Yesterday we just ran more scenarios both on the north and south sides. We did have one scenario that was just north for both of us (separately) that was just arrivals into Academy. Almost all of the arrivals were coming from the northwest, and then you'd get three or four arrivals coming directly from the east that you had to work into the sequence. Speed control was the key here, and you had to be careful not to run your downwind out too far (which if you didn't use speed control correctly, it was pretty easy to get a long downwind).
Today the scenarios definitely got a little busier. I've found that the north scenarios seem to be a little bit more hectic compared to south. This morning I think I was just out of it so I had one really bad run where things were just all over the place on north. After lunch I got a handle on things though. We had one scenario with an emergency (which we haven't worked any emergencies before), and we just had to vector him straight to Academy and land him as soon as possible. My partner and I also ran the arrivals scenario again (the one where we were both north separately) and I did much better with my speed control today and working those east arrivals into my sequence.
I met my facility manager from Denver today, and I was surprised to see him behind my partner and I during our second to last scenario of the day when we were finishing up. Turns out he had been watching it the entire time. As far as I can remember, I did pretty well, so hopefully he wasn't like, "Whoa, we don't want her working triple simultaneous approaches into Denver and level 11 traffic..."
Tomorrow is our 40% skill check which we take right after lunch. Supposedly the traffic will be less than what we've been dealing with on some of our busier scenarios. The skill check evaluations will be sent to our individual facilities. Our facilities also get the results of our 70% skill check, our RTF PV that we have on the last day of class, our radar qualification exam, our two RTF block test exams, and our ITR exams.
Thursday, February 28, 2008
Monday, February 25, 2008
Day 11 of RTF
Today the scenarios picked up speed a little bit, but things still weren't too difficult. There's not much to say about the scenarios in general because I can't describe them in full detail, so I'll go over a few things that you'll find in the scenarios we run.
As a north controller you're likely to see:
As a north controller you're likely to see:
- Arrivals into Academy - You'll have to scan south's airspace too to plan a sequence that works for both your Academy arrivals and their arrivals. You call up south and say something like, "South, North, sequence." They come back, "South." You'll say, "One slot behind Delta 58, M.N." And then they'll give their initials. Try to stay ahead of the game and give them slots so that they don't have to call you up asking for them.
- Arrivals into Bartles - These will come from the northeast (in which case you drop them to 3000 before they hit the Bartles shelf and vector them across the top of your scope to land at Bartles), or they come from the northwest (which they're given to you at 4000 here and are already on a runway heading so you can pretty much just clear them for the approach once they get closer to the airport). There will also be one or two Bartles arrivals in each scenario which come up from the south (the south controller will vector them around the outer 15 mile ring and then hand them off to you). You'll just vector these north and then towards the airport. You might also get a VFR pop-up going to Bartles by way of James.
- Arrivals into James - These will also come from either the northeast or northwest. You can vector them straight in for the full approach or you can give them vectors.
- Point outs to South - You may get an aircraft going out the Noble gate or Shawn gate that is climbing to 12,000, so it's easier to hand them off to Center. Since they'll be clipping South's airspace you have to do a point out on each one.
- Hand offs to South - If an aircraft is going out the Noble gate at 8,000 or something other than the high altitude (12,000), then you can just hand them off to South and transfer their communications.
- APREQs - You may get some Jeske arrivals coming down from the northwest at 10,000. They're on a heading direct to Jeske Tacan originally. By SOPs, you're supposed to drop them to 6,000 and keep them in the outer 15 mile ring. However, it may be easier to just keep them at 10,000 and keep them direct Jeske Tacan. This requires an APREQ.
- Overflights - There will be a few overflights going to OKC or MKC, etc. who you'll just let fly through your airspace. When they get towards the limits of your airspace you'll just hand them off.
- Departures off of Bartles - Airplanes will call up requesting release. Make sure you don't release them if you've got a plane that will be landing soon at Bartles.
- Departures off of James - Same thing, except McAlester FSS will be the one requesting the release.
- Departures off of Academy - Most of your departures will be going out of the Colin gate or the Mayes gate. You'll just climb them to their requested altitude and turn them towards that direction. Some airplanes you have to wait to turn until they're out of 3,000 though (for noise abatement), and you may also need to scan the area to make sure you won't have a conflict from climbing them into someone else.
- Arrivals into Academy - You'll have to either be given slots from the north controller or you'll have to request them. Be prepared to change up whatever sequence you may have had in mind if North doesn't want you to have that slot you thought you'd get. Speed control is your friend.
- Arrivals into Jeske - These will be coming up from the southwest of will be given to you by the North controller from the northwest. Drop them to about 6,000, once they're within 15 miles of Jeske call them inbound, drop them to 3,000 once they get closer, and then vector them and clear them to land.
- Arrivals into Bartles - You'll usually get one that comes up from the southeast wanting to go to Bartles. Keep him in the outer 15 mile ring and keep him at 6,000 and then hand him off to North once he gets farther north.
- Point outs to North - You may get some departures off of Jeske that are going out the Colin gate at 12,000, so you'll want to hand these off to Center and just point them out to North. There may also be some departures wanting to go out the Mayes gate, so they'd be a point out too.
- Hand offs to North - Typical hand offs that you may have to do.
- Overflights - There will be a few overflights who you'll just let fly through your airspace. You'll just hand them off once they get towards the limits of your airspace.
- Departures off of Jeske - These will be going out any of the four departure gates. Not too difficult. You may have to throw in a point out or hand off with one of the planes if they're headed out the Colin or Mayes gate.
- Departures off of Academy - Most of your departures will be going out of the Shawn or Noble gate. You'll just climb them to their requested altitude and turn them towards that direction. Some airplanes you have to wait to turn until they're out of 3,000 though (for noise abatement), and you may also need to scan the area to make sure you won't have a conflict from climbing them into someone else. One thing to look out for is the planes going out the Shawn gate. You'll get something like a Skyhawk coming off going out the Shawn gate at 8,000. Your first thought is to climb him up and turn him left to get out the gate. But if you do that then you're screwed when a jet comes off requesting the Shawn gate too, and now you've just turned the Skyhawk into his flight path. Operational error, anyone? Solution is to wait to turn the Skyhawk until he gets about 6 miles further south. That way you'll still have separation when the jet comes off.
Sunday, February 24, 2008
Day 10 of RTF (first day of labs!)
On Friday we moved into our new classroom so that the new RTF class that was starting could take over our old one. We'll be in the ACD labs full time now. We skipped over lab orientation since we already knew how to set up the scopes and everything and at 0730 we moved right into the pre-test. It was pretty simple and nothing to worry about. Each person was watched by one instructor each and the instructor marked points off for each mistake you made. However, your name doesn't go on the evaluation sheet. This same scenario is given as a post-test at the end of RTF and it's just used as a tool to see how the instructors do to improve the students' skills.
