David Z - 1027224
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Posts posted by David Z - 1027224
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Remember that when calling for your taxi clearance, you should tell ATC where you are so that they can find you, particularly if there is a lot of traffic. Some apron areas are not visible from the tower, so it can sometimes be helpful to taxi closer to the manoeuvring area boundary before asking for clearance.
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Jandakot Tower open from about 8pm tonight
Don't forget to set your transponder to 3000 when in the Jandakot control zone!
Flight options:
Circuits
ZFR: Jandakot Ground, Cessna 172, ZFR, for circuits request start
ATC: ZFR, Jandakot Ground, start approved
ZFR: Start approved, ZFR
ZFR: ZFR received X, request taxi runway 24R
ATC: ZFR, taxi holding point C1, runway 24R
ZFR: Taxi holding point C1, runway 24R, ZFR
ZFR: Jandakot Tower, Cessna 172 ZFR, for circuits, ready runway 24R
ATC: ZFR, Jandakot Tower, cleared for takeoff
ZFR: Cleared for takeoff, ZFR
ZFR: ZFR, downwind touch and go (or full stop)
ATC: ZFR, number one (or follow Cessna on base, etc.)
ZFR: ZFR (or traffic sighted, ZFR)
ATC: ZFR, cleared touch and go (or cleared to land)
Coastal VFR Route
ZFR: Perth Approach, Cessna 172, ZFR, at Jandakot for Victor 65
ATC: ZFR, squawk 1234 once leaving Jandakot control zone
ZFR: Squawk 1234, ZFR
Remember to set 3000 while in the Jandakot control zone
ZFR: Jandakot Ground, Cessna 172, ZFR, for departure northwest, received X, request taxi runway 24R
ATC: ZFR, taxi holding point C1, runway 24R
ZFR: Taxi holding point C1, runway 24R, ZFR
ZFR: Jandakot Tower, Cessna 172 ZFR, for departure northwest, ready runway 24R
ATC: ZFR, Jandakot Tower, cleared for takeoff
From crosswind, track towards "Fiona Stanley Hospital" and climb to 1000FT. Overhead the hospital, set transponder to the code you got from Perth Approach, switch to Perth Approach 123.6 and climb to 1500FT. From here, you can track via the VFR route to Mullaloo Point or try to get into the Perth control zone for a touch and go at Perth. Remember that you can go up to, but not above, the altitude shown on the VTC (e.g. "C LL 2000" means you can go up to 2000FT without clearance). From here, our example will head into the Perth control zone.
ZFR: Perth Approach, Cessna 172, ZFR, Fremantle Golf Course, 1500, request Cottesloe, Victor 65, touch and go at Perth and depart via Herdsman Lake
ATC will now identify you and issue you a clearance if available. If not, they will tell you to remain outside Class C and you should not enter controlled airspace until you receive a clearance
ATC: ZFR, identified, cleared Cottesloe, Victor 65, 1500
ZFR: Cleared Cottesloe, Victor 65, 1500, ZFR
From here, ATC might vector you to fit you into the sequence and tell you to follow an aircraft, etc. Maintain your assigned altitude until cleared for a visual approach
ATC: ZFR, join downwind, cleared visual approach runway 21, report abeam the numbers
ZFR: Join downwind, cleared visual approach runway 21, ZFR
ZFR: ZFR abeam the numbers
ATC: ZFR, follow the B737 on 3 mile final
ZFR: Traffic sighted, ZFR
ATC: ZFR, contact tower on 120.5
ZFR: Tower on 120.5, ZFR
ZFR: Perth Tower, ZFR
ATC: ZFR, continue approach, onwards clearance, make left turn direct Herdsman Lake, 1500
ZFR: Continue approach, onwards clearances, left turn direct Herdsman Lake, 1500, ZFR
ATC: ZFR, cleared touch and go
ZFR: Cleared touch and go, ZFR
ATC: ZFR, contact approach 123.6
ZFR: Approach 123.6, ZFR
ZFR: Perth Approach, ZFR passing 400 for 1500
ATC: ZFR, identified
Once you get to Herdsmand Lake, you will leave controlled airspace
ATC: ZFR, control and identification terminated, frequency change approved
ZFR: Thanks, ZFR
Change your transponder to 1200 and continue to monitor 123.6. Once we get to Mullaloo Point, we'll turn around and head southbound, making sure we stay on the right of the coastline. At Powerhouse, we call Jandakot Tower to get back in. Don't forget to set your transponder to 3000 for Class D!
