Luke Bruce-Smith
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Posts posted by Luke Bruce-Smith
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How does one successfully lobby VATSIM for major change when they can't even get the terminology right? It's not UNICOM!!
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What's happening with the website / TS3 server etc good VATPAC people?
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Looks Good!
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Minor ground handling hiccup..... Too much rear CG.... Now we re standing on our behind looking at TCU?
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Is this one still on the radar?
Sent from my iPhone using Tapatalk
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After a day of training It's nice just to be quiet upon returning to the hacieda. That is rarely allowed to occur however :-(
Sent from my iPhone using Tapatalk
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Sitrep ? :confused:
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Steven Popowicz recently achieved his Enroute Controller rating.
Congratulations Steven!
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Well done goes to Jerry Law who passed his ENR Assessment today.
Congrats Jerry.
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In Aus the operator of a jet / turbine aircraft must be able to depart the runway, loose an engine at the most critical point of takeoff and still clear published obstacles off the end of the runway by 35 ft. This along with other climb requirements is captured in CAO 20.7.1B
In Australia, runways are generally surveyed once a year for takeoff and approach obstacles and a gradient (called an obstacle free gradient) is published in ERSA RDS (Runway Distance Supplement). Airlines use this information to form the basis of their runway performance tables. If the performance table suggests the aircraft cannot takeoff and achieve 35ft clearance over obstacles then you either offload pax / cargo, or play a waiting game for the temperature to come down. Of course I'm making it sound very simple. There are many other variables that complicate maters and runway length is also a critical calculation.
There are programs available (such as TOPCAT) that simulate these takeoff performance calculations, though TOPCAT doesn't really do obstacle clearance correctly by default.
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Also anti aliasing needs to be on to get crisp taxi centrelines etc. It's an orbx'ism'.
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Texture resolution needs to be up at 7cm in fsx scenery settings to get clear ground imagery at melbourne and most of the other orbx airports.
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One wishes to throw stones without first checking the integrity of the house from which they are throwing from. Having conducted training roles here at Vatpac in the past I can tell you that there is a lot of hard work that goes on behind the scenes. This time could be spent with the missus, the kids, or flying. Instead ATC training staff log on and wait for students and guide them on their merry way at all sorts of wonderful hours.
The standard of ATC have been going down for the last 10 years since I started with VATPAC, yeah right, I think this thread should be retitled, "that ole chestnut".
Well done for offering to contribute. There are other departments aside from ATC training, I would suggest you start there.
Thanks to all Vatpac directors and associated teams past and present for your time and effort over the years. Without you I would not enjoy this hobby.
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David purchase a solar system to offset the $per ton of carbon that Julia will be charging you while you use that system.
Sell your home heater, it will be redundant now that you have a CPU and gpu fan that generates comparative heat.
Lastly dont let the FPS rule your life. Many have fallen before you chasing the holy grail.
Humour aside it is good to see that you are enjoying yourself.
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Welcome Back Mr Kings.... We're not worthy. :worthy:
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I can't see a g1000 on f1, though maybe I'm looking in the wrong spot.
I recommend this software; http://www.reality-xp.com/flightsim/index.html
Be warned though it relies on the Garmin trainer software which is rarely updated. If you are happy to use the custom waypoint function a bit then this isn't too much of an issue.
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The scenery objects are made using 3d software such as Gmax or 3ds max.
You will need to install the Software development kit (SDK) which is on the FSX deluxe install discs. You can go here to get the SDK updates. http://www.microsoft.com/Products/Games/FSInsider/developers/Pages/default.aspx
There is a plugin with the SDK that will allow gmax files to be saved / exported into flight sim format.
There are lots of gmax and scenery tutorials on youtube to get you going. It is quite an art, expect to invest a bit of time and effort.
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Those having problems with the automatic install of Euroscope / TAAATS or those who simply want additional control of their install may find the below video helpful.
Note this is not necessarily the quickest or the best way..... but it is straight forward and has a reliable result.
Q. Should I download Euroscope and TAAATS plugin?
A. I recommend ES and TAAATS to TMA and CTR controllers. VRC is generally easier to learn and better suits tower controlling. New starters are best off installing VRC and learning Euroscope/TAAATS after they have acquired their TMA rating.
Q. Why convert from VRC?
A. Euroscope together with TAAATS plugin best simulates the Australian Air Traffic Control Client used by Air services Australia. It has many additional functions not simulated by VRC and in some aspects is easier to use once you have become familiar with the interface.
