Where is approach good about multiple approaches and clearances in the air?

I practice approaches at SPI, Springfield, IL. It is a training
facility for new controllers. After virtually all sessions, after I ask
for clearance back home, the controller will thank me for doing the
approaches with them that day.

Also, at the start of each session, I offer to do a radar surveillance
approach if any of the controllers need one for currency. They are
usually happy to hear that since often times the offer is accepted.

Hank
Henry A. Spellman
Comanche N5903P

Peter R. wrote:

Fly on up to Binghamton or Elmira, located in southern central NY state.
Both ATC groups sincerely appreciate the work and will tell you so on the
frequency. I often fly down to their airspace from Syracuse, NY, to
practice approaches because of the fact.

If you go, go IFR since I was told that IFR numbers count towards their
airport activity and help justify their jobs. One of this newsgroups
controllers will correct me if I am wrong, but in the meantime I like to
think I am helping these good folks out, even if it is a mere drop in the
bucket.

Henry A. Spellman wrote:
I practice approaches at SPI, Springfield, IL. It is a training
facility for new controllers.

No such thing. All facilities are training facilities because all
facilities get new controllers from time to time.


After virtually all sessions, after I ask
for clearance back home, the controller will thank me for doing the
approaches with them that day.

I do that too, we all should.


Also, at the start of each session, I offer to do a radar surveillance
approach if any of the controllers need one for currency. They are
usually happy to hear that since often times the offer is accepted.

Not many of those facilities left anymore.

Newps wrote:


After virtually all sessions, after I ask
for clearance back home, the controller will thank me for doing the
approaches with them that day.

I do that too, we all should.

I obviously fly in the wrong places; I've never been thank.

- Andrew

I guess it's a function of how busy they are. I practice approaches in the
Long Island area of NY and I'm usually trying to squeeze my calls inbetween
the flights into JFK or ISP. Almost always accommodating given their traffic
level but I've also never been thanked. As a matter of fact, the pilots in
our area almost always thank the controllers!

Hey Newps, care to share if and/or how the FAA tracks the number of
approaches you work? I'm curious.

Marco


"Andrew Gideon" wrote in message
online.com...
Newps wrote:


After virtually all sessions, after I ask
for clearance back home, the controller will thank me for doing the
approaches with them that day.

I do that too, we all should.

I obviously fly in the wrong places; I've never been thank.

- Andrew





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"Marco Leon" mleon(at)optonline.net wrote:

I guess it's a function of how busy they are. I practice approaches in the
Long Island area of NY and I'm usually trying to squeeze my calls
inbetween the flights into JFK or ISP. Almost always accommodating given
their traffic level but I've also never been thanked. As a matter of fact,
the pilots in our area almost always thank the controllers!

That's normally the way it is on our side of Manhatten too.

Into what airport(s) to do practice your approaches? A trip out there would
be fun; it's where I grew up (well...where I spent most of my time before I
could vote, anyway {8^).

Can one speak to approach from the ground at Montauk, or do I need to get my
clearance through a phone call to FSS? I've been told that this is an
airport w/in walking distance to a beach, so I've been meaning to get
there.

- Andrew

Andrew,
I'm based at Republic (FRG) and I usually practice at Brookhaven (HWV),
Islip (ISP), Bridgeport (BDR), and New Haven (HVN). Nice cross section of
approach types and sometimes I go to Bradley, CT (BDL) for the LDA. Montauk
is a bit of a trip (for practice approaches anyway) and I actually have
never been there. I don't know if you can contact approach on the ground but
you can always get a void time from FSS. I hear that you CAN walk to the
beach and that there's a $16 landing fee as well. I should try to get out
there one day.

Marco
"Andrew Gideon" wrote in message
online.com...
"Marco Leon" mleon(at)optonline.net wrote:

I guess it's a function of how busy they are. I practice approaches in
the
Long Island area of NY and I'm usually trying to squeeze my calls
inbetween the flights into JFK or ISP. Almost always accommodating given
their traffic level but I've also never been thanked. As a matter of
fact,
the pilots in our area almost always thank the controllers!