Oh, and we are the most totally awesome class ever by the way. Supposedly we were the first class ever to not have anyone at all vector the overflight. About halfway through the problem comes this aircraft going to OKC, and there's usually at least one person who sends them to Academy and clears them to land there only to issue the approach clearance and get the response, "Uh, we didn't request a landing at Academy..." The other RTF class who parallels ours had a few people who did it, but ours did not. We thought that Dave (our instructor from ITR) was going to follow through on the bet he made with us, but apparently he chickened out. Supposedly he makes the same bet with every RTF class he has: if no one vectors the overflight then he'll shave his head. However, he pulled some B.S. that the bet included all 24 RTF students who ran the problem that morning (our class and the other parallel class), even though he never said that as part of the bet to begin with. Oh well. Points still to all of us. :)
We ran three different scenarios after the pre-test. Each scenario lasts about 40 minutes and then we get about a 15 minute break in between each one. We're paired up in twos, and one person works the south sector and one works the north sector. They typically try to pair up each group by skill level. Each person also has one instructor who constantly watches over your scenarios. You'll get to work with two instructors total, because for your pair you'll have one instructor to watch over the north sector and one to watch over the south sector. After one run on each scenario, you swap with your partner to get a chance to run the opposite sector.
We ran one scenario that was just arrivals, one that was just departures, and one that was both arrivals and departures. All in all it wasn't very difficult. They keep the traffic count low to start you off so that you can get the hang of things. The only thing that took a little getting used to was the sequencing on final into Academy. The north controller has control of all sequencing, so as a south controller you have to wait until you are given a slot, or you have to request one if they don't call you up in time. You often have to re-sequence things, because you may not always get the slot you were expecting.
Oh, and we are the most totally awesome class ever by the way. Supposedly we were the first class ever to not have anyone at all vector the overflight. About halfway through the problem comes this aircraft going to OKC, and there's usually at least one person who sends them to Academy and clears them to land there only to issue the approach clearance and get the response, "Uh, we didn't request a landing at Academy..." The other RTF class who parallels ours had a few people who did it, but ours did not. We thought that Dave (our instructor from ITR) was going to follow through on the bet he made with us, but apparently he chickened out. Supposedly he makes the same bet with every RTF class he has: if no one vectors the overflight then he'll shave his head. However, he pulled some B.S. that the bet included all 24 RTF students who ran the problem that morning (our class and the other parallel class), even though he never said that as part of the bet to begin with. Oh well. Points still to all of us. :)
We ran three different scenarios after the pre-test. Each scenario lasts about 40 minutes and then we get about a 15 minute break in between each one. We're paired up in twos, and one person works the south sector and one works the north sector. They typically try to pair up each group by skill level. Each person also has one instructor who constantly watches over your scenarios. You'll get to work with two instructors total, because for your pair you'll have one instructor to watch over the north sector and one to watch over the south sector. After one run on each scenario, you swap with your partner to get a chance to run the opposite sector.
We ran one scenario that was just arrivals, one that was just departures, and one that was both arrivals and departures. All in all it wasn't very difficult. They keep the traffic count low to start you off so that you can get the hang of things. The only thing that took a little getting used to was the sequencing on final into Academy. The north controller has control of all sequencing, so as a south controller you have to wait until you are given a slot, or you have to request one if they don't call you up in time. You often have to re-sequence things, because you may not always get the slot you were expecting.
Thursday, February 21, 2008
Day 9 of RTF (last day of classroom work!)
Today we spent the entire day running part-task scenarios. It really made the day pass quickly and it was a lot of fun. We ran seven different scenarios lasting about 40 minutes each. There were ghost pilots for all of us this time, so we all worked as controllers the entire day. We had use of the ACD lab after lunch time, so we alternated out half in the lab and half in the classroom so that we could use that.
The scenarios alternated between working as north or south controller and they were all pretty similar. Working the north scenarios there were arrivals and departures into and off of Academy, Bartles, and James, along with some overflights and VFR pop-ups thrown in. The south scenarios were similar with some overflights, and had arrivals and departures into and off of Academy and Jeske. I think all of us did pretty well and by the end of the day we had the procedures and phraseology down for the most part.
Tomorrow we start in the ACD labs full time. Only 9 days left of class!
The scenarios alternated between working as north or south controller and they were all pretty similar. Working the north scenarios there were arrivals and departures into and off of Academy, Bartles, and James, along with some overflights and VFR pop-ups thrown in. The south scenarios were similar with some overflights, and had arrivals and departures into and off of Academy and Jeske. I think all of us did pretty well and by the end of the day we had the procedures and phraseology down for the most part.
Tomorrow we start in the ACD labs full time. Only 9 days left of class!
Wednesday, February 20, 2008
Day 7 and 8 of RTF
On Monday we covered additional services, radar services to VFR aircraft, and visual approaches. The section on additional services covered the duty priorities of controllers, traffic advisories, the traffic alert and collision avoidance system, weather and chaff information, and bird activity. Radar services to VFR aircraft covered the approach sequence, control transfer, termination of service, terminal radar service areas, and class B and C service. The section on visual approaches covered vectors for a visual approach, clearance for a visual approach, visual approaches to multiple runways, and contact approaches.
Today we started our last lecture section: emergencies and unusual situations. This covered emergency situations (distress and urgency situations), controller responsibilities, ELT signal assistance, emergency beacon codes, radar assistance techniques, aircraft bomb threats, no radio procedures, primary and secondary radar failure, and fuel dumping. After we were done with this section we had a review for our second block test, in the style of "Who Wants to Be a Controller?" We got through the review and the test pretty quickly and then we had a similar review for our radar qualification exam. This one was a 50 question test and it was still pretty easy, and we took it just before lunch. We were originally supposed to take it tomorrow, but Elizabeth let us get it out of the way so that from tomorrow on out all we have are scenarios to run.
After lunch we ran scenarios through the end of the day. There was one that had arrivals to James and Bartles, and we had to get used to the phraseology for each type of arrival. We also had to remember the whole, "Report cancellation of IFR this frequency in the air or with McAlester radio on the ground. Change to advisory frequency approved." (That part was for arrivals into James.) Then we ran a scenario that added Academy arrivals along with the James and Bartles arrivals. That one was definitely a lot busier. There was also a scenario that was just Academy arrivals, but there were a ton of them. Speed adjustments were needed to work everyone in and you had to work them from both the north and the south side.
Tomorrow we run part-task scenarios all day but this time we get ghost pilots for the day so that all of us can be controllers at once. We may be able to use one of the labs tomorrow, but we don't know for sure yet. On Friday we officially start in the ACD labs, and we'll also have our pre-test. This is basically a scenario we run that we know nothing about and supposedly it's pretty busy. We're expected to do poorly on it, because we also run the same scenario on the very last day of class and it's supposed to show how well everyone has improved.
