[Voice range for Unicom 122.80]

Hi,

My understanding has been a limit of 30nm (15tx + 15rx) for voice unicom was in-place. In recent weeks this appears to have been relaxed. So much so I can receive YSSY calls 100nm east flying over the Tasman @ 60K. At first glance I am seeing that it appears to be complying with other CTAF frequencies in that the range is determined by altitude and terrain.

Can someone clarify the new range?

 

[VATPAC Calendar]

Just thought I would provide a heads up regarding the VATPAC VFR calender. I was scanning future events and when attempting to progress to next month from September 2023 in the interface, the title changed to October as one would expect, however the posted events were those of September 2023. Any further attempt to move to the "next month" beyond October 2023 fails. Previous month seems fine.

For those that might wish to browse into October 2023 and beyond use the GOTO facility and specify the desired date.

[New Zealand AIP]

Never mind. AIP has returned.

Rusty

 

[New Zealand AIP]

I have been unable to obtain the New Zealand AIP using "https://www.aip.net.nz/" web site. Anyone have any information as to why this is?

 

Rusty

[Quiz: Which SID to use departing North from Brisbane - Pilots and Controllers]

Pete,

It's no wonder I leave this stuff to controllers. I would have programmed the ASISO1 as my departure and in my arrogance would probably request the departure from ATC should they have assigned me the BN4 for 01R.

So why not ASISO1 01R during parallel ops? The procedure includes a warning to not turn left when departing 01R, so I would have concluded it as being relevant to parallel ops. I am obviously not privy to something ATC are.

Thanks for the info and I will desist from requesting the ASISO when assigned the BN4 01R. Sorry to those I have badgered into the assigning me the ASISO 01R in the past

Rusty

[Changes to YPJT Arrival/Departure lanes]

thx

Rusty

 

[Changes to YPJT Arrival/Departure lanes]

I appreciate the heads up as well. Might plan a flight in and out of Jandakot to familiarise the VFR lads before stepping back as VFR Coordinator.

Can I assume the new inbound reporting point is RUSS when tracking via WUNG arrival? It's kind of weird referencing a fix using my own name!

Rusty

[OZx bush strips]

G'day Joe,

Ozx Bush strips were compatible with P3D once upon a time but I have since heard they have fallen into incompatibility with recent releases of the platform. Other users of FS2020 have indicated that many of the airstrips depicted in the Ozx Bush Strips are present by default in the new sim. Expect some of the less common expressions to be absent such as Palana for the up coming Flinders Island flight.

X-plane offers Bazz's Australian and PNG Scenery for X-Plane as a better alternative and includes the vast majority of the airstrips in the Ozx offering plus many, many more.

Rusty

[Range Limited Unicom and CTAF]

Thought I should post this in light of recent incidents whilst operating CTAF using Unicom 122.80 during VATPAC VFR Operations events.

Those of us that have been active VATSIM members during VATSIM's transition to AFV are aware a discrete range 30nm (15nm range per station) has been imposed for TX/RX using unicom 122.80.

Quote

5.3.5   UNICOM and Air to Air Communications

The global UNICOM frequency continues to be 122.800 MHz. Voice communications are available and recommended. However, in order to reduce frequency congestion where there are multiple airports within close proximity, the maximum transmit/receive range on 122.800 MHz is artificially limited to a radius of 15 NM for each aircraft for a total effective range of approximately 30 NM (15 NM for aircraft A + 15 NM for aircraft B).

However, all other frequencies have ranges determined by the elevation of the TX/RX station. In pretty much all instances, even for stations on the ground, the use of non unicom frequencies will result in ranges exceeding the 30nm limit imposed on unicom 122.80. To see this in action refer to the VATSIM AFV Map. This map is worth bookmarking and referencing whilst flying with VATSIM.

This range limit for unicom can mislead pilots into believing pilots are being disrespectful and transmitting over one another. This is most notable when unicom is being used at two adjacent airfields that are separated by 30nm or greater and have traffic in or approaching their respective circuits. Pilots in proximity to their respective airports are unable to receive CTAF transmissions from the adjacent airfield and will operate entirely within the context of their particular circuit environment. The consequence for pilots that are mid way between the two airports is that these pilots will receive CTAF transmissions from pilots operating in BOTH circuits concurrently. As such many transmissions will overlap giving a false impression that each are being disrespectful to the other and intentionally blocking broadcasts.

If activity such as this is observed where pilots can be heard indiscriminately transmitting over each other be especially conscious of;

• The frequency being used. Is it unicom?
• Pay attention to the intended audience of the broadcasts . Are the pilots located at differing airfields that may be out of comms range?

