Andrew C - 812404
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Posts posted by Andrew C - 812404
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Correct me if I'm wrong and please provide where it is documented but the 250KT below 10,000ft is a SID/STAR requirement (indicated on SID/STAR charts) and any location where it applies generally has it listed in ERSA for that location. A quick search finds that this only applies for aerodromes around ADL, MEL, SYD, OOL and BNE.
That used to be the case, however it changed early last year. There is now a general restriction of 250KT below 10,000FT in all Class C airspace, except where specified in ERSA, DAP or varied by ATC. AIP ENR 1.1.65 has a table of speed restrictions for each class of airspace.
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Ben' date=' wouldn't every time you split a sector due to high traffic be considered as a controller "coming online"?
[/quote']If that isn't, then opening a non-continuous tower certainly is!
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It might be worthwhile putting a remark in your flight plan, for example "no SID/STARs". That way, ATC will know in advance to vector you instead of giving you a STAR.
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Change of code or squawk ident is sufficient for identification; you don't need both.
Which one you use depends on the circumstances. For online use, Moodle is your friend.
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And here's the AIP reference for the documentation-inclined
AIP ENR 1.1.8.4.3
When contacting Area Control, pilots must advise the last assigned level and, if not maintaining the assigned level, the level maintaining or last vacated level.
Note: The "last vacated level" may be omitted by identified aircraft squawking pressure altitude derived level information.
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Hi
I was listening to LiveATC.Net today and a Jetstar flight received an instruction from somewhere around 30dme hobart to "when ready, track direct to right base" (or words to that effect).
Hi Robert,
There are two aspects to this scenario:
1. The ATC instruction
The key here is the word direct, as distinct from join. Direct means just that - direct from where you are now (or when you're ready). In this case, you are not required to continue in to 5NM and then join the circuit. Using 'Direct' overrides the standard visual approach tracking.
It could be phrased as:
- Track direct right base
- Recleared direct right base
- Leaving [LEVEL] track/recleared direct right base
In all of the above cases, the key word is direct. We use it regularly in Alice Springs, and I imagine a number of other regional towers probably do too.
2. The distance of right base and how to get there
Unless specified by ATC, it is up to the pilot to select an appropriate distance for base. This depends largely on the aircraft type. Most jets will position for a 5NM final, but if you're flying a C172 then you will probably position for a 1-2NM final.
There are exceptions. For example, in Alice, jets on RWY 30 will generally track for a 5NM final, while on RWY 12 they position for a ~3NM final because of terrain to the west of the aerodrome.
How you actually execute this tracking is up to you - visual tracking is perfectly acceptable, particularly since you don't have a programmable FMC. Or as Kirk has suggested, you could use the VOR/DME to track to a point that positions you about 5NM out. For right base RWY 30 at Hobart you might choose something like the 090 radial at 5DME and turn base from there. There are many different ways to do it and there is really no right or wrong way.
Andrew
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Just for the reference of the poor APP controller who will have to manage the sequence (
), during Worldflight we had a Concorde on a few legs, which made the sequencing "interesting" to say the least. I asked the pilot about his speeds and he said the approach speed is about 190K with a touchdown speed of 170K. :eek: -
Thanks Shannon and everyone for your kind words. I really appreciate it and it means a lot to read such generous commendations.
I'm really pleased to have helped make a bit of a difference around here. It wouldn't have been possible without the staunch support & encouragement of Rob & Roland, so I'd like to thank them in return for their equally hard work behind the scenes in Training.
I'm hopeful that I can return to assist VATPAC at some point in the future. In the meantime you might find me in the virtual air, probably in a bug-smasher heading for Tuppy Tower...
Cheers,
Andrew
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Don't forget Moodle. The TMA training module has fairly detailed section on ILS & visual approaches, including the phraseology (per AIP) for issuing approaches clearances for both types of approaches.
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Obviously the route chosen is going to differ depending on the weather conditions and the speed of the jetstream, but I generally use this route all the time nowadays. This the one I'll be flying on Monday. Forwarded for consideration.
Interesting you mention this, Mark, as I work this airspace and watch the variation in planned Bight routes every day. Or really, every few days as the jet stream gradually shifts north or south and the airlines plan accordingly. As you say, it is very much wind-dependent and today, for example the SY-PH flights are using J21 (the one that pretty much skirts the coastline across the Bight).
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Out of interest' date=' when the USA - OZ PACOTS are used, do the acft report at evey waypoint to Oceanic Control?[/quote']I'm 95% sure they do. Assuming the PACOTS tracks use the same principles as the AUSOTS tracks (the track-creation software is the same), then each point on a flex track is a compulsory reporting point.