Today we started our last lecture section: emergencies and unusual situations. This covered emergency situations (distress and urgency situations), controller responsibilities, ELT signal assistance, emergency beacon codes, radar assistance techniques, aircraft bomb threats, no radio procedures, primary and secondary radar failure, and fuel dumping. After we were done with this section we had a review for our second block test, in the style of "Who Wants to Be a Controller?" We got through the review and the test pretty quickly and then we had a similar review for our radar qualification exam. This one was a 50 question test and it was still pretty easy, and we took it just before lunch. We were originally supposed to take it tomorrow, but Elizabeth let us get it out of the way so that from tomorrow on out all we have are scenarios to run.
After lunch we ran scenarios through the end of the day. There was one that had arrivals to James and Bartles, and we had to get used to the phraseology for each type of arrival. We also had to remember the whole, "Report cancellation of IFR this frequency in the air or with McAlester radio on the ground. Change to advisory frequency approved." (That part was for arrivals into James.) Then we ran a scenario that added Academy arrivals along with the James and Bartles arrivals. That one was definitely a lot busier. There was also a scenario that was just Academy arrivals, but there were a ton of them. Speed adjustments were needed to work everyone in and you had to work them from both the north and the south side.
Tomorrow we run part-task scenarios all day but this time we get ghost pilots for the day so that all of us can be controllers at once. We may be able to use one of the labs tomorrow, but we don't know for sure yet. On Friday we officially start in the ACD labs, and we'll also have our pre-test. This is basically a scenario we run that we know nothing about and supposedly it's pretty busy. We're expected to do poorly on it, because we also run the same scenario on the very last day of class and it's supposed to show how well everyone has improved.
Tuesday, February 19, 2008
Days 4-6 of RTF
On Wednesday of last week we covered vectoring and speed control. The vectoring section covered the proper phraseology to use to issue an aircraft a particular heading, to initiate a vector, and to resume particular procedures. We covered the traffic pattern headings for the airports in Academy airspace, and they'll be helpful to know for when we run approach scenarios. We ran a part-task scenario after this section, which was the vector maze I talked about in an earlier post.
The speed adjustment section covered phraseology for increasing and reducing speed, crossing restrictions with speed involved, and speed requirements for arrivals and departures in Academy airspace. The part-task scenario for this section had a bunch of arrivals coming into AAC, and we had to adjust their speeds to keep minimum separation on downwind and while landing.
On Thursday we covered the last section in our first RTF manual: altitude. This section covered MEAs, MOCAs, MVAs, the NEODD SWEVEN rule, and phraseology for assigning a particular altitude. We also reviewed altitude procedures for arrivals and departures in Academy airspace. The part-task scenario just involved changing altitudes on arrivals into Academy so that airplanes were properly separated.
After we finished the altitude lecture and part-task scenario we had our review for our first block test. We played "Who Wants to Be a Controller?" which was modeled off of "Who Wants to Be a Millionaire?" (complete with the sound effects). It was a fun way to review and it covered everything we needed to know for the test.
After lunch we moved onto our second RTF manual. The first section covered departure procedures like SIDs, releases of IFR and VFR departures, and separation on departure and over obstructions. We ran two scenarios a few times to get the hang of departures. One was working as the north controller, and another was working as the south controller. We got the hang of having departures off of all four airports, and got to practice our phraseology for each situation.
On Friday we moved onto arrival and approach procedures. This covered approach clearances, vectors to final approach courses, GPS arrivals, practice instrument approaches, missed approaches, and VFR to IFR. This one was a pretty long section. The part-task scenario we ran covered approaches into all four airports, but we mostly had to be concerned with the headings from downwind to base to final, and we didn't give full clearances.
I headed out to Denver for the weekend since we had Monday off for President's Day. It was nice to get out of OKC and I managed to find a place to live for when I'm done with the Academy. I also discovered that working for the FAA has its advantages. The security lines at DEN on Monday afternoon were 30-45 minutes long and I started to wait in one when I heard one of the TSA people calling all military, clear card holders, first class passengers, etc., over to an expedited line. I asked her if I could get in that line instead if I was an FAA employee. She just had to take a look at my MMAC badge and I saved myself about half an hour of waiting. :) I'm sure this doesn't work every time, but it sure helped on that day.
The speed adjustment section covered phraseology for increasing and reducing speed, crossing restrictions with speed involved, and speed requirements for arrivals and departures in Academy airspace. The part-task scenario for this section had a bunch of arrivals coming into AAC, and we had to adjust their speeds to keep minimum separation on downwind and while landing.
On Thursday we covered the last section in our first RTF manual: altitude. This section covered MEAs, MOCAs, MVAs, the NEODD SWEVEN rule, and phraseology for assigning a particular altitude. We also reviewed altitude procedures for arrivals and departures in Academy airspace. The part-task scenario just involved changing altitudes on arrivals into Academy so that airplanes were properly separated.
After we finished the altitude lecture and part-task scenario we had our review for our first block test. We played "Who Wants to Be a Controller?" which was modeled off of "Who Wants to Be a Millionaire?" (complete with the sound effects). It was a fun way to review and it covered everything we needed to know for the test.
After lunch we moved onto our second RTF manual. The first section covered departure procedures like SIDs, releases of IFR and VFR departures, and separation on departure and over obstructions. We ran two scenarios a few times to get the hang of departures. One was working as the north controller, and another was working as the south controller. We got the hang of having departures off of all four airports, and got to practice our phraseology for each situation.
On Friday we moved onto arrival and approach procedures. This covered approach clearances, vectors to final approach courses, GPS arrivals, practice instrument approaches, missed approaches, and VFR to IFR. This one was a pretty long section. The part-task scenario we ran covered approaches into all four airports, but we mostly had to be concerned with the headings from downwind to base to final, and we didn't give full clearances.
I headed out to Denver for the weekend since we had Monday off for President's Day. It was nice to get out of OKC and I managed to find a place to live for when I'm done with the Academy. I also discovered that working for the FAA has its advantages. The security lines at DEN on Monday afternoon were 30-45 minutes long and I started to wait in one when I heard one of the TSA people calling all military, clear card holders, first class passengers, etc., over to an expedited line. I asked her if I could get in that line instead if I was an FAA employee. She just had to take a look at my MMAC badge and I saved myself about half an hour of waiting. :) I'm sure this doesn't work every time, but it sure helped on that day.
Friday, February 15, 2008
Random note...
Hi everyone, just a quick random note... Sorry I haven't been as quick to update this blog as I have been previously. I was actually surprised that I was keeping up with it on a daily basis up until this point. Anyway, I've been a little sick the past few days and just wasn't in the mood to post, but I have been keeping notes and remembering what we've been doing in class. I'm flying out to Denver right after class tomorrow, so I'll be updating my blog on Monday night or Tuesday night when I get back. Wish me luck on finding a place to live in Denver! Plus, I get to go skiing this weekend, and getting out of OKC is always an added bonus. :)
Tuesday, February 12, 2008
Day 3 of RTF
Today we finished up with the section on radar identification. This covered radar contact, radar contact lost and radar service terminated. Then it went over the three primary radar identification methods: departure observed within one mile of takeoff runway end at airports with an operating control tower, position correlation, and identifying turns. Three beacon identification methods are an ident, observing a code change, and squawk standby then normal. We covered the proper phraseology for everything, and then moved onto a section on transfer of radar identification.