ZFR: Jandakot Tower, Cessna 172 ZFR, Powerhouse, 1500, received X, inbound
ATC: ZFR, Jandakot Tower, maintain 1500, report overhead
ZFR: Maintain 1500, ZFR
ZFR: ZFR, overhead, 1500
ATC: ZFR, join left downwind, cleared visual approach runway 24R
ZFR: Join left downwind, cleared visual approach runway 24R, ZFR
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You can also find the answer in MATS!
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Note that these are based on the magnetic tracks of individual route segments, so theoretically, you may need to change by 1000 ft during the flight (as per Trent above). More practically, you wouldn't change up and down 1000 ft every time you cross over North or South...
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And you never get less experienced members who might be intimidated by these people...
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I thought only ATC could vector/deviate aircraft?
Yes, but that doesn't stop some people from writing stupid things on UNICOM...
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There is not issue with flying through inactive RAs.
There is an issue if someone decides to claim that RAs are active and tell people to deviation around them without authority or conducts high energy activities without the relevant VSO approvals.
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I wouldn't have thought that it was really much of a conflict... most of the VFR regulars wouldn't be interested in this event and vice versa. And running special events over the top of a weekly event is not a big sin
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For the purposes of rostering MDG makes more sense... WOL doesn't actually do anything unless we lose APP.
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Never trust the computer!
There are a few "sanity check" calculations - the quickest one is to multiply your altitude in thousands of feet by 3 to get your descent distance, e.g. at FL390, 39 x 3 = 117NM to descend - you now know that you need to commence your descent about 120NM from the touchdown point. If you are coming in via BOREE for the 16s, then you need to descend at 120NM from SY. If you are coming from BOREE for the 34s, then you can subtract 10NM for downwind and 10NM for finals.
Now there are a few other factors that will affect this - airport elevation, ATC crossing restrictions (on the STAR chart), wind, etc. But the point of doing this is to check that the computer is giving you a "sane" solution.
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My experience with the Navigraph data is that it is generally spot on. Perhaps you could show us a few screenshots of the issue?
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TFMS is used by the Flow controller to direct the en route controllers to deliver a well sequenced flow of traffic to the TMA boundary.
Approach controllers don't really use TFMS except to understand Flow's intent, so it becomes more of a guide.
The aim of the game with "vectors to final" (the job of Approach is more complex than that, but this is what everyone seems to focus on), is to gain a rhythm - pick out the headings and speeds you want to use for each circuit leg and adjust where spacing is not quite right. I wouldn't worry about playing with all the toys - vectoring is a skill based on visual assessment of spacing and speed (speed is judged by history dots/velocity vector and spacing by the velocity vector or a map scale).
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The other source of confusion is that because the runways at Sydney are closely spaced, certain procedures must be put in place and conditions be met before independent operations can take place. Namely, conditions must be fairly clear and there are certain intercept and traffic info requirements.
At Brisbane, the runways will be spaced adequately apart so none of those requirements are necessary. Independent approaches can be made in both IMC and VMC with any particular fuss and independent departures can be made in all conditions.
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And unlike Sydney, they are building the new runway far away enough from the other so that they can run independent parallel instrument approaches without a PRM.
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Probably not enough need to justify each aerodrome. You could have e.g. SY Aerodrome and SY TMA, the latter which also includes your satellite aerodormes.
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Another volunteer reaches retirement age! Thanks for your contributions to VATPAC and VATOCE over the years and good luck with the career!
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Parafield should not be listed as a procedural tower (it is not one in real life). It is similar to Moorabbin, Bankstown, etc. where Tower provides an aerodrome control service to aircraft within its airspace (i.e. manages the circuit traffic).
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Yep F3 is the go. You can also do the old ASRC/VRC thing: for QFA123, type "123" and press the numpad + key (a.k.a <ASEL>), then press <F3> <ASEL>.
You can fix the route by opening the flight plan, putting the cursor at the front of the route and pressing <DELETE> until the route appears correct in the lower section of the flight plan window.
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Have you tested that Peter? The issue with date line crossers is that the flight plan doesn't get fully processed unless you delete half of it.
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I'd be keen
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The files on the Pacific Oceanic Partnership are the only publicly available sector files for those areas. There is no issue with using them, as long as you're aware that it may not match what pilots are using.
MVAs are not required for most of these positions... no radar! The only radar in either of these FIRs is on Tahiti (and is only good out to around 250NM at high altitude) which was introduced AFTER these sector files were last updated.
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A feature known as "squelch tone" found in certain pilot clients...
Manoeuvring Area Maps
in Pilot Training
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That would be correct. A pushback clearance (like a taxi clearance) is only required if you are pushing onto the manoeuvring area. You see this frequently in the USA where pushback clearances are not required in cul-de-sacs (the cul-de-sacs at Sydney are designated as taxiways, e.g. DOM2, etc., so clearances would be required in that case).