EnRoute PV Discussion

apegler Junior Member Salt Lake City

You mean you aren't supposed to make the scope flash like a Christmas Tree?

Trovan Rookie SLC, UT

Congrats on passing, Peggles.

apegler Junior Member Salt Lake City

Well just to update the entire class passed. Three people had to take it again on the second day but they all passed with no problem, needless to say their nerves just got to them on the first go around.

Rosstafari Daaaang. /X

Congratulations! Good luck moving, let us know how you're doing in SLC.

Roddy_Piper Resident Knucklehead Vegas baby

congrats bippoptl. good on you. have fun trying to stay awake for URET.

just remember green=good. red or blue=not good.

Underd0g Junior Member Chicago

so give some advice we would find helpful for those of us just entering the radar section about 6 weeks away from the PV.

Underd0g Junior Member Chicago

no we have Jerry, Joe and Rich as our instructors

LISRAREF Senior Member Long Island, NY

I also just PV'd with Bip. Here are some things I can think of off the top of my head, I am sure he will probably agree with some or say the same things.

-Know your phraseology
-Know the obvious/common point outs (Ex. Hater-SQS, PBF-GPT, HBG-VKS)
-Read the ENTIRE strip
-Glance at the radar regularly, especially glance quickly before you pick up a line because many times the phone is designed to ring to distract you from something that should be done at that point
-If your R-Side says to take care of something or offsets a strip for you and says "Handle This", KNOW what he wants, don't ask and do it!
-When you have multiple conflicts at a single altitude, Look to see if an aircraft conflicts with two or more aircraft, by doing this you can sometimes fix a multiple conflicts by moving only one aircraft..
-Preplan and offset any strip requiring action. Remember if you preplan and miss it for whatever reason, it looks better to see that you knew you had to do it but got "busy" due to something else. If nothing is on the strip and it is flat in the bay they think you never realized it was needed.
-A majority of the time that someone requests something it is because YOU (Not the R-Side) must do something. For example, UAL235 just requested lower for chop however he is JAN Approach airspace at 8,000 (He was handed off to you from JAN). You must get control from JAN to climb/descend him within their airspace. This also happens during many problems in different sectors. Always Look where the aircraft is before you say to your R-Side the altitude/request is good.
-If you do not recognize a route, DO A ROUTE DISPLAY!! I also would recommend this for any military flights as they do some crazy stuff in some problems. And when you do the route display check the route from entering to exiting your airspace, some are designed to catch you (Multiple Pointouts).
-Make sure to mark the Red W's on traffic. Do it BEFORE you fix it so you indicate who is traffic.

The PV problems are about a 23-30 depending on which you get. Some are busier than others but they are not to the level of the last few problems. My problem started with 3/4 of the main bay full and it never got past halfway into the second bay. The entire second bay though was traffic that would come after the problem ended. Unlike the problems my PV problem was simple since the phone did not ring for the first 3-4 minutes giving me plenty of time to preplan and search traffic. I also recommend that you listen very carefully to your briefing since it can help you or hurt you(If you don't listen). In my problem my R-Side specifically said during the traffic section of the briefing, "UAL132 is at 17,000 Direct GHM ("Gonna Hit MOA")". No later then 3 minutes into the problem the phone rings and D12 tells you the MOA is hot. Make sure to remember this since you only have about 3-5 minutes to fix it and the best thing to do is when something like this happens immediately check and fix any conflicts since there most likely is one that will occur rather quickly.

Here are some things people have told me to help remember things:
-GHM stands for Gonna Hit MOA
-BNA is "Better Not Aye" (Hits MOA)
-VKS Departures climbing East or West usually always require a pointout or apreq to JAN or MLU approach. As well slow climbing traffic going south to Houston.
-Block Altitudes are not required for single aircraft, if necessary you can shrink or cancel a block. If multiple aircraft are in a formation then shrink the block if necessary.
-Whenever you have a aircraft coming out of 65 airspace through the restricted area, LOOK for a aircraft coming south from 15/12 at the same altitude (The ZAMMA Bammer as referred to by some)
-Departures that file below the top of Approach airspace are YOUR responsibility for separation so make sure you quickly scan for another traffic, there are instances these aircraft hit someone.

bippoptl Newcomer Long Island, NY

Thanks mike, now I don't gotta write all that. Haha. A few other things...


- If you see in a route "SQS BTR" it's AWAYS a pointout to poke low.
- MLU direct HBG is a pointout to D65.
- Watch the slow JAN departures NW bound. They need a pointout "climbin high" to D67 about 50% of the time.
- JAN departures southbound (JAN HAZAL MCB, JAN MCB, JAN BTR) need an APREQ "climbing" to Hammond low if at FL230 and below, and a pointout if climbing to FL240 and above.
- Watch for COA338...he always needs a pointout to D65, and then D15 about 2 minutes later.



Key thing most of all...(like mike said)...KNOW YOUR PHRASEOLOGY!!! Know the difference in a pointout within aero center, and a point out to ZFW and ZHU. Know how to make a handoff (and know the difference between handoff phraseology and pointout phraseology...don't combine the two!).

LISRAREF Senior Member Long Island, NY

Not a problem...... oh and one other thing.... When you have your "debrief" on PV day, DO NOT supply ammunition against yourself. When asked how you did say "fine" so the evaluator doesn't ask why you think that and realizes he missed a few things. Always give a good but short explanation to any question if they ask you anything.