Hey de727ups,
Originally Posted by de727ups
With all due respect, the "system" is supposed to work for all of us. New or not. I think ATC tweaks the system to move the most metal and it works, most of the time, for locals who do a lot. If it really messes you up that bad when a non-local doesn't play the game then, and it's my personal opinion only, you guys are pushing too hard.
I understand that you think we are "pushing too hard" at times, and I'd even agree with you to some extent. It's a fine line that we ride each and every day. Many pilots are chipping away at us about the 35 mile final. Some are upset because Memphis Center told them to go fast, while others are upset because the last sector slowed them for in-trail spacing.
During the middle of the arrival rush at MEM, I
must push hard to run a tight final. If I don't, 1) the Controller to my left is going to be upset because I affected his sequence, 2) the Controller to my right is going to be upset because he has to slow
all of his aircraft to match my speed and spacing sequence, 3) the Controller at Memphis Center is going to be upset because my Supervisor has placed a "static restriction" of 250 knots on all aircraft crossing my boundary, 4) the Traffic Management dude at Memphis Center starts getting phone calls from the Command Center... and the ripple effect just goes on and on.
If I dig my heals in and tell the Supervisor that I want all of my traffic reduced and spaced in a real friendly manner, he'll just laugh and tell me to suck it up. If I refuse to take the handoff or start slowing everyone down to "be safe", FAA Management says that I am using "malicious compliance" to enforce the rules of separation. If I run a real loose final so that I don't jam any of you guys in there to hard and fast, someone might say that I'm running a "job action".
Why won't we say we see other aircraft for the visual? Unless you were there, you can't possibly imagine how hard it can be to spot another aircraft or pick out a runway, especially if you haven't been there before. Now, you want us to start telling you if we aren't local on initial call? If you can get that on the ATIS then I'll do it.
You know, I could probably put that request on the ATIS... once, then receive some good old fashioned FAA discipline.
There are many things that pilots and controllers do/say that are not "by the book". Some of these actions provide a very clear picture of the situation, and in my opinion, are quite helpful.
Just last month I dumped a CRJ down to 3,000 and turned him towards a long and wide base entry for RWY 36R at MEM. The pilot promptly told me that he had not been to MEM in two years, and that he would appreciate a turn to the final. That little bit of information was very helpful and appreciated by me. I slowed the guy a little earlier... turned him to join the localizer... notified the tower so that they could keep an eye on him. The situation might have been different had I worked him as a local pilot familiar with the operation.
We were going into DEN, at night, in and out of snow squalls, a month ago. United's were taking the visual on long finals to the south but we were coming in from the west, in and out of IMC... The controller was not pleased that we wouldn't take the visual and I know we messed up his plan, but it just wasn't safe.
If the ATIS is advertising Visual Approaches, it would be helpful if you would work to make that happen for us. If you don't want the visual approach, just let us know. If you are unable to execute the visual approach for any reason, just let us know. If the weather has changed to where visual approaches are not advisable... JUST LET US KNOW.
I have no idea what you see through the window of your cockpit, and I depend on you to keep me informed of the weather out there. We can make it happen, but we'll need to work together.
MEM_ATC