This section covered handoffs and point outs. Surprisingly for me, some of the stuff in this section seemed new to me (either that, or I just wasn't paying attention in class on whatever day we covered it at Riddle). After we reviewed we ran a scenario with half the class as controllers and half as pilots. At first we were all a little confused on some of the things to do in the scenario, but we picked it up pretty quick again. The pilots just got prompts to act as Aero Center and call up with (for example) a request for a point out on a particular aircraft. Then the controllers had to either approve or deny it based on other traffic in the area. Controllers also had to figure out when to request position verification on an aircraft, or when to tell them radar contact, etc. We ran this scenario a total of four times (two times each as a controller), because the class requested a second try at it just to make sure we understood everything.
The last topic we covered today was separation procedures and safety alerts. Bob taught us this section, and I still can't say I'm a fan of his teaching style. He feels the need to explain each thing in three different ways, so it takes forever and he also ends up confusing people (so as a result we ask more questions and he has to explain even more). Anyway, the first half of this section covered radar separation between targets, wake turbulence separation, divergence, and separation from formation flights, obstructions, adjacent airspace, and special use airspace. I had forgotten about the divergence rules, so I found those interesting to freshen up on. Basically divergence is that all other approved separation may be discontinued when the following conditions are met:
Today I also filed my first per diem and travel voucher. I tried to file it on Monday (which was 15 days out from my first day of class), but they wanted me to change my lease to read from the day before class instead of the first day of class (so that I could get paid for that day too). They approved my full per diem amount from the day before class started through today, and also calculate my travel costs. Originally they messed up and calculated my travel from Denver to Oklahoma and back, but it should have been Daytona to Oklahoma to Denver. I also thought that they were supposed to give you travel from your home to OKC and back to home (and then you had to just travel to your duty station on your own), but apparently they ask you if you're headed home or to your duty station right after OKC and then they calculate that for your return costs. Anyway, they compare the flight costs to the mileage costs and then give you the lower of the two, no matter which method of transportation you used. I was surprised that I got the mileage, but I think it was because DAB is a smaller airport so airfare to OKC came to around $1400. I'm definitely not complaining. I got way more on the mileage than I expected.
This section covered handoffs and point outs. Surprisingly for me, some of the stuff in this section seemed new to me (either that, or I just wasn't paying attention in class on whatever day we covered it at Riddle). After we reviewed we ran a scenario with half the class as controllers and half as pilots. At first we were all a little confused on some of the things to do in the scenario, but we picked it up pretty quick again. The pilots just got prompts to act as Aero Center and call up with (for example) a request for a point out on a particular aircraft. Then the controllers had to either approve or deny it based on other traffic in the area. Controllers also had to figure out when to request position verification on an aircraft, or when to tell them radar contact, etc. We ran this scenario a total of four times (two times each as a controller), because the class requested a second try at it just to make sure we understood everything.
The last topic we covered today was separation procedures and safety alerts. Bob taught us this section, and I still can't say I'm a fan of his teaching style. He feels the need to explain each thing in three different ways, so it takes forever and he also ends up confusing people (so as a result we ask more questions and he has to explain even more). Anyway, the first half of this section covered radar separation between targets, wake turbulence separation, divergence, and separation from formation flights, obstructions, adjacent airspace, and special use airspace. I had forgotten about the divergence rules, so I found those interesting to freshen up on. Basically divergence is that all other approved separation may be discontinued when the following conditions are met:
- Aircraft are on opposite courses (136 degrees to 180 degrees difference in flight paths) and you have observed that they've passed each other,
- Or aircraft are on the same (less than 45 degrees between flight paths) or crossing (45 degrees to 135 degrees) courses and one aircraft has crossed the projected flight path of the other and the angular difference between their courses is at least 15 degrees, and,
- The tracks are monitored to ensure that the primary targets, or beacon control slashes, etc. will not touch.
Today I also filed my first per diem and travel voucher. I tried to file it on Monday (which was 15 days out from my first day of class), but they wanted me to change my lease to read from the day before class instead of the first day of class (so that I could get paid for that day too). They approved my full per diem amount from the day before class started through today, and also calculate my travel costs. Originally they messed up and calculated my travel from Denver to Oklahoma and back, but it should have been Daytona to Oklahoma to Denver. I also thought that they were supposed to give you travel from your home to OKC and back to home (and then you had to just travel to your duty station on your own), but apparently they ask you if you're headed home or to your duty station right after OKC and then they calculate that for your return costs. Anyway, they compare the flight costs to the mileage costs and then give you the lower of the two, no matter which method of transportation you used. I was surprised that I got the mileage, but I think it was because DAB is a smaller airport so airfare to OKC came to around $1400. I'm definitely not complaining. I got way more on the mileage than I expected.
Day 2 of RTF
Day 2 of RTF wasn't too exciting. We started off the morning bright and early with a section on primary and secondary radar. It explained all the different components of primary radar and how a radar system works. Not too much point to understanding the details, because even if our scope ends up dying on us or something, I doubt the flying public would like us to try and fix it... "Oh shit, where'd all my beacon targets go? No wait, don't get the supervisor so that he can get the tech, I got this one guys..."
Next we covered the details of the ARTS Color Display, otherwise known as the ACD. We'll be using the ACD lab while the other RTF class uses the STARS lab, since most of us (sorry Phil and Fred) have ACD at our facilities. This section covered the ARTS keyboard again, as well as the different types of data blocks. It was repetitive from what we learned in the ITR course, but only because Dave was nice enough to cover some RTF stuff that wasn't actually required for us to know in ITR. We ran through another exercise just like the ones I described in earlier posts, where our instructor read off call signs, types, and destinations, and we had to enter them into the computer.
After lunch we had two other instructors cover a "pilot teach" lesson. Since we'll be working on part-task scenarios in the classroom, we needed to know how to run things on the pilot end (even though we already covered the basics during ITR). They showed us how to assign an aircraft a different heading, altitude, and speed, and also showed us how to clear an aircraft for an approach, squawk a certain beacon code, and follow a particular route. Then we ran a short exercise that was pure piloting. Aircraft would light up in white, we would click on them, and then we had to input the proper instructions that would have been issued to us by a controller. The instructors were surprised that we all picked it up so fast, and I guess we have Dave to thank for that.
After the pilot teach we covered some of the section on radar identification but ran out of time. More on that tomorrow.
Next we covered the details of the ARTS Color Display, otherwise known as the ACD. We'll be using the ACD lab while the other RTF class uses the STARS lab, since most of us (sorry Phil and Fred) have ACD at our facilities. This section covered the ARTS keyboard again, as well as the different types of data blocks. It was repetitive from what we learned in the ITR course, but only because Dave was nice enough to cover some RTF stuff that wasn't actually required for us to know in ITR. We ran through another exercise just like the ones I described in earlier posts, where our instructor read off call signs, types, and destinations, and we had to enter them into the computer.
