Quote:
Originally Posted by rattlsnak
yeah, just like last week when the NY airspace was totally clogged because of weather and the clearance you receive is three full lines longer than what you filed with all sorts of vor radial intercepts and such.......
We both looked at each other,. uh, did you get all that?, because all I got was the first fix!
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Sounds like a "say again all after......"
I flew regularily for years up front on business travel and found it very valuable. But post 9/11 it is difficult. We are working on changing that up here.
The group I chair is working hard to educate the controller group about workload and clearance implication. We are also working hard at changing techniques and educating about FMS/RNAV/RNP etc.
The basic fact is that as approach controllers we have not adapted as well as we could/should have to the change in aircraft technology over the last 10+ years. Yes, we design FMS approaches and add enroute waypoints but it has become clear to the group I chair that we have more to learn and need to get what we learn out to the control group. We will do that. We still, by and large, use the same techniques and practices we used years ago.
This is major part of my job as we now move ahead with RNAV departure design at CYVR and CYYJ. I also hope to pass on the lessons we learned (both good and bad) to the folks working on the CYYZ approach restructure. I know my group benefited immensley from the experience of the folks in both KSLC and KPHX. Both of those Approach Facilities shared their wisdom and experience in taking on similar projects. There is a lot of great people working in those units.
cheers