Doing this may reveal the insidious consequence of adopting a unicom frequency with limited range. The resultant phenomena creates the illusion that pilots are broadcasting without due respect to others on the same frequency. All pilots can do is attempt to sort out the calls most relevant to their personal circumstance and garner what they can despite the overlapping broadcasts.

Those pilots that are new to VATSIM/VATPAC, I highly recommend visiting the AFV site and reading about this technology.

Rusty

 

[PDC Readbacks]

The lack of runway in a PDC can be a little problematic. Recently at YMML the ATIS referred to rwy 27 for ARR/DEP however I was flying a heavy. I requested clarification on runway and just as well. ATC expected me to depart via rwy 34 assuming it would be required where as I complied with ATIS and planned rwy 27.  It would have just been do-able with full take off power. The fact rwy 34 was to be used certainly dampened my anxiety and I subsequently reprogrammed a derated power setting instead. Lesson here. Seek clarification if unsure or an alternative rwy is operationally required.

Rusty

 

 

 

[Vale Richard "Quigs" Quigley]

Rest in peace Quigs.

I had the privilege meeting him personally on two occasions. My first encounter immediately brought to mind "Doc Brown" from Back to the Future. He had silver/grey hair kept long and free. The similarity ended at his appearance. Quigs was Quigs. Canadian accent who could speak French fluently. He was not one to mince words. Often reflected in interactions as a controller and fellow pilot. VATSIM is just not going to be same without his ability to maintain a professional demeanor yet surprise you with off the cuff dry wit and sense of humour.

Richard when his health permitted often flew VFR Operations events and to honor his passing I have created two VFR Operations events to be conducted in his and my home state of South Australia flying his favoured Douglas DC3. Controllers and pilots can find Parafield to Kingscote and the return Kingscote to Parafield scheduled in the VATPAC calendar for Friday 4th and Sunday 6th of September respectively.

In sadnes, Rusty

 

 

[New Simmer wanting ATC/Pilot Procedural training!]

The POB/DUAL element in the ready call was introduced sometime in 2009. My first lesson was cancelled due to excessive wind at Parafield. Little did I know at the time but that day became Black Saturday in Victoria 2009. I can remember having to call the 'dual' at the ready on the 5th or 6th lesson. Parafield required its use from then on.

Rusty

[[Plan-G] AU VFR Waypoint Database]

Thanks for the file of VFR VRPs. I will be using these extensively in the planning of VFR Operations flights.

I intended to prepare one of these for myself however you have saved me the need to do so. Much obliged!

I am also intending to see about adding these in some fashion to the X-Plane custom data so they also appear in the onboard GPS units.

Rusty

 

[Training Advice Please]

Hi Tom,

Welcome to the community. Don't get yourself too bogged down with trying to learn about all aspects of flying in VATSIM at once. You can fly in VATSIM without having to learn reams of procedures. You do this by flying outside controlled airspace (OCTA). When this is done then there is absolutely no reason to talk or interact with ATC. This is the most common means of flying GA aircraft such as the cessna 172 and this is done by flying visual flight rules (VFR), that is, using the principal of see and avoid. To additionally enhance situational wareness radio communication is employed and is what VATSIM offers to those flying VFR on the network.

I am the VATPAC VFR Coordinator and each Friday and Sunday there are published flights you are welcome to conduct in the company of others looking to enjoy some relaxing flights in Australian and occasionally NZ and pacific island airspace. Check out the VATPAC calendar, you will notice green entries corresponding to VFR events. There is typically VFR Operations and World Discovery events. World Discovery is the equivalent on a VFR Operations event just extended globally beyond the VATPAC region. All that is necessary is the willingness to pickup a few things about making CTAF/UNICOM radio calls so others are aware of your presence and intentions and an ability to reliably pilot an aircraft.

Concentrate on setting up your simulator. No one I know flies using a mouse or keyboard. Many use yokes and rudder pedals. I myself simply use a joystick and rudder pedals. Initially I didn't use any pedals instead using the twist axis on the joystick. I later invested in a set of pedals and relegated the twist axis to simulating a tiller to allow taxi steering. There are many options so please yourself. A headset mic is also a very desirable addition. Ensure you are able to receive VATSIM voice calls in the headset and have ambient simulation noise produced via a set of connected speakers. Avoid if possible having both emanating from the same sound source. I am not familiar with the Mac so I am not sure of your potential options to accomplish this, however other participants have successfully setup Macs in the past.

