Ki-ll wrote: ↑

Thu Aug 29, 2019 10:28 am

kevenv wrote: ↑

Wed Aug 28, 2019 3:00 pm

I have a copy of both if you would like to compare them.

Do yo have a current version of 308?

Jan 2017 is the version I have.

pelmet wrote: ↑

Thu Aug 29, 2019 10:18 am

Much appreciated. But admittedly, I am happy with a simple answer.

It has been too long since i had anything to do with approaches and departures to give you good answer.

I have a copy of both if you would like to compare them.

pelmet wrote: ↑

Sun Jun 09, 2019 4:45 pm

Does anyone know if the AIM or regulation says that you must get a clearance from ATC to exit from the landing runway onto another runway?

In the AIM - 4.4.4 - Taxiing, page 238: No aircraft shall exit a runway onto another runway unless instructed or authorized to do so by ATC.

I would think flying experience would greatly help a candidate during their training for the same reason an Air Traffic Controller would have an easier time with training as a Pilot considering radio work, airspace, and air traffic procedures are overlapping knowledge, maybe not in the exact same c...

Who assigns SIDs? If so, if someone asks for a specific SID, wouldn't that person at least try to figure out why someone asked for something specific? If you are at an airport with a tower, it would be whoever happens to be working clx delivery, otherwise it is obtained and relayed from the ACC con...

We have easy access to "most" flight planned info. It's just a matter of bringing up your flight plan on the screen (when busy, no one want's to have to do this as it takes up valuable real estate on the screen). We will see all of the equipment codes that you have filed (again, we have to open your...

A bunch of flying experience will help you initially. Once you get into the training, not so much.

Same designator is used for both.

Nobody thought to report the runway condition down there to the crew... told them some taxiways were closed and to get off on the end. Those guys were along for the ride when the aircraft weathercocked sideways on the unreported ice. These statements are based on what? You know for a fact that they...

This mind sound a tad rude but if you aren't willing to memorize a few airport and airline identifiers on the ITA you'll be in for a surprise during your training. Also, i'm not sure asking if you need to learn something or not during your course is a good idea. Good luck! LOL, I was contemplating ...

hopefulguy wrote: ↑

Thu Feb 07, 2019 1:34 pm

wait; I just realized, you've been around since 2016, and you still haven't applied? o_O

His first post from 2016 indicates he made it as far as the phone interview.

Just to add to what Braun has said: lots of older controllers have done both VFR and IFR. There is no magic formula for where you will do best. I have done towers, terminals and enroute. They are all different, even the same job at different locations. In recent years, with the ability to transfer j...

Day one of boot camp was today.

Why not post your questions here and let everyone benefit from the answers?

BenjaminCook wrote: ↑

Wed Oct 24, 2018 8:35 am

Jesus, 30 of 250? That's an 8.3% pass rate. These people are crazy.

30 of 250 is a 12% pass rate not 8.3.

Plus it is not a pass rate. 30 people didn't pass with 220 people failing. They took the top 30 scores. Big difference from 220 peopled failed.

1 - How is the radar coverage in the area? If I go VFR, should I expect to be able to get flight following? If we aren't busy you will get flight following. Radar coverage isn't an issue as there are radars at Digby, Halifax and Sydney. The issue is frequency coverage. Flying at 7500 or 9500 feet m...

2 at YFC. They are flying pretty much non stop, mostly round robins in the FIR but some to YQB and back as well.

There’s a recent article NAV Can released on how they need to hire more woman and minorities. So if you are neither good luck. After a year of being a successful candidate in the pool I’ve decided to pull my position. They’re just another bullshit politically correct employer. @#$! em. The overwhel...

I don't think this could happen in Canada, as ATC is prohibited from issuing clearances below the minimum IFR altitude unless being radar vectored. http://www.navcanada.ca/EN/products-and-services/Documents/AIP/Current/part_5_aic/5aic_eng_2017_19.pdf#top That's not what your attachment says at all....

Braun wrote: ↑

Thu Jan 11, 2018 5:03 am

For the ATC part the approach is done in uncontrolled airspace if I am not mistaking. Also below radar coverage.

The airspace is controlled. No radar coverage below about 8000'.

I asked ATC one time what constitutes protected airspace. It's miles around your holding point. They don't care as long as you're doing something that approximates a hold and stays within 5+ miles of where you say you are going to hold. The answer you got is a bit misleading. In a radar environment...

Maybe more to do with the airspace to be protected for the hold. Once established in the hold the fix end reduction area can be dropped making the size of the protected area smaller. I am assuming that the initial template for the hold covers the higher speeds given.