After lunch we had two other instructors cover a "pilot teach" lesson. Since we'll be working on part-task scenarios in the classroom, we needed to know how to run things on the pilot end (even though we already covered the basics during ITR). They showed us how to assign an aircraft a different heading, altitude, and speed, and also showed us how to clear an aircraft for an approach, squawk a certain beacon code, and follow a particular route. Then we ran a short exercise that was pure piloting. Aircraft would light up in white, we would click on them, and then we had to input the proper instructions that would have been issued to us by a controller. The instructors were surprised that we all picked it up so fast, and I guess we have Dave to thank for that.
After the pilot teach we covered some of the section on radar identification but ran out of time. More on that tomorrow.
Sunday, February 10, 2008
First Day of RTF
We started RTF on Friday. Our lead instructor is Elizabeth Froehler and our assistant instructor is Paul Lore. We'd all already met Paul in ITR because he helped out with some of the scenarios we ran in the lab. Elizabeth seems pretty nice just like Dave. I can't imagine what it would be like to get a bad instructor at the academy. I wonder if anyone's ever had one, or if the attitudes and personalities among the instructors there are pretty similar.
We picked up one more person to add to our class of ten. He's from SCT and is just here for RTF. There are normally twelve people in RTF classes, but our twelfth person dropped out or something. We started off the day with an academy orientation again, which was mostly for the new guy's benefit. Then we moved onto a section about academy airspace. This class is a lot more specific to learning how to run scenarios and such, so we have maps and stuff to memorize now. We covered the airports, final approach courses, NAVAIDs, final approach fixes, intersections, adjacent and shelf airspace, departure gates, and arrival gates. Elizabeth gave us a couple of blank maps to use to practice filling out once we have things memorized.
Then we covered a section on academy LOA/SOP procedures. This was all pretty detailed, and reviewed the facility SOPs and the LOAs we have with Aero Center, Jeske, and Springfield Approach. That was pretty much the extent of the day. I think on Monday we start the part-task scenarios (of which we've already done a few in ITR). Monday is also the first day that most of us can file our first travel and per diem paperwork. You have to wait at least 15 days from the first day you stayed in housing (which can only go back to one day before the start of class) before you can file the first set of paperwork. It only takes about 3 days to process it and get paid after that though supposedly. Our first payday is also this Tuesday (for those of us that weren't already here for the basics class, that is). I can't wait to get some money finally!
We picked up one more person to add to our class of ten. He's from SCT and is just here for RTF. There are normally twelve people in RTF classes, but our twelfth person dropped out or something. We started off the day with an academy orientation again, which was mostly for the new guy's benefit. Then we moved onto a section about academy airspace. This class is a lot more specific to learning how to run scenarios and such, so we have maps and stuff to memorize now. We covered the airports, final approach courses, NAVAIDs, final approach fixes, intersections, adjacent and shelf airspace, departure gates, and arrival gates. Elizabeth gave us a couple of blank maps to use to practice filling out once we have things memorized.
Then we covered a section on academy LOA/SOP procedures. This was all pretty detailed, and reviewed the facility SOPs and the LOAs we have with Aero Center, Jeske, and Springfield Approach. That was pretty much the extent of the day. I think on Monday we start the part-task scenarios (of which we've already done a few in ITR). Monday is also the first day that most of us can file our first travel and per diem paperwork. You have to wait at least 15 days from the first day you stayed in housing (which can only go back to one day before the start of class) before you can file the first set of paperwork. It only takes about 3 days to process it and get paid after that though supposedly. Our first payday is also this Tuesday (for those of us that weren't already here for the basics class, that is). I can't wait to get some money finally!
Thursday, February 7, 2008
Day 9 of ITR (Final day!!!)
Today was our last day of ITR class. Dave wasn't here today because he was having surgery, so Ed took over. First we started off with a lecture from a different Dave on academy airspace procedures and such. It was all basically over phraseology and procedures we'll need to know in RTF, so he was just helping us out by reviewing it.
Ed talked to us about approach procedures, we completed a course evaluation (which gave us a chance to give input on the course), and then we took a break for lunch. When we came back Ed took us down to the international lab where we got to run a few scenarios again. This time we ran the vectors scenario again, and the only change was one aircraft that requested no-gyro vectors. Then we moved onto a scenario that was just VFR pop-ups. This means that the pilots would call up with a request and the controllers had to enter their call sign, aircraft type, VFR or IFR, and destination into the computer, and then provide them with any additional instructions pertaining to their requests. The final scenario that we ran for the day was an altitude scenario. There were two corridor intersections: one at the top of the screen and one at the bottom. It started off with three aircraft coming at each other at the top of the screen from different directions. They'd all be at 5,000 feet. You'd have to figure out which aircraft type could climb or descend faster than the others and take one up to 6,000, one down to 4,000, and leave one at 5,000. You could only use the altitudes 040 through 060, and you couldn't change any headings or speeds. After those three aircraft crossed paths, they would just disappear and you'd get another three at the bottom of the screen in the same situation. You don't have to worry about the top half conflicting with the bottom half, since they all disappear before it would become a problem. Eventually you get four aircraft coming at each other instead of three, and it just becomes a little more difficult to figure out which ones to climb or descend to avoid a conflict alert. It's still all pretty easy though, and I think everyone in the class has gotten much better in the labs in only 2 days. Granted, the scenarios we've been running are only the part-task scenarios for RTF, but it's still been fun.
We had to leave the labs at 2pm to go downstairs to meet our new RTF instructor and choose our seats. Right after that she took us over to the headquarters building for an exciting (sarcasm here) presentation done by ATO. There were a bunch of other classes in there and the ATO people just went over what great assets we all are to the organization, what's expected by us as controllers, and where we lie on the totem pole (the very bottom, in case you were wondering). At the end they took questions, and let us know that if they didn't have the answers they'd make something up that sounded good... or get back to us, lol.
RTF begins tomorrow! All ten of us are now officially Academy Graduates and that means starting tomorrow we also get pay raises to the AG level of pay! :)
Ed talked to us about approach procedures, we completed a course evaluation (which gave us a chance to give input on the course), and then we took a break for lunch. When we came back Ed took us down to the international lab where we got to run a few scenarios again. This time we ran the vectors scenario again, and the only change was one aircraft that requested no-gyro vectors. Then we moved onto a scenario that was just VFR pop-ups. This means that the pilots would call up with a request and the controllers had to enter their call sign, aircraft type, VFR or IFR, and destination into the computer, and then provide them with any additional instructions pertaining to their requests. The final scenario that we ran for the day was an altitude scenario. There were two corridor intersections: one at the top of the screen and one at the bottom. It started off with three aircraft coming at each other at the top of the screen from different directions. They'd all be at 5,000 feet. You'd have to figure out which aircraft type could climb or descend faster than the others and take one up to 6,000, one down to 4,000, and leave one at 5,000. You could only use the altitudes 040 through 060, and you couldn't change any headings or speeds. After those three aircraft crossed paths, they would just disappear and you'd get another three at the bottom of the screen in the same situation. You don't have to worry about the top half conflicting with the bottom half, since they all disappear before it would become a problem. Eventually you get four aircraft coming at each other instead of three, and it just becomes a little more difficult to figure out which ones to climb or descend to avoid a conflict alert. It's still all pretty easy though, and I think everyone in the class has gotten much better in the labs in only 2 days. Granted, the scenarios we've been running are only the part-task scenarios for RTF, but it's still been fun.
