David Z - 1027224
-
Posts
3119 -
Joined
-
Last visited
-
Days Won
31
Content Type
Profiles
Forums
Calendar
Posts posted by David Z - 1027224
-
-
This is where having read the documentation helps. No one is expected to remember everything, but everyone should at least read through each of the local instructions at least once. It is very obvious when people haven't done so because they usually assign A050 for departures at places other than ML and SY (hint: it's not A050 anywhere else and you're going to have to look it up yourself if you want to know
) -
This was one of the reasons they reintroduced SMC for taxiways at the Metro-Ds (ex-GAAP), rather than having aircraft taxiing all over the place and just calling Tower for the runway crossing.
-
The human factors problem with B is that it could lead to a runway incursion. The instruction has been issued beyond the actual clearance limit, despite the "hold short". It would be very easy to hear "hold short of runway 21" instead of "24" if that is what you are expecting to hear.
The fact that C could make you think "hold on, I'm not departing from runway 24" is actually a positive, as it reminds you that you must obtain a clearance prior to crossing runway 24.
-
You're meant to let people explain why their incorrect answer is actually correct
-
1. Yes
2. Up-to-date ones? Don't exist because PNG don't make their AIP available to us.
-
Navigraph (and probably Aerosoft) provide this data for a small fee.
-
I can't speak for the future direction of the Board, but I found it a useful space to generate ideas and discussion that was more rapid and had lower barriers to access than, say, the forums. The advantage of the forums is equality of access as obviously not everyone can attend these meetings.
-
Kirk, if you refer to the VATPAC BN Local Instructions, the rules for reciprocal runway ops should be similar to curfew.
-
Sean, give the Euroscope website another try, it's working for me now. If it still doesn't work, it's something that will need to be raised with the team at Euroscope as it's not in VATPAC's control.
-
3000 is the generic code for controlled airspace. So any time operating in a control zone/area when ATC have assigned a different code. Once leaving CTR/A, obviously switch to 1200. IFRs/anyone that gets an airways clearance on the ground should get a discrete code and this overrides the use of 1200 or 3000.
-
Pilots don't need to have extra knowledge, but flow shouldn't need to tell sector controllers how to do their job. Flow sets the targets and the sector controllers use their training (which we assessed prior to rating issue) to slow down/speed up aircraft to meet the targets. Certain aircraft may need specific handling, but flow is a big picture position, not a micromanager. If flow sits there making all the decisions about holding, vectoring and speeds, who is really controlling?
-
After achieving the bulk of the required delay using holding/vectoring, speed control can be used to fine-tune the aircraft's trajectory so that it passes the FF at the required time.
-
Assigning the time to the pilot is only one possible solution and doesn't absolve the controller of his responsibility to meet the time.
-
Training: Outside of any RW controllers, Kirk and I are probably the ones to speak to about this, with Kirk having by far the most hands-on experience. Flow is not hard, but requires quick thinking and creative problem solving and a strong familiarity with the performance capabilities of aircraft types and how altitude impacts on speed (e.g. if you want Aircraft A to overtake Aircraft B, lowering Aircraft B by 10,000 feet would make things easier). The other complication is getting the executive controllers (i.e. the sector controllers who actually talk to the planes) training on how to effectively and accurately meet flow requirements - harder than it sounds.
TFMS: I have the keys for the standby system on my server but not for the one hosted by VATPAC. Anyone who can peek into the database should be able to set up accounts, etc.
-
vPilot is by far the easiest to set up and model matching works with minimal mucking around. Plus it is actively supported by its developer who regularly pushes updates for bug fixes, improvements and any new additions to the network protocol (an example is a protocol extension introduced last year to transmit information about flaps, gear, engines, etc). All of the other clients have been abandoned by their developers and are no longer maintained or supported.
-
The operation of this policy is quite simple.
Our airspace is divided into discrete pieces like pie (we call them sectors). You may take one piece or many pieces, but you may not cut them further. Once you assume responsibility for a sector, you MUST provide the service appropriate to the class of airspace as described in AIP and MATS.
In order to achieve the above, you must be able to communicate with all aircraft in your airspace. Practically, this means you CANNOT cover more than about a quarter of our continental airspace as a "CTR" position. If you want to cover more, you need to login as an upper sector which logs in as an "FSS" position which gives you a much larger radio range.
-
I've had a look at Joel's reference now. Scrolling up to just above "40. COMMUNICATIONS" it indicates that this is for Class G ops.
But yes there is also a speed limit in Class D to mitigate the risk of VFR/IFR aircraft pairs whacking into each other (no ATC separation between IFR and VFR in Class D).
-
That's only for Class D isn't it?
-
CPDLC is not designed for the terminal environment. PDC (pre-departure clearances) are not issued by CPDLC but rather through ACARS telex which is a separate part of the hoppies system. TAAATSmod does not support this.
For PDCs, you should login with the aerodrome code with the hoppies client (not TAAATSmod).
Please also note that none of this is part of our standard procedures and the only methods of communication endorsed by VATPAC are VATSIM Voice and text, until such time the Director Operations makes a change to that.
-
Not sure what your question is Jacob. This is the code that you put into the "Set-Up Window" for using CPDLC and ADS-C.
-
Guys you don't need ti change the FIR code. Simply use YMMM or YBBB and TAAATSmod will do some stuff under the hood to deconflict with others.
-
ADS-C is usable, I tested it when it was first release to the testing team but the functionality is limited. For example, there is no interpolation between position updates (to understand this, for a periodic contract, you can set the update interval which is something like 14 minutes when applying 50NM separation) and other contracts are not supported.
-
Correct, it does it via hoppies.
-
Today is still the 23rd
But seriously, it's very good - I like the fact that all of the portfolios are represented there so that it is a single unified system for all pertinent news. I check the forums regularly any way, but for those that don't, I'm sure this will be a great step for keeping those people better informed about what we are doing and maybe convince them to come and do a flight or a controlling session every now and then.
) 
Jet vs Prop SIDs
in ATC Training
Posted
Also, apart from the incorrect SID assignment, who can point out the other problem in the route string that Kirk posted?