Live Flight Tracking

It's like heart surgery or getting your car fixed, you go where they do it most to meet the pros!

Yes, thats us, we have 23 blue and white PC12s, all ending in AF.
We go wherever the pax want to go. I have to assume that they choose MMU because its closer to their destination. Though to be honest, signature at MMU is nicer than MacDan; they are bigger, have more services, and the ramp space to handle lots of jets. Theres nothing wrong with the airport, other than where it happens to be located!
I'll let you know if theres anything you can improve.
-j-

what do you mean?

Well the passengers decide where they want to fly, and they go to the most convenient airport for them. MMU must be closer/easier than CDW for their particular situations. So unless you can uproot and move the airport, theres nothing you can do.
(most pax in general dont have a clue about airports' services, aproaches, or anything, they just want to get "there". Only when we can't get into Bumbletown Airstrip without an ILS when its low IFR or Bob's Aerodrome without lights when it's dark do they realize that not all airports are created equal.)

Hmm thanks for the insite from your point of view

Do you know a Pete S. who woked LGA tower?
He was my primary fight instuctor 12 years ago.

Yet you still go to grungy Atlantic here at TEB??? You guys need to change to Meridian or Jet, even signature.... At least it's better than First

I guess we get a really good deal at Atlantic, I dunno. We go to Jet at a lot of other airports. I think we used to go to Meridian but not anymore.
We do go into Jet at TEB when we're flying N712BC.

Cool, I didn't know "Billy" was one a part of your fleet...

A smaller part of our operation is crew services for PC12 owners, "Billy" isnt in our Planesense fleet but we fly it.

I just wanna know why the controller didn't call Shea stadium Monday to cancel the game so I could fly back up the river..?? I asked him too.....

Old & Bold....i'll be there

On another note......

I have been flying the Hudson River for many years. I have always found the controllers in the NYC area to be helpfull, My hat is off to u-all..!!

What I find interesting is the amount of idiots that fly that area "NOT" knowing what they are doing or where they are going. On monday night one of the controllers had to tell a commercial pilot where the colts neck vor is...."Whats with that"? Anyway I now know why all the controllers I have met have gray hair.

All I can say is, " Have a great day and thanks for your help..!!"

Hummm, thats what I do say.....


POU to AIY..........

Old And Bold...I'll Be There

That's so unreasonable of them!!! It's not as though any games played at Shea could actually mean anything!

Just plain old, but grateful for the opportunity to experience it.

I've flown the VOR/DME A overhead circle to 19 in to KTEB a bunch. As I'm sure many others here have.

Could you confirm for me if following the step downs takes you in and out of the class B during the apporach. It's always looked to me that abeam the area around Essex Co. the base of the class B was 3000. On the approach I'm at 3000', 2500', or 2000'.

If this is the case, how much does that effect your work load with seperation between IFR and VFR.

Hello...

I was on an Angel Flight out of TEB last Tuesday (Nov. 7). We were Compassion Flight 5TC in a Saratoga. We got the TEB 5 departure and when handed off after takeoff, we were treated to the nicest controller I have heard.

It was 7:30 am and this guy seemed to know everyone by name and had the cheeriest nicest attitude. I fly thru your area quite a bit and I am always impressed with the attitude and ability of the worlds busiest controllers. This guy made our morning.

Jon Fink
N895TC

hey atc1.. good luck with all the new VLJs comming into our class bravo starting this year, its ok though ill be controlling those planes with you soon

My only "thing" about the NY Bravo is the tendency of the controllers to give landmarks as a reference point when VFR. I don't fly in NY Bravo often and regularly get "Fly direct to the Bridge, Fly to the radio tower, ". I imagine this is no big deal for pilots who fly everyday in the Bravo, but for me I would prefer a VOR, NDB, Intersection, radar vectors basically some sort of aviation navigation point instead of visual landmarks.

Why not just ask? If you studied the VFR chart you'd know where the landmarks are - I've done the Statute tour a few times so I became familiar with them, but I also lived in NYC fro 20 years . . . .

When in doubt in NY ASK!! NY controllers take seriously the fact that they do not have to provide separation services to VFR aircraft - you will come within 1/2 mile or so of helos, and even airliners above or below you. So, they need to be confident that you know where you are going.

I let them know I am not familiar with the area - but keep in mind I am not going on a site seeing tour. I am flying through the airspace or picking people up beneath it. I am just pointing out what I don't like about the bravo controllers. To me if they are going to give me instructions I would prefer anything by a visual landmark.

All the credit in the world to them though. They no doubt have one of the most stressful and skilled jobs in the country.

I can relate to what you are saying as I am the same way, as I'd rather get instructions based on IFR nav points, but in the land of VFR, the majority of your VFR pilots won't know an intersection and probably would have troubles navigating via VOR radials, so VFR landmarks do make sense.

Not sure if you are rated, but if you are, why not go IFR?

Allen

I'm not sure that I'd go down the corridor if I was 'not familiar' with the area- and had not studied the chart. I mean, I'd tell them I was not familiar - but I'd at least have looked at the chart pretty carefully . . . and at least knew the basic landmarks -

It's funny you say this, as I did a nickel and dime tour for a friend down at KDAB. I studied hard on the sectional what to look for and such, and because of the restricted area near Kennedy, it made me paranoid enough, plus all the Embry Riddle traffic and all other traffic DAB had.

Workload was high enough with the radio chatter, that it was like all the prep vamoosed and I lost count of "bridges" that were really easy to identify.

I turned opposite direction of the restricted area and went up the coast line and approach said course reversal approved after "named bridge" Well after losing count of bridges initially, any bridge could have been that named bridge.

I immediately fessed up and said Daytona Approach 43L unfamiliar with the area, and I really think they appreciated me saying so. They came back and said, advise before course reversal, which I gladly did.

VFR is tough flying in a busy area as I learned very quickly! KDAB may be childs play for those on the left and right coast, but for me, I sure felt like I was in the big leagues

Allen

I am not going down the corridor. I don't go site seeing in or around the bravo its usually a transition to the northeast or pick-ups at airports within the bravo.

I am talking about being on a VFR flight plan with flight following through the bravo. I am based out of Allentown PA and typically do pick-ups or drop-offs in Morristown. If I am flying in to the bravo from the West its not usually a problem. If I am coming from the northeast its a bit more challenging. You know your going to be rushed and dropped in the bravo and that fine, but for me I dont have to think when it comes to an IFR navigation point. Every pilot has their own comfort. To me if I am being rushed in to MMU and given flight instructions I would prefer vectors or IFR navigation points. To me flying at night in to MMU and getting a reference for a bridge or a radio tower is not preferred.

I don't *think* you can be dropped in Bravo??

My experience in Bravo is virtually nil, but can you really have a 1200 in Bravo?

ATC can say squawk VFR have a great day once you leave Bravo and you have to be cleared to re-enter Bravo, but while you are inside Bravo, they are required to provide seperation.

Allen

If you are flying to Morristown or White Planes in the Bravo you can expect a rapid descent (dropped) and a quick turn for landing. They do this especially at night to keep the noise as close to the airport as possible.