We had to leave the labs at 2pm to go downstairs to meet our new RTF instructor and choose our seats. Right after that she took us over to the headquarters building for an exciting (sarcasm here) presentation done by ATO. There were a bunch of other classes in there and the ATO people just went over what great assets we all are to the organization, what's expected by us as controllers, and where we lie on the totem pole (the very bottom, in case you were wondering). At the end they took questions, and let us know that if they didn't have the answers they'd make something up that sounded good... or get back to us, lol.
RTF begins tomorrow! All ten of us are now officially Academy Graduates and that means starting tomorrow we also get pay raises to the AG level of pay! :)
Wednesday, February 6, 2008
Day 8 of ITR
Today was awesome. It really was. :)
We started out the day with our last section on position relief briefings. It covered the responsibilities of the controller being relieved and the relieving controller, as well as the steps of relieving someone of their position. There were two short video clips showing a bad relief briefing and a good one. After we finished up that section, Dave reviewed for our Block 3 test. It was a pretty extensive review, so we took the test right after that and none of us had any problems. Then he gave us a choice of having our comprehensive exam today or tomorrow. We all wanted to get it out of the way, so we decided to do it today. He reviewed for that (extensively again), and we took it right before having lunch (it was about 100 questions long). We're all done with our testing, so we've officially passed ITR (you need at least a 70% on each exam to pass). If any of you are headed to an ITR class anytime soon, don't worry about any of the tests. The reviews cover everything you need to know and I got 100% on each one, they're all easy.
After lunch is when our day got exciting. We were all given our headsets to use through the end of RTF. The RTF classes were using all four labs downstairs, so we couldn't practice in any of those, but Ed got us set up in the international lab upstairs. There are six scopes in the controller room and the pilot room is right next door. The only difference in this lab was that we didn't have an actual ARTS keyboard to use (it was a touch screen keyboard like the ones in the classroom). We ran the vector scenario first (the one I mentioned at the end of yesterday's post). It was pretty simple, but just took a little getting used to in terms of changing up headings a little bit if we over or underestimated them. We ran through that scenario and then switched out with whoever was piloting for us.
Just a short note here: if you're headed to any OKC class and have to pilot a scenario for anyone else in your class, be as quick and accurate as you can be once you get instructions over the radio. There's nothing worse than to be controlling a scenario and having to watch your planes do something different than you said, or to have your pilot move much slower than they should be (causing you to get aggravated because you end up with an error when you should have been fine and should have been able to move onto the next aircraft needing control instructions). If you're a good pilot for someone else, they're more likely to be a good pilot for you. And trust me, you will definitely appreciate it.
Next we ran a scenario on patterns around the different airports in the academy airspace. One group of controllers got to issue vectors to aircraft around Bartles and James airports, and then we switched and the other group got to issue vectors to aircraft around Academy and Jeske airports. We only had to turn them from the downwind leg, onto the base leg, and then an intercept for final, and Dave told us he didn't want us to issue any approach clearances yet. Then we all ran a similar scenario, only we had all four airports at once.
Our final scenario of the day was one with departures off of Academy. I think there were only about ten departures to deal with total. Some went out of the Mayes gate, some out of the Colin gate, two were headed up to Springfield, and one was a VFR aircraft. This one was fun and really allowed us to practice our phraseology. Something like, "ASQ2144, Academy Departure, radar contact, climb and maintain one two thousand, leaving three thousand turn right heading three six zero." We also had a chance to get down phraseology like this: "N345DM, six miles northeast of the Tulsa VOR, turn right heading zero six zero, join Victor 4, resume own navigation."
Time spent in the labs really makes the day go by faster. We all had so much fun actually getting to control rather than listening to lectures all day. And it's great practice for us before heading into RTF. Tomorrow we get to do it all day again since we've already finished up all of the lectures. Then RTF starts on Friday (which means back to lecturing for awhile before we get to run any scenarios again).
We started out the day with our last section on position relief briefings. It covered the responsibilities of the controller being relieved and the relieving controller, as well as the steps of relieving someone of their position. There were two short video clips showing a bad relief briefing and a good one. After we finished up that section, Dave reviewed for our Block 3 test. It was a pretty extensive review, so we took the test right after that and none of us had any problems. Then he gave us a choice of having our comprehensive exam today or tomorrow. We all wanted to get it out of the way, so we decided to do it today. He reviewed for that (extensively again), and we took it right before having lunch (it was about 100 questions long). We're all done with our testing, so we've officially passed ITR (you need at least a 70% on each exam to pass). If any of you are headed to an ITR class anytime soon, don't worry about any of the tests. The reviews cover everything you need to know and I got 100% on each one, they're all easy.
After lunch is when our day got exciting. We were all given our headsets to use through the end of RTF. The RTF classes were using all four labs downstairs, so we couldn't practice in any of those, but Ed got us set up in the international lab upstairs. There are six scopes in the controller room and the pilot room is right next door. The only difference in this lab was that we didn't have an actual ARTS keyboard to use (it was a touch screen keyboard like the ones in the classroom). We ran the vector scenario first (the one I mentioned at the end of yesterday's post). It was pretty simple, but just took a little getting used to in terms of changing up headings a little bit if we over or underestimated them. We ran through that scenario and then switched out with whoever was piloting for us.
Just a short note here: if you're headed to any OKC class and have to pilot a scenario for anyone else in your class, be as quick and accurate as you can be once you get instructions over the radio. There's nothing worse than to be controlling a scenario and having to watch your planes do something different than you said, or to have your pilot move much slower than they should be (causing you to get aggravated because you end up with an error when you should have been fine and should have been able to move onto the next aircraft needing control instructions). If you're a good pilot for someone else, they're more likely to be a good pilot for you. And trust me, you will definitely appreciate it.
Next we ran a scenario on patterns around the different airports in the academy airspace. One group of controllers got to issue vectors to aircraft around Bartles and James airports, and then we switched and the other group got to issue vectors to aircraft around Academy and Jeske airports. We only had to turn them from the downwind leg, onto the base leg, and then an intercept for final, and Dave told us he didn't want us to issue any approach clearances yet. Then we all ran a similar scenario, only we had all four airports at once.
Our final scenario of the day was one with departures off of Academy. I think there were only about ten departures to deal with total. Some went out of the Mayes gate, some out of the Colin gate, two were headed up to Springfield, and one was a VFR aircraft. This one was fun and really allowed us to practice our phraseology. Something like, "ASQ2144, Academy Departure, radar contact, climb and maintain one two thousand, leaving three thousand turn right heading three six zero." We also had a chance to get down phraseology like this: "N345DM, six miles northeast of the Tulsa VOR, turn right heading zero six zero, join Victor 4, resume own navigation."
