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Author Topic: ATC in JFK  (Read 11222 times)
SkyViking
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« Reply #15 on: September 02, 2006, 08:34:14 PM »

Further to the above, Canadian IFR controllers are on a higher pay scale than their VFR counterparts.  One may elect to switch when vacancy permits however further training and certification would be required to ammend one's licence.  As for the difference in $$, if you don't mind working in a dark windowless room, verses a bright open tower the starting pays is about 15K more.  Most openings are for IFR.
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Pygmie
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« Reply #16 on: September 02, 2006, 09:33:01 PM »

That's not quite true.  YVR and YYZ tower controllers are on the same pay scale as the ACC controllers.
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dontsayuhoh
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« Reply #17 on: September 06, 2006, 01:17:35 PM »

We can do departure/departure which is when both are on the ground.  In departure vs departure we are providing the initial IFR separation as in Sec. 3 (successive Visual IFR deps.) or as in Sec. 4 which is actual IFR separation.  all of these methods require proper training and agreements but do not require an IFR endorsement.

I understand where you are coming from with Arrival/Departure because that is basically just Initial departure seperation again.  We are dealing with the departure more then the arrival.  If the arrival is more then 2 miles from the threshold then good.. if not its our fault. 

But define Arrival/ Arrival for me... In what instance do you know of a tower in Canada (other then yyz/yvr of course which have IFR endorsements)  where the tower is providing IFR sep between arrival/ arrival
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Pygmie
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« Reply #18 on: September 06, 2006, 09:58:37 PM »

Yah, ok, I guess arrival-arrival separation isn't really being provided IFR, once they take control I guess they are more just running them visually.  You've got me there.
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Adrian8
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« Reply #19 on: September 08, 2006, 11:32:43 PM »

On a related note, anyone familiar with the arrival box system and "final approach area" for YYZ arrivals?
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dontsayuhoh
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« Reply #20 on: September 09, 2006, 02:19:25 PM »

sure, what would you like to know?
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Adrian8
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« Reply #21 on: September 12, 2006, 04:18:05 PM »

If anyone is familiar with the various altitudes YYZ arrivals are assigned that would be great.  I think centre hands them off at 11 thousand and then they are brought down to 8,000 shortly after that.  Additionally, why is 06R-24L only used briefly during peak times? You'll hear arrival saying "6L unavailable due to 10 departures out there, plan runway 05".  Why not use 6R so some of those T2 arrivals don't have a 2 mile taxi?
« Last Edit: September 12, 2006, 07:15:30 PM by Adrian8 » Logged
Pygmie
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« Reply #22 on: September 13, 2006, 11:15:29 AM »

This is just an educated guess, anyone feel free to correct me, but I'm going to go ahead and say the reason they don't use 6R if they have 10 departures waiting to go on 6L is because it would slow down the departure rate too much.

6L&R are too close togather to have simultaneous landings and takeoffs, and so there would be a period there when the tower cannot depart aircraft off 6L until the traffic on approach to 6R had landed.  I'm guessing this would just slow things down too much for the departures if it's not absolutely necessary to run arrivals on both 5 and 6R.

Of course when there is a large arrivals flow, they'll need both runways to get everyone down, but in the slower times I can see them restricting arrivals to 05 so they can launch departures off 6L at will.
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Adrian8
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« Reply #23 on: September 14, 2006, 05:45:43 PM »

Thanks for the reply.
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