BoldPilot

BoldPilot

There are old pilots... there are bold pilots...

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ztl:ctr3 [2025/04/09 17:16] – zackztl:ctr3 [2025/04/09 17:48] (current) – zack
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 Airplanes (real world: never, network: sometimes don't) want to fly through areas of moderate (or heavier) precipitation. Sometimes, you'll be able to issue a heading (or a weather avoidance route) to avoid most storm problems. Othertimes, it'll be easier to let flight crews find holes through the system on their own.\\ Airplanes (real world: never, network: sometimes don't) want to fly through areas of moderate (or heavier) precipitation. Sometimes, you'll be able to issue a heading (or a weather avoidance route) to avoid most storm problems. Othertimes, it'll be easier to let flight crews find holes through the system on their own.\\
-One integral rule of working center is that the datablock needs to reflect what the airplane is doing. Heading? In the datablock. Speed? In the datablock. Assigned Altitude? In the datablock*((unless otherwise authorized by SOP/LOA)). Deviations, would naturally, need to be in the datablock. \\ 
  
 Weather deviations can be initiated by you (the controller), or the pilot.\\ Weather deviations can be initiated by you (the controller), or the pilot.\\
-//UAL1972, Deviations right of course approved, when able, proceed direct JONZE.//\\+//UAL1972, Deviations right of course approved, when able, proceed direct JONZE.// or, perhaps,\\ 
 +//UAL1972, deviation south approved, when able, fly heading 070, vector to rejoin the arrival, and advise.//\\
 The deviation can be watered down, as simple as, //deviation approved,// and built on from there. The good book wants us to have aircraft //advise clear of weather// whenever we can't issue an instruction to rejoin the route((due to traffic, airspace, etc)). The deviation can be watered down, as simple as, //deviation approved,// and built on from there. The good book wants us to have aircraft //advise clear of weather// whenever we can't issue an instruction to rejoin the route((due to traffic, airspace, etc)).
 If you don't want to give a pilot the deviation they requested, you can alternatively say something along the lines of //unable requested deviation, fly heading <wutevaaa>, advise clear of weather//.\\ If you don't want to give a pilot the deviation they requested, you can alternatively say something along the lines of //unable requested deviation, fly heading <wutevaaa>, advise clear of weather//.\\
  
 +Regardless, one integral rule of working center is that the datablock or flight plan needs to reflect what the airplane is doing. Heading? In the datablock. Speed? In the datablock. Assigned Altitude? In the datablock*((unless otherwise authorized by SOP/LOA)). Deviations, would naturally, need to be in the datablock. \\ 
 +So the fourth line entry for deviations start with D........ and then, we go from there. I'm sure you can guess what the D is for.\\ 
 +After the D comes the restriction... if we're telling someone //deviation north approved//, we would append "N" after the D... so the 4th line on the datablock would read DN, meaning **d**eviation **n**orth. D20R would indicate that the aircraft is **D**eviating **20** degrees **R**ight.\\ 
 +    Well, in some of our previous examples, we gave the aircraft instructions to rejoin the route.  
 +    Sometimes, planes wont be able to rejoin the route. So... surely there must be a way to differentiate that, right? 
 +Correct. The syntax for the entry gets longer the more time we talk on frequency. So D20L means the aircraft was only instructed to deviate 20 degrees to the left. That's it. No instructions to resume the filed route or go direct some waypoint down yonder.\\ 
 +Soooooooo **D20R/JONZE** would indicate that an aircraft is deviating 20R, and will go direct JONZE whenever they're clear of the weather. If they're going to return to the next waypoint in their filed route, we'd put /F.\\ 
 +Unfortunately, headings out of weather deviations have to be manually coordinated (as does anything else that doesn't fit in the 4th line). When manually coordinating, make sure you let the receiving guy know **who** requested **what**.\\ 
 +//DAL1234 assigned heading 3-0-0 for wx avoidance.//\\ 
 +//N1674V, deviating west, pilot requested..//\\ 
 +    Why tho. 
 +Well, we don't really want to mess with pilot's that are self deviating for weather if we don't have to (if you're tryna be nice or whatever). We do want to correct controller issued headings that point aircraft into precip.
  
  
  
 **STANDARDS TO ACHIEVE** / __Altitude Changes__:\\ **STANDARDS TO ACHIEVE** / __Altitude Changes__:\\
-Define and compute basic descent math to ensure aircraft meet crossing restrictions\\+1. [[https://boldpilot.hartlantair.com/doku.php?id=ztl:ctr2#:~:text=STANDARDS%20TO%20ACHIEVE%20/%20Altitude%20Changes|Define and compute basic descent math to ensure aircraft meet crossing restrictions]] - We're back to this shit, eh? Lol. Done deal. [[ztl:ctr2|]]
  
 **STANDARDS TO ACHIEVE** / __En-Route Control__:\\ **STANDARDS TO ACHIEVE** / __En-Route Control__:\\
-Utilize prescribed phraseology to alert crossing traffic of each other\\+1. Utilize prescribed phraseology to alert crossing traffic of each other\\ 
 +Okay that's kinda adifferent... so this is getting at merging target procedures. Remember those from your S3 days?\\ 
 +The easy part is that if we have two targets that are going to be separated by only the minimum vertical separation((i.e. horizontal is less than 5 miles, except where 3 miles is authorized...)), we need to advise both targets with enough time that they can request a vector to "miss" the other airplane.\\ 
 +Instead of making two separate traffic calls, you can actually simplify it in some cases. For example, \\