Non Radar

I'm not a controller, but I can tell you I fly out of several airports with no radar coverage that are served by instrument approaches handled by Center controllers.
 
Depending where you go ypu will have more or less non radar. In my airspace at zme we have coverage to 2-3 k for most areas and 4-042 in some others.

About the only time you use nonradar is clearing someone in or out. For my area we have no towers or comms to the ground so its one in one out.

Other areas have towers and can talk to planes on the ground so they utilize some nonradar rules.

You also have the couple times a year where a radar is out for mx and its nonradar 10k and below.

Biggest thing is to know the basics, non radar, and move forward from there.

My .02

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Where I work we have some areas of non radar below 8k to 10k. Sometimes maintenance takes out a radar and its non radar procedures up to 380.
 
Thank you gentleman, I'll have to try to remember that it isn't as prevalent as my professor is making it out to be, at least sector 66 will be easier at the academy.


Big Eazy
 
When I went through in 08, jackson low kicked most everyone's arse. Dony know if its still the same but the problems were written so you had to use just about every rule in the book.

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We have maybe 10 airports with radar below ~8-10k up here. 500+ airports. Almost all approaches and departures are non-radar. In OR and WA, along the coast there's rarely radar below 8k and MEA's are 3-8k, so you can end up with airplanes on airways well below coverage. In fact it's that way for most D and E airports west of the rockies.
 
I washed out of the academy cause I wasn't good enough at that non-radar stuff. Only four people in my class got a passing score. Best thing that ever happened to me...
 
z987k said:
We have maybe 10 airports with radar below ~8-10k up here. 500+ airports. Almost all approaches and departures are non-radar. In OR and WA, along the coast there's rarely radar below 8k and MEA's are 3-8k, so you can end up with airplanes on airways well below coverage. In fact it's that way for most D and E airports west of the rockies.
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There are huge enroute gaps through Southeast still, over Wrangell and Petersburg radar starts around 18k. I give Anchorage Center a lot of credit for patience in the summer.. About once a week there is a private pilot or corporate crew throwing a fit about why they can get VTF. Not that radar would even help, the minimum vector altitudes are 6-7k at the lowest.


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Take non-radar seriously. Not only does your performance on the non-radar exams count toward your final grade I believe (things have changed since I went through in `10), but it helps you develop fundamentals of working the radar associate position, which is the bread and butter at the academy. You'll be in the FAA a loooong time before you ever issue your first radar vector, they don't train you to do that at the academy.
 
Capt. Chaos said:
There are huge enroute gaps through Southeast still, over Wrangell and Petersburg radar starts around 18k. I give Anchorage Center a lot of credit for patience in the summer.. About once a week there is a private pilot or corporate crew throwing a fit about why they can get VTF. Not that radar would even help, the minimum vector altitudes are 6-7k at the lowest.


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Had a funny one the other night. Flew an approach to mins, went to cancel through the RCO on the plate once on the ground, couldn't get anyone.... sat phone wasn't working.... uh well.... guess we'll ask a native to use their phone. Lookup up where the RCO on the plate was physically located later... oh just about 150 miles northwest on the other side of the brooks. Ya, we should totally be able to get that on the ground, nice job Jeppessen!
 
greg1016 said:
Take non-radar seriously. Not only does your performance on the non-radar exams count toward your final grade I believe (things have changed since I went through in `10), but it helps you develop fundamentals of working the radar associate position, which is the bread and butter at the academy. You'll be in the FAA a loooong time before you ever issue your first radar vector, they don't train you to do that at the academy.
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What is the intensity level like at the academy? Is it like trying to drink from a fire hose?


Big Eazy
 
Screaming_Eagle_ATC said:
What is the intensity level like at the academy? Is it like trying to drink from a fire hose?


Big Eazy
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The curriculum has changed since I went through. I thought it was intense then, but the old-timers will tell stories about starting in a room with 100 people and only graduating 30 of those people. I was hired off the street and had no experience in aviation whatsoever. There is a potentially overwhelming amount of rules and information that requires commitment to memory, that is for sure. I spent 4 hours a day at home drawing that sector map to get it committed to memory. I am sure others did not have to study that hard, so it is all relative.
 
Fair enough that makes me feel better. He's making us write half pages on why conflicts are resolved by the 44 knot rule so maybe I'll have a chance by the time I graduate


Big Eazy
 
I went through in the mid-80's, but seeing as how it's the FAA, it's probably not changed...hehe.

I thought the academy was pretty tough. I had a degree from Riddle and ratings through CFI. None of that really helped much with the academy outside the PPL ground school part in the beginning. I felt like I came a long way on running the problems and felt good going into the last week. The graded problems were far over my head, however. It's like they turned up the faucet at the end and you either sink or swim. Sadly for me, the graded problems were a large percentage of your final score and that's what shot me down, cause I did quite well up until the last week.

Like I said before, only 4 in my class of 20 or so passed. The other classes had much higher success rates. I think I had a 67 and you needed 70 to pass. I was heartbroken, at the time. They did offer me a GS7 ATA job at LAX Tracon which I accepted. Got to see what it was really like, good and bad. One of the supes was a CFI and kinda took me under his wing. I had a good experience with the FAA but I ended up getting back into flying after less than a year.
 
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