Q. Where do I get more information about the interface?
A. VATPAC Moodle has information about the operation of the TAAATS interface.
Q. I still have problems, can you help?
A. There is a controller client section in this forum. Post there for further assistance or contact a VATPAC Instructor / Mentor.
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I wasn't a fan of the REX2 engine. It wasn't very realistic at all.
FSX real weather engine is probably the next best thing to active sky.
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I recorded this little video last night with the support of some obliging controllers. (Sorry for pestering!)
The video shows how aircraft are provided with descent whilst Minimum Vectoring Altitude adherence is maintained throughout.
The following paragraph is from Moodle TMA and helps define Minimum Vectoring Altitudes.
MVA - Minimum Vectoring AltitudeAn MVA is the lowest altitude a controller may assign to a pilot under radar control. MVAs are like finely-calibrated MSAs; they apply to much smaller, specific areas than MSAs and rely on radar surveillance to monitor the aircraft clear of obstacles. In addition to providing 1000FT terrain clearance, they ensure aircraft will remain at least 500FT above the lower limit of controlled airspace.
Important note: MVAs can be applied to aircraft operating under their own navigation as well as aircraft receiving vectors.
MVAs are detailed in the VATPAC sector files and can be turned on or off in your controller client. VATPAC MVAs are not as specific as the real-world MVAs, however they do provide a useful guide to appropriate assignable levels across TMA airspace.
Below is an example of the MVAs around Canberra. The two-digit numbers represent altitude in hundreds of feet. For example, '45' represents 4500FT.
http://www.youtube.com/watch?v=SUDwpe-frWM?version=3&hl=en_GB&hd=1"'>http://www.youtube.com/watch?v=SUDwpe-frWM?version=3&hl=en_GB&hd=1">
Q&A
Q. Can the aircraft be descended below MVA?
A. Yes, assuming the aircraft is in visual meteorological conditions (VMC) you may issue a descent below MVA. "Qantas425 report in-flight conditions?" "Qantas425, Visual". "Qantas425 descend to 2500 visual".
Q.Why do I need to keep aircraft above MVA?
A. MVA will generally provide 500 feet of protection from the uncontrolled airspace underneath. The MVA will also provide 1000ft of terrain and obstacle protection.
Q. So by descending aircraft below MVA even though they are visual I am putting the aircraft in danger?
A. No, by appending the term 'visual' to the statement you transfer the responsibility for terrain and obstacle clearance to the pilot. You may still however descend the aircraft out of controlled airspace so be cautious when doing this.
Q. So if the aircraft descends out of controlled airspace, albeit briefly what are my responsibilities?
A. Pass traffic information about Class G traffic (if there is any) and clear the aircraft to re-enter controlled airspace.
Q. The aircraft I am controlling is terribly high and won't descend below the steps, can I just issue descent to 3000 straight away?
A. No, you must 'assure' aircraft is kept at or above MVA. You cannot make assumptions about aircraft performance or pilot interaction. Don't issue the next descent until the aircraft crosses the next applicable TMA Class C step. This is shown in the video.
Q. If the aircraft is under their own navigation does minimum vectoring altitude still apply?
A. Yes, MVA applies for aircraft under their own navigation too. Refer to the Moodle definition.
Q. Where can I get further information about this?
A. From Moodle, or speak to a VATPAC Instructor or Mentor.
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I would suggest connecting the router or modem directly to your computer instead of using another computer as a host. Windows and associated firewall / anti virus programs like to block UDP / TCP traffic on certain ports.
A port maybe closing after a period of time, then when FSUIPC next tries to use the port it encounters an error.
If you connect directly to a router you will have a more reliable connection.
I don't believe loop back adapter is your problem.
I would de-install and re-install too, paying particular attention to that installation guide. Be sure to fully allow FSINN applications in your firewall program.
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Reduce the number of applications running on the computer when running FSX?
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http://forums.vatsim.net/viewtopic.php?f=43&t=20466&sid=fed4f4b4735a172bc055e8a693cfe697
Did you follow this thread Andrew?
Follow this guide strictly and you will have a sound installation.
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Flow Control
in ATC Training
Posted
Time sequencing of aircraft is a challenge on the Vatsim network. It's been trialled before and has limited success due to a variety of reasons including pilot lack of knowledge and varying time zone participation. Radar based sequencing is far more effective in that sector.