However, a lot of that traffic would be using datalink, which renders the use of HF radio unnecessary.
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Congratulations to James on completing his Oceanic endorsement. Well done, James!
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Sean, I think that one's a UPR (User Preferred Route), as it's only the one QFA aircraft. I've not seen it come up in the AUSOTS track details before.
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Congratulations to Steve on completing his Oceanic endorsement. Well done, Steve!
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Congratulations to Ben Howes on successfully completing his Tower rating. Well done, Ben!
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Hi Michael,
Welcome back to VATSIM! I suggest you try Virtual Radar Client (VRC), a newer alternative to ASRC. It is much more user-friendly and even has an Australian TAAATS mode that mimics the real world system.
You can get it from http://www.metacraft.com/VRC/
Regards,
Andrew
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Congratulations to Mark for achieving his Tower rating. Well done, Mark!
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Procedural TWR SUPs attached...
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I use FS9 on WinXP (SP2, I think...) with Squawbox. I rarely get a chance to fly online but when I do this simple setup serves me well and has done so for quite a few years. It is stable, reliable and the VOZ scenery provides adequate scenery enhancements without killing my frame rates. I tried FSInn when it was first released but had some difficulties and ditched it when a new version of Squawkbox was released.
In terms of Flight Sim versions, I prefer my computer to be ahead of FS requirements, that is to run a slightly older version of FS with the sliders on max rather than the newest with the sliders on minimum.
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Will,
I've just checked the most recent version of the SY TMA supplement on the website and the SID table specifies the WOL9 departure off 34L.
If you're querying this statement...
JETS TO THE SOUTH OFF RWY34L/R – should be allocated 34R MARUB3 departure. 34L WOL9 departure should only be allocated if operationally required....it has been included purely to match the real world procedure of using 34R (MARUB3) for southern departures in preference to 34L (WOL9). For VATPAC it's a should not a must, and there is no problem using 34L, particularly as our lower traffic density causes fewer problems with that configuration.
Regards,
Andrew
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p.s. anyone know why photobucket pics show up ok in other forums (i.e. QVA weekly Fly-in event) here at Vatpac but not in the General Forum?
Dean, I think it's because IMG Code is turned off for this forum.
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Congratulations to James on recently achieving his TMA rating. Well done, James!
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Thanks for this comment Andrew. Does the real TAAATS highlight your airspace as a different colour, or are we using the wrong colour as the background of our sector files?
No, it's pretty much correct. Dark grey background and light grey sector area. All the colour tones can be adjusted using a slider, so there is some variation but the colours we use here are close to the average.
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I don't believe they can be toggled as areas' date=' Jackson. Does anyone use the "Regions" feature of VRC to highlight their airspace when on Centre? I think it is one of the more useless features of the system,[/quote']
When I used VRC, I would use this feature religiously to make it look as realistic as possible. I'm on ES now, so it doesn't matter to me.
[/quote']
), during Worldflight we had a Concorde on a few legs, which made the sequencing "interesting" to say the least. I asked the pilot about his speeds and he said the approach speed is about 190K with a touchdown speed of 170K. :eek:
Questions on speed restrictions
in Pilot Training
Posted
By way of a summary:
Speed Restrictions
a) Class C airspace has a speed restriction of 250KT below 10,000FT (AIP ENR 1.1.65).
b) STARs have speed restrictions that typically start with 250KT below 10,000FT and reduce at points along the STAR.
c) STAR speed restrictions may be cancelled in their entirety, or from a specified point.
d) Cancelling a STAR speed restriction in its entirety automatically cancels the 250KT below 10,000FT restriction (AIP ENR 1.5.10.3.18).
e) Not all Class C airspace has STARs (eg. some regional towers).
Phraseology
There are two - and only two - phrases published in AIP relating to removing speed restrictions:
1. NO [ATC] SPEED RESTRICTIONS - when aircraft speed is pilot's discretion (AIP GEN 3.4.5.15.4).
2. CANCEL STAR SPEED RESTRICTION(S) [AT (point)] - cancel STAR speed requirements in their entirety or from a certain point (see note (d), above) (AIP 3.4.5.11.6).
Which to use
If an aircraft is not flying a STAR, use the first phrase to remove the speed restriction.
If an aircraft is flying a STAR, use the second phrase to remove the speed restriction. Could you use the first? Probably, but the second is much less ambiguous.
Strictly speaking, you shouldn't hear anything other than the above phrases. There is no such phraseology as "Cancel speed below 10,000FT". Of course, like anything the real world is imperfect and old habits die hard :rolleyes:. An electronic copy of AIP and a word search will give you a better quality of answer than listening to LiveATC (and yes, I do realise the irony of this statement
).