Podcast #128: We chat with Kent C Dodds about why he loves React and discuss what life was like in the dark days before Git. Listen now.

New answers tagged

1

The highest peak in Saudi Arabia is Jabal Ferwa at 9,856 feet above sea level. Add some padding for safe terrain clearance, instrument error and human error, and 15,000 feet looks like a reasonable transition altitude. The highest peak in the contiguous United States is Mt. Whitney at 14,505 feet, so 18,000 feet for the transition altitude looks similarly ...


1

in the Netherlands, LVNL will not hire anyone over the age of 30 (this used to be 25 until some years ago). It's listed as the very first sentence on their website about how to get a job as a controller. There are also strict medical requirements basically the same as those for a PPL class medical. This is in no small part because there's a 5+ year ...


2

I think that a lit bit technical knowledge is required to at least think of being an ATC because imagine a “mayday” situation. The ATC has to plan everything according to it and this is the point where technical knowledge comes really handy. Secondly it isn’t necessary that doing five tasks together at the same time makes you suitable for an ATC because ...


6

It is country specific In the US, as well as I can translate the legalese to English, your application must be accepted by the FAA before you turn 30. (I considered it myself, about a decade too late.) In Canada, you must be at least 18 years of age, but I couldn't find any readily available maximum. As another answer indicates, there may not be one. In ...


7

Some years ago (in the 80s) I tried out for ATC in Canada and took the preliminary screening test, which was a series of 25 diagrams representing radar displays with targets moving around different airways, crisscrossing each other in various directions, and you had to answer 2 questions for each diagram, whether or not targets at different speeds and ...


2

A fairly simple way to design sectors is to have one per VOR, with the boundaries halfway to the next VOR on each airway. This puts the VOR at the logical center of the sector with lots of space around it for the controller to resolve conflicts between aircraft crossing paths at that VOR. If traffic levels do not justify having a separate controller for ...


2

Calculating the capacity of an ATC sector is a complex issue, you should not expect to find one single determining factor. A few obvious factors come to mind: Lateral extend of the sector (size) Vertical extend of the sector Whether or not surveillance is available (RADAR etc.) The route structure, and whether traffic is forced to follow certain airways or ...


1

I don't believe anyone could hand fly something that precise. A series of waypoints could be entered in the flight plan in a "connect the dot" manner, then the autopilot could be put in NAV mode to fly the pattern. Nothing that difficult about it though, it would just take some time. If they are at 10,000 feet this could be done under VFR, in which case ...


5

First, as other answers have stated, you're not actually required to file a flight plan unless you're flying IFR. That having been said, if you do file a flight plan, there are several ways you can get it programmed into the airplane: You don't The flight plan is never loaded into the navigation system at all. It's either on paper or loaded into a tablet, ...


1

The correct terminology for a place where aircraft park is stand or aircraft stand, where bay or parking bay is colloquial. The official definition from the ICAO ANNEX 14/I Aerodromes is: Aircraft stand. A designated area on an apron intended to be used for parking an aircraft. This can be either a stand at a gate or a remote parking stand. The ...


13

Let's treat the "normal" and "lost communication" cases separately. Fly assigned heading for RADAR vectors to assigned route. Climb and maintain 10000 or ATC assigned lower altitude. Expect filed altitude 10 minutes after departure. The essence of this is that on departure, responsibility for navigation rests with the air traffic controllers, not the ...


1

Sometimes pilots are reluctant to declare emergency for different reasons( media, Inspection,..).even in a real emergency some pilots do not use related phraseology to convey the state of the flight. Controllers should be trained to resolve any confusion in communications resulted from several factors such as sociocultural and cognitive effects , in these ...


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