Time spent in the labs really makes the day go by faster. We all had so much fun actually getting to control rather than listening to lectures all day. And it's great practice for us before heading into RTF. Tomorrow we get to do it all day again since we've already finished up all of the lectures. Then RTF starts on Friday (which means back to lecturing for awhile before we get to run any scenarios again).
Tuesday, February 5, 2008
Day 7 of ITR
It rained all day today and now it's snowing out. Exciting Oklahoma weather.
We started out the day with a lecture on separation. It covered the different categories of aircraft and the minimum separation required when in the air and when landing. It was a short section, but it just seemed to drag on (I think it was mostly because Bob was teaching it and he goes into extensive detail to make sure we understand everything... almost a little too extensive). He had some spare time at the end of the section, so he went over divergence with us, as well as some phraseology we'll need to know for RTF. We've been reviewing things we'll need to know for RTF a lot lately. It's not required, but it's definitely great to know ahead of time.
Before lunch we ran another computer simulation like before, and after lunch we met in the RTF labs again. This time half us started out as controllers in the ACD lab and the other half acted as the pilots in the pilot lab. The pilots had to get used to how to use the keyboard in the pilot lab, and they read off the prompts to us. Then we just had to enter the call sign, type, IFR or VFR, and destination into the computer and tell the pilot to squawk a certain code and ident. Once they did that we told them radar contact and moved onto the next aircraft. Not too difficult, and it was just nice to get in the lab and actually talk on the radio for the first time. We switched from controller to pilot after about half an hour so that everyone could get a chance to try it out.
Our final section of the day was on weather dissemination. This covered the different types of weather reports and how to interpret them, and we also had to watch a short video on low level wind shear and microbursts. We only have one section left to cover tomorrow and then we're done with the entire ITR manual.
Tomorrow we have our Block 3 test, and we also get to go into the labs again to run a different scenario. I think Dave said that he was going to put up a scenario on vectors that looks like this:
Basically each aircraft starts at a different point in either the A, B, C, D, or E area. In their data tag it shows the point at which they want to exit (a different letter than where they start). That data tag you see by the letter "A" reads that it wants to exit out of "C." So you just have to give it vectors through the chutes and make sure that it doesn't touch any of the sides. All of the aircraft are already separated vertically, but they are at different speeds (so you have to anticipate this and give some of them their turning instructions a little bit before you want them to turn). The scenario starts out with just five airplanes, but more are added as time goes on. Should be fun. :)
We started out the day with a lecture on separation. It covered the different categories of aircraft and the minimum separation required when in the air and when landing. It was a short section, but it just seemed to drag on (I think it was mostly because Bob was teaching it and he goes into extensive detail to make sure we understand everything... almost a little too extensive). He had some spare time at the end of the section, so he went over divergence with us, as well as some phraseology we'll need to know for RTF. We've been reviewing things we'll need to know for RTF a lot lately. It's not required, but it's definitely great to know ahead of time.
Before lunch we ran another computer simulation like before, and after lunch we met in the RTF labs again. This time half us started out as controllers in the ACD lab and the other half acted as the pilots in the pilot lab. The pilots had to get used to how to use the keyboard in the pilot lab, and they read off the prompts to us. Then we just had to enter the call sign, type, IFR or VFR, and destination into the computer and tell the pilot to squawk a certain code and ident. Once they did that we told them radar contact and moved onto the next aircraft. Not too difficult, and it was just nice to get in the lab and actually talk on the radio for the first time. We switched from controller to pilot after about half an hour so that everyone could get a chance to try it out.
Our final section of the day was on weather dissemination. This covered the different types of weather reports and how to interpret them, and we also had to watch a short video on low level wind shear and microbursts. We only have one section left to cover tomorrow and then we're done with the entire ITR manual.
Tomorrow we have our Block 3 test, and we also get to go into the labs again to run a different scenario. I think Dave said that he was going to put up a scenario on vectors that looks like this:
Basically each aircraft starts at a different point in either the A, B, C, D, or E area. In their data tag it shows the point at which they want to exit (a different letter than where they start). That data tag you see by the letter "A" reads that it wants to exit out of "C." So you just have to give it vectors through the chutes and make sure that it doesn't touch any of the sides. All of the aircraft are already separated vertically, but they are at different speeds (so you have to anticipate this and give some of them their turning instructions a little bit before you want them to turn). The scenario starts out with just five airplanes, but more are added as time goes on. Should be fun. :)
Monday, February 4, 2008
Day 6 of ITR
At 0700 today when we got to class, Dave took us straight downstairs to look at the ACD pilot lab. He just wanted to show us what the computers were like in there, since we'll have to act as pilots for each other when we run a few brief scenarios this week. He just explained how the keys on the keyboard worked for making aircraft change altitude, speed, and ident. Then we headed back upstairs where we ran the same FDIO exercise that we ran last Friday (to make sure that we didn't forget anything).
We covered a section on data blocks next which explained the differences between full, partial, and limited data blocks. There was a short e-learning module that involved us clicking and dragging data blocks into the category that they fell into (full, partial, or limited). It also involved clicking on various data blocks before they moved off of our scope and then answering questions about the information contained within each one.
Dave reviewed for our Block 1 and Block 2 combined test just before we had to take it. The questions were taken from the end of lesson tests that are at the end of each section in our manual. The test was only about 45 questions long. The review covered the same questions that were on the actual test, so it was a piece of cake.
We took lunch a little earlier than usual today (we usually have lunch around 1045), so that we could make it back in time to get into the RTF labs while the RTF students took their lunch break. It was optional to try out the RTF labs today, but of course everyone showed up. There are only six positions in each lab, so six people went in an ACD lab and the remaining four (myself included) went in a STARS lab. There are subtle differences between the scopes in each lab, and Dave said that once we start RTF the instructor will try to place us in the lab that has the scopes similar to what our facility has. We spent about an hour just getting used to the keyboard. Dave showed us how to set up our scopes, and we took a little bit of time messing around with the options to find what we liked best. Then we ran a short exercise similar to the one we did on Day 3. Dave would read off an aircraft ID, type, type of approach, and destination, and we had to enter each one into the computer. For example, you might get this type of call (granted, this is an abbreviated call that Dave gave for practice purposes): "Academy Approach, Skyhawk 345MV requesting flight following to Academy Airport." And you'd have to enter this into the computer: N345MV (space) (VFR key) (space) C172 (space) (delta symbol)AAC
After we were done in the labs we had to get back to the lecturing. We had a lecture on a long section about approach plates and IFR charts. This explained all the parts that make up various charts, and it wasn't nearly exciting as being in the labs (obviously). We finished with about an hour left in the day, and the instructors didn't want to start a new section that we wouldn't be able to finish today, so we ran another exercise like before on the computers in the classroom. Dave pulled up the STARS simulator and we entered in aircraft again based on his radio calls. Here's what the screen looks like in the classroom (this is what the scope looks like for the most part in any of the labs, this one is just on the computer):
We had a few spare minutes at the end of this exercise, so Dave pulled up a short powerpoint on optical illusions and sensory reception. It was basically just looking at pictures and thinking you see one thing, but there's something else in that picture too. I'm sure you've all seen optical illusions like that before. It was meant to demonstrate how difficult it can be to look at the big picture of all of your traffic on the scope, because if you're focusing on one aircraft, your peripheral vision isn't so good and you basically have to constantly scan the entire scope to make sure everything is going alright.
