James W - 1054550
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Posts posted by James W - 1054550
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1 hour ago, William Teale said:
So THATS why so many people file their flights from ML VOR for example... because thats how FlightAware formats the FPL.
For reference, for anyone watching this video: If you are departing YMML, and your first waypoint on your flight plan is ML, you are saying you want to takeoff from YMML, then circle back over the airport to overfly the ML VOR on your departure. Normally you should instead file the first waypoint you intend to fly (which will also usually be the name of the SID: DOSEL, for example).
Love the tutorial Nick. Only other resource I might suggest mentioning is the ERSA, Flight Planning Requirements. (Found under ERSA, GEN FPR - Flight Planning Requirements on that same website). This document will advise any planning requirements, and also suggests some routes between airports that meet the flight planning requirements.
Handy link for anyone watching the video:
https://www.airservicesaustralia.com/aip/aip.asp
EDIT: well now there's egg on my face... I see you already included that in the video Nick! Oops....
Bill, sir. I have referenced the document you mentioned. It appears that the document you quoted (the ERSA flight planning requirements) contradicts exactly what you said.
Looking at the FPR table, a route for example from Melbourne to Sydney, is in fact, recommended to be filed from the ML VOR. Might be some more egg on your face there!
or is there another AIP reference that mentions something different (2.2.2.2.2.1a?)
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whinge whinge whinge.
discord works perfectly fine for co-ord.
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Nick, you could probably buy a few of those thanks to your poker winnings, investments in Woolies and franking credits.
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Get windows. Problem fixed.
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On 17/11/2019 at 12:02 PM, Nick Falcione said:
With the exciting development of FS 2020 and the extraordinary scenery that it promises to bring (see scenery update) FS2020 basically is aimed at "the serious flight simmer". As a regular VFR pilot I therefore propose to run regular tutorials on flying Cessna 172 & later the 182. The tutorials will be linked up tp Teamspeak where we go through airspace classification, flight planning, understanding VFR charts, radio calls in CTAF and controlled airspace, and fuel planning using performance charts. From basic flights where we will fly from one controlled aerodrome to another and eventually progressing to more complicated flights departing one controlled aerodrome and flying into another controlled aerodrome. Later on each pilot will be tested by me using teamviewer on their "check rides". If obviously there are too many participants i will seek the help of "qualified pilots". I intend to get as close to real world situations as possible. Prerequisites for the course will be FS2020, Australian VFR charts, & depending on whether Active sky will be linked to FS2020 or if FS2020 will have their own weather engine. Each participant will be given a syllabus at the beginning which will be followed rigorously each week. This course will require a lot of commitment so be prepared. Seeking numbers at the moment so if interested reply "I'm in"...btw do not participate if you are just bored because i will test you on previous material and if you have not put in the effort then i will kick you off the course. This is going to take a lot of work on my behalf so i don't want time wasters. But i guarantee you in the end you will enjoy VFR flying . If students are then interested we will progress to IFR using basic navigation techniques.
Good on ya Nick.
This bloke here on YouTube has some good videos to help you out if you need it.
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58 minutes ago, Robert Grant said:
Not really James and Greg. Thats why there is a PRM in place who can break into Director in case of transgression into the NTZ. Its all to do with traffic management and the numbers of aircraft. There is no reason why they cant use closed STARS but that would increase holding probably because of the extra spacing needed with closed STARS. This way they can basically over pressurise the TMA and ATC can vector to get the required spacing on conjunction with speed.
Ah yes, no more holding thanks there is already enough of that!
I still laugh when they decide to test their PRM stuff at 8am on a Monday morning with CAVOK. Never mind getting the increased rate of IVA’s!
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Not to mention max demo xw is calculated with worst-case conditions. They are things like;
- MTOW
- Rearward C.O.G to reduce rudder effectiveness
- Full flap, slow speed
Take away some of those conditions and you will find the rudder becomes a lot more effective and can keep the nose straight in much stronger wind.
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While on the topic of closed STAR's, is there a reason that Sydney does not yet have them (well they have one onto 16R via the BOREE P arrival).
