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In your scenario, the VFR aircraft flying at 17,500 with a local altimeter of 30.42 would be flying at a pressure altitude of 17,000. Conversely, had the same aircraft flown with a local altimeter of 29.42, the pressure altitude is then 18,000. Which is why FL180 is not usable when local...

Heh. It's funny you say that. During OSH week, I lost count of how many VFR FF guys trolled into the Bravo, then descended or climbed the moment I reminded them that Flight Following does not equate to a Bravo clearance. The best response to that I got, "Well, then we WANT a clearance...

If you deviate from the Descend Via arrival, you need to have new altitude information. It doesn't matter if the deviation is due to weather, a controller initiated radar vector, or what. I have to issue you a new altitude, and in addition I have to advise you where you can expect to resume...

@Timbeck2 might be describing FUSION, which is a system that utilizes multiple radar sites to provide a mosaic target. The end result - an average 1 second radar update and more accurate position. STARS, on the other hand, is the software and hardware we use on our radar scopes. It has more...

I saw a post on here requesting that controllers do not declare emergencies for pilots. Sorry, I'm unable that. If there is any situation where I feel the best services delivered will be via declaration of emergency, by all means I will exercise the provisions of the .65 and declare for the...

It's been done before. If nothing else but to save the chance of an OD being called on the guy who missed the point out. Not sure what the .65 has to say about it, but I've never seen an OD called from the receiving controller initiating the point out.

1) We have had VFR flight plan strips print out on our printer, but we don't keep them. Our radar doesn't issue beacon codes for VFR's unless we manually input the flight into the radar computer. So, no, we won't see any VFR flight plans you file. 2) Like Mark mentioned before, filing the...

All losses of standard separation get reported. As do all near mid air collisions.

Yes, we are required to report deviations.

we try avoiding giving more than two instructions in one transmission

Don't forget to pay the tab.

For me, hearing the read back of the altimeter (assuming I am not issuing you some other instruction) tells me a few things. First, that you have the current setting for my separation purposes. Second, that you can hear me on the radio - getting that read back tells me you can understand me...

What you fail to realize is that out of nine runways, two are closed 24/7. Half of the remaining runways are partial use or unusable depending on configuration. Otherwise, your math is correct. Either way, @EdFred you above any other user on POA would benefit from a visit to the facility.

Try again pal. http://www.ibtimes.com/chicago-ohare-knocks-atlanta-title-busiest-airport-world-1791484 Heck, by day four of the ZAU shutdown in Fall 2014, we took back the title of "world's busiest." And that was doing it 1950's style.

We make it work today using every tool and rule we have in our "book." Add an enroute corridor, and that dramatically changes how we work arrivals. Less room to vector -> more room needed enroute -> bigger delays getting in. 20 miles due east or west for departures? That's insanity. You...

Doesn't T265 do that? Maximum allowable altitude of 8,000. Allows for ORD SHAIN arrivals to vector to 9R/10C at 9,000. @mjburian unfortunately yes.

There is a reason I posted the link to an old thread. There are half a dozen explanations how the airspace works, perhaps another look is in order @EdFred and @flyingron

Personally, I'd be tickled pink if you used some form of your callsign that makes it obvious you are who I gave the instruction to. You wouldn't believe how many of the "big iron" boys don't do this (SKW comes to mind.. @LDJones I'm looking at you). ;)

No.

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