On a side note, I joined the academy gym today. It's located in the basement of the registry building. It's a decent gym, with racquetball courts, a lot of weight machines, free weights, treadmills, stationary bikes, and a jogging track that loops around the entire gym. It cost me $50 for the four weeks that I have left here at the academy.
It was also surprisingly warm today. The temperature got up to about 76 degrees and it felt nice out, but of course, this is Oklahoma so it doesn't last long. Tomorrow it's supposed to be in the low 40's with chances of snow.
We covered a section on data blocks next which explained the differences between full, partial, and limited data blocks. There was a short e-learning module that involved us clicking and dragging data blocks into the category that they fell into (full, partial, or limited). It also involved clicking on various data blocks before they moved off of our scope and then answering questions about the information contained within each one.
Dave reviewed for our Block 1 and Block 2 combined test just before we had to take it. The questions were taken from the end of lesson tests that are at the end of each section in our manual. The test was only about 45 questions long. The review covered the same questions that were on the actual test, so it was a piece of cake.
We took lunch a little earlier than usual today (we usually have lunch around 1045), so that we could make it back in time to get into the RTF labs while the RTF students took their lunch break. It was optional to try out the RTF labs today, but of course everyone showed up. There are only six positions in each lab, so six people went in an ACD lab and the remaining four (myself included) went in a STARS lab. There are subtle differences between the scopes in each lab, and Dave said that once we start RTF the instructor will try to place us in the lab that has the scopes similar to what our facility has. We spent about an hour just getting used to the keyboard. Dave showed us how to set up our scopes, and we took a little bit of time messing around with the options to find what we liked best. Then we ran a short exercise similar to the one we did on Day 3. Dave would read off an aircraft ID, type, type of approach, and destination, and we had to enter each one into the computer. For example, you might get this type of call (granted, this is an abbreviated call that Dave gave for practice purposes): "Academy Approach, Skyhawk 345MV requesting flight following to Academy Airport." And you'd have to enter this into the computer: N345MV (space) (VFR key) (space) C172 (space) (delta symbol)AAC
After we were done in the labs we had to get back to the lecturing. We had a lecture on a long section about approach plates and IFR charts. This explained all the parts that make up various charts, and it wasn't nearly exciting as being in the labs (obviously). We finished with about an hour left in the day, and the instructors didn't want to start a new section that we wouldn't be able to finish today, so we ran another exercise like before on the computers in the classroom. Dave pulled up the STARS simulator and we entered in aircraft again based on his radio calls. Here's what the screen looks like in the classroom (this is what the scope looks like for the most part in any of the labs, this one is just on the computer):
We had a few spare minutes at the end of this exercise, so Dave pulled up a short powerpoint on optical illusions and sensory reception. It was basically just looking at pictures and thinking you see one thing, but there's something else in that picture too. I'm sure you've all seen optical illusions like that before. It was meant to demonstrate how difficult it can be to look at the big picture of all of your traffic on the scope, because if you're focusing on one aircraft, your peripheral vision isn't so good and you basically have to constantly scan the entire scope to make sure everything is going alright.On a side note, I joined the academy gym today. It's located in the basement of the registry building. It's a decent gym, with racquetball courts, a lot of weight machines, free weights, treadmills, stationary bikes, and a jogging track that loops around the entire gym. It cost me $50 for the four weeks that I have left here at the academy.
It was also surprisingly warm today. The temperature got up to about 76 degrees and it felt nice out, but of course, this is Oklahoma so it doesn't last long. Tomorrow it's supposed to be in the low 40's with chances of snow.
Sunday, February 3, 2008
Day 5 of ITR
Friday was a lot more interesting. We started off the morning with about two hours of working on a FDIO exercise on the computer. We were given a list of entries to work with in the simulated FDIO computer and we had to make amendments to them. The instructor walked around the room helping anyone who needed it, and we all got the hang of using the FDIO system. Here's what the screen looks like:
Then we moved onto a section on basic communication. This covered aircraft identification and call signs, pronouncing altitude and flight levels, pronouncing time and frequencies, radio and interphone message format, and read backs. At the end of the lesson we paired up and took turns asking questions off of a list. For example, one person had to read a question like, "What is the aircraft identification for an unknown aircraft type, 219AZ?" And the other had to answer, "November Two One Niner Alpha Zulu."
The next section was on ATC clearances. This covered the various items that make up a clearance, and how to give a departure clearance and abbreviated departure clearance. We also covered VFR to IFR clearance circumstances, how to issue a holding clearance, route amendments, and altitude amendments. The exercise at the end of this lesson was to look at various strips and write out the proper clearance for each one.
On Monday we finish up the last section of Block 2: data blocks. Then we have our Block 1 and Block 2 test. We're required to get at least a 70% to pass, which should be no problem. I believe the test is taken from the questions that are at the end of each section in our manual (about 15-20 questions per section). We've been reviewing these questions at the end of each section, so we've already got the correct answers.
Tomorrow we're also supposed to get a chance to try out the RTF computers (while the RTF class goes on their lunch break). He's going to let us run a short scenario that's very basic, and then if we do well he'll pull up another scenario. Should be fun.
Then we moved onto a section on basic communication. This covered aircraft identification and call signs, pronouncing altitude and flight levels, pronouncing time and frequencies, radio and interphone message format, and read backs. At the end of the lesson we paired up and took turns asking questions off of a list. For example, one person had to read a question like, "What is the aircraft identification for an unknown aircraft type, 219AZ?" And the other had to answer, "November Two One Niner Alpha Zulu."The next section was on ATC clearances. This covered the various items that make up a clearance, and how to give a departure clearance and abbreviated departure clearance. We also covered VFR to IFR clearance circumstances, how to issue a holding clearance, route amendments, and altitude amendments. The exercise at the end of this lesson was to look at various strips and write out the proper clearance for each one.
On Monday we finish up the last section of Block 2: data blocks. Then we have our Block 1 and Block 2 test. We're required to get at least a 70% to pass, which should be no problem. I believe the test is taken from the questions that are at the end of each section in our manual (about 15-20 questions per section). We've been reviewing these questions at the end of each section, so we've already got the correct answers.
Tomorrow we're also supposed to get a chance to try out the RTF computers (while the RTF class goes on their lunch break). He's going to let us run a short scenario that's very basic, and then if we do well he'll pull up another scenario. Should be fun.
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