations feature the same callsign for all positions.[/quote]
The whole purpose behind Central Florida Approach is to offer services to others. Having a call sign of Orlando Approach with this "Consolidation" will be far more confusing when Jacksonville Approach is active. During events, Central FL App can still handle the airspace with normal sectorization occuring in the appropriate areas. This is meant mainly for non-peak times to broaden the expanses of the approach controller. This position is not meant for event staffing, as centers are usually up for events where as centers aren't up otherwise as often as approach.
[!--quoteo--][div class=\\\'quotetop\\\']QUOTE [/div][div class=\\\'quotemain\\\'][!--quotec--]From an administrative standpoint:
1.) Why isn't it more effective to allow your students to train on the major approach facilities (as far as I'm aware from looking at your site, MCO is the only major TRACON) and then just move them up to center, where they can provide the VATSIM-standard, tier-based services to all of those TRACONs in addition to the en-route airspace? Is there some sort of requirement to certify on F11 before being certified on Center? If there is, then you might be in violation of the GRP.[/quote]
There is only 1 major airport/airspace in ZJX, so, it has nothing to do with additional training. Once you have Major Approach, you can staff MCO and F11.. no additional training required as you already got it between minor (working JAX) and major (working MCO). I know all about the GRP, and designed F11 because we have more Approach controllers than Center or people Center qualified that enjoy working Approach more. As far as the training on center thing, training is slower in our ARTCC than it used to be because our levels of training staff have dropped as seems the trend around VATUSA. So, this way there is more "reward" for picking up major approach.
[!--quoteo--][div class=\\\'quotetop\\\']QUOTE [/div][div class=\\\'quotemain\\\'][!--quotec--]I don't like to be such a heavy critic, and I'm all for new ideas, but I don't know that this one will serve the purpose that you all intend.[/quote]
And while I appreciate criticism, this is, in the end a game.. we are trying to provide better and more services to pilots and have an environment we all can enjoy. There's nothing "extra" required of controllers to staff it besides remembering the call sign, frequency and position name. Nothing extra required of pilots besides just looking to see who is on using their pilot client. This way, aircraft going from Miami to Daytona can actually get services all the way to Daytona versus descent to about 5000 and right about the point they are supposed to get vectors to final are told radar services terminated.
And staffing of F11 versus MCO, DAB and JAX is at the discretion of the controller.. it's more choice for the controller on what they want to do. All that is required is certification on major and minor approach. Even the SOPs for F11 tell you to refer to the local TRACON SOPs and basically define the airspace purpose, frequencies and boundaries.