Is it something to do with the runways being too close for them to have closed STARS that join up at the IAF? It would certainly help with our descent planning as the track miles to run given by director seem to be somewhat of a guess + inaccurate 95% of the time!
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7 hours ago, Robert Grant said:
Not sure if thats kosher though re Coolie NAP.
I'd also argue its not particularly kosher descending below MSA on the GP outside/before the IAF too.
I guess its an interpretation of the wording in the regs/AIP, but the fact it says "An aircraft must not be flown under the IFR lower than the published lowest safe altitude or the lowest safe altitude calculated in accordance with this section, except when being flown in accordance with a instrument approach".
IMO, the instrument approach does not commence until the IAF. IRL's, I keep the last assigned altitude in the altitude selector until past the IAF, and then set the DA.
With IRPOD being at 9.3 to run to the threshold, a standard 3deg would put you at about 2976 would it not? So you're not that hot and high if you arrive @ IRPOD @ 3k.
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On 02/08/2019 at 10:27 PM, Robert Fluke said:
looks like you can be given a SID from the TMA Controller when TWR offline
YSBK FAC
Departures12.3 - outside BK TWR, IFR ACFT DEP into Class C can expect the BK (N) 11C/29C SID, Subject to clearance from SY CTR on FREQ prior to dep, alternatively ACFT will be issued a STD DEP CLRS in accordance with AIP ENR 1.1 para 10.4.2
Departed BK a few times IFR OTS.
With the taxi call to SY CEN, if traffic permits, will be given a clearance along the lines of "ABC, cleared to enter CTA tracking via the BK8, maintain 5000, squawk 1234".
Don't think I have ever heard an assigned heading given out of BK, as the BK8 is not a RADAR departure.
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Sydney chopper ops are also a little special in that there are set inbound/outbound routes (coded clearances) for Kingsford Smith laid out in ERSA.
Generally clearances are issued by the relevant ADC position.
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...but for now it seems that most of the noise is coming from a certain group of people who are obviously still sour about the past!
I'm sorry, to what are you referring?
When's the next WF visit to Williamtown?
:cool: :cool:
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I'm sure if the VATSIM members that weren't part of a sim team (i.e. the majority of people flying in the last few legs) have a problem and are as concerned as you lot seem to be with what happened, the WF team will hear about it.
....but for now it seems that most of the noise is coming from a certain group of people who are obviously still sour about the past!
At the end of the day, I think it is easily safe to say that the majority of people had fun.
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These procedures also encouraged the kind of practices shown in the video above.
To be fair, backtracking a runway when;
a) There is an aircraft on short final (poor Daryl)
b) People have formed their own line on the dirt ahead (in pure WF fashion)
.... is just waiting for trouble.
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When's the next WF visit to Williamtown?
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Veeoz virtual must have their own FRMS approved by vCASA.
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Most of the transponders these days are of the digital type (GTX330 etc.) where you actually type the code in rather than physically turn the numbers through with a rotary knob, which makes it rather hard to scroll through (a) someones assigned code or (b) squawk an emergency code.
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I could manage to do A & C if I am in a empty SR22. 1500' above the keys at the other end :-X :-X
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Vis >10km and no cloud below 5000ft is CAVOK isn't it?
Technically showers of rain is a weather phenomena and per the AIP, CAVOK is;
- visibility of 10 km or more
- nil significant cloud, that is, no cloud below 5000 ft or below the highest 25 nm minimum sector altitude, whichever is greater, and no cumulonimbus or towering cumulus at any height
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nil significant weather
- visibility of 10 km or more
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Oh and can everyone please refrain from saying three, four, five or nine
It is Tree, Fower, Fifer and Niner.
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I hope your ATIS program will simulate the voice of the South African controller at Bankstown.
I love when he records the ATIS
:D
:D
New Simmer wanting ATC/Pilot Procedural training!
in Pilot Training
Posted
Personally, I found this section in the AIP most relevant prior to any flying (online or IRL).