That's normally the way it is on our side of Manhatten too.

Into what airport(s) to do practice your approaches? A trip out there
would
be fun; it's where I grew up (well...where I spent most of my time before
I
could vote, anyway {8^).

Can one speak to approach from the ground at Montauk, or do I need to get
my
clearance through a phone call to FSS? I've been told that this is an
airport w/in walking distance to a beach, so I've been meaning to get
there.

- Andrew




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Marco Leon wrote:

Hey Newps, care to share if and/or how the FAA tracks the number of
approaches you work? I'm curious.

We keep track of the flight strips. IFR aircraft get flight strips
printed out by the computer. VFR planes shooting practice approaches
get the same type of strip but it is handwritten. It is counted as an
IFR operation for traffic count purposes. Each approach that does not
terminate in a full stop is a two count, a full stop is a one count. We
put up and down arrows in the box where the arrival time normally goes
to signify to the guy who counts the traffic to count that one as two.
If an IFR arrival does not land for any reason then the same thing
happens, an up and down arrow gets put on the strip and we request
another one from the computer or hand write it. VFR aircraft are
similar except we use half strips, the right half of the strip is cut
off. All of this data gets entered into a computer at about 10 pm each
night and gets automatically transmitted to DC each morning about 2 am.
In a couple weeks we are switching over to a new computer system where
the muckety mucks will be able to look at any facility and see who is at
work, who is on what position, how much traffic there is, etc. All in
real time.

So if I read ya right, every VFR practice approach actually counts as two
operations and looks like two IFR flights coming in for a full stop?
Therefore the muckity mucks will see an airport busy with practice
approaches as having high-volume IFR operations and plan accordingly.
Interesting. No wonder those out-of-the-way airports thank the pilot for
practicing there!

Thanks,

Marco


"Newps" wrote in message
news:AKAWb.10043$jk2.31349@attbi_s53...
We keep track of the flight strips. IFR aircraft get flight strips
printed out by the computer. VFR planes shooting practice approaches
get the same type of strip but it is handwritten. It is counted as an
IFR operation for traffic count purposes. Each approach that does not
terminate in a full stop is a two count, a full stop is a one count. We
put up and down arrows in the box where the arrival time normally goes
to signify to the guy who counts the traffic to count that one as two.
If an IFR arrival does not land for any reason then the same thing
happens, an up and down arrow gets put on the strip and we request
another one from the computer or hand write it. VFR aircraft are
similar except we use half strips, the right half of the strip is cut
off. All of this data gets entered into a computer at about 10 pm each
night and gets automatically transmitted to DC each morning about 2 am.
In a couple weeks we are switching over to a new computer system where
the muckety mucks will be able to look at any facility and see who is at
work, who is on what position, how much traffic there is, etc. All in
real time.




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Marco Leon wrote:
So if I read ya right, every VFR practice approach actually counts as two
operations and looks like two IFR flights coming in for a full stop?

Only if you don't land. That's because you get radar service on the
missed. If an airliner comes in and goes missed or has to go around for
any reason and then lands on his next attempt he is a three count. All
traffic is counted the same.


Therefore the muckity mucks will see an airport busy with practice
approaches as having high-volume IFR operations and plan accordingly.

There are differences between airline airports and the approach controls
at class C and D airports. You'll never get an opposite direction
approach at DFW unless it's the middle of the night. We do it all the
time here with all traffic. Many times the jets will be given a takeoff
clearance with a requirement to start a turn prior to the end of the
runway because there is a spamcan practicing an opposite direction
approach or another jet on final nose to nose. If you've got props
you'll be turning no later than midfield. That's our normal. We make
our tower guys work here, you don't just stand there and say cleared to
land. And when it gets busy with departures you don't call down to
approach and tell them to "give me 5 miles between arrivals."


Interesting. No wonder those out-of-the-way airports thank the pilot for
practicing there!

Yes, the pay raises in the last 5 or so years has been nice.