As Nick points out, make sure you become familiar with flying a circuit. If you fly one of the VFR events you will get plenty of opportunities to practice as most flights visit numerous intermediate airfields along the way to the final destination. If you decide that this is a good place for you to get started then I suggest initially familiarising yourself prior by flying the event offline so there are a minimum of surprises to overcome on the night of the event. Expect to see me logged into VATSIM as VHDLL for these events. It would be a pleasure to have some new pilots along to keep us on our toes. Many participating pilots have been flying these flights regularly for decades (okay, slight exaggeration, it just seems that long). Admittedly, the upcoming flight is from and into Cambridge, an airport closely tied to Hobart airport. So this week there is the chance ATC will be online to see the flight off on the Friday and/or be there to greet us on Sunday's arrival. Should that be a little intimidating, there is absolutely no reason not to start at one of the other airfields along the way and maybe listen in on the antics as others work their way out of controlled airspace.

It should be noted that flying online can be quite addictive, so expect to be caught in the cycle once you get started.

Rusty

[Repeating the airport name at the end of a transmision]

I am with Greg with respect to the usefulness of stating the audience airspace at the end. There has been many a time a less experienced caller has announced final where I have not ascertained the location when the call is made when busy with a check list. When the caller omits to announce the location at the end I am then left uncertain whether or not it was relevant or not and don't learn this until the aircraft makes the call when clear of the runway. You can often derive the location by the runway announced, but there are often similarities in runway orientation in regional localities. At last Friday's VFR Ops event in NT, most of the airfields were 10/28, so location in announcements was highly regarded!

Rusty

[Iron Mic - CTR airspace]

Thanks for the clarification. Not surprising given the fact VATSIM pilot clients aren't themselves even able to provide info regarding where sectors are being coupled.

Are there any plans to adopt a means of leveraging the AFV-Map and examine the active stations to ascertain the sectors being covered? It seems a shame to not recognise everything being covered irrespective of the primaries? Seems to me that SNO would factor on a regular basis as anytime an adjacent sector is covered, most controllers tend to extend to SNO.

Something to add to the ever growing wish list.

Rusty

[Iron Mic - CTR airspace]

I am curious about the limitations Iron Mic imposes when counting hours for CTRs. Since VATPAC / VATNZ often offer extended covarages, for example TBD CTR will often extends to SNO. In these circumstances I am assuming the coverage is considered only considered for the primary TBD sector and not SNO in the context of Iron Mic or is counting excluded for both and only counted when there is no extensions into adjacent sectors?

Rusty

[QNH and 1013]

The main concern in using the 'b' shortcut in FSX is that it sets according to the US transition level of FL180. It does not adjust to the differing global transition levels.

 

Rusty

[IFR Flight Planning in Australia]

Thanks David.

So let's see if I have nutted this out. DCT is the means of linking an airport YPDN for example to the first stipulated FIX in the Route segment such as "DCT DN Y25 PALGA SOCAR J61 CS DCT" as stipulated in ERSA. The second DCT bookends the link from the last route FIX to the destination airport "YBCS" in this example. If the airport is connected via an airway, this can be stipulated instead.

Given the route ERSA provides is NOT "DCT DN Y25 PALGA DCT SOCAR J61 CS DCT", is it safe to assume it is not required between fixes, (Intersections, VOR, NDB, LAT/LONG etc) that have no intervening airways?

I typically copy paste existing plans that have DCT omitted, but knowing ICAO requires the bookends I will attempt to remember to correct future submissions. No promises. Old habits die hard. It's also nice to know that if omitted it does not inconvenience ATC clients and personnel.

Rusty

[IFR Flight Planning in Australia]

Nick,

Nice effort. A bit of a shame Brisbane has activated it's two runways and rendered your example redundant. At the beginning when referencing the Flightaware plans, you may have benefited by pointing out the plans are those that were filed, not necessarily flown. Real world throws weather at you and to see what has been flown requires a look into the flight's history to check out the actual path. Another video perhaps?

Maybe a suggestion when looking for an example of a valid flightplan, you might consider YMML to YPAD. It provides an example of both the DRINA and ALEXI stars into YPAD. The DRINA is straight forward when runway 23 is active, however when rwy 05 is active, it is not immediately evident the ALEXI is the star since the fix is not included in the plan. It provides you an opportunity to explain about transitions. YPAD is good for providing STARs that are not intuitive to select. Take a look at the RAYNA. Not at all obvious it is available when arriving from the north and often ATC route a star via SALTY for RWY 23 where as RAYNA is preferred via the OJJAY transition.

I have to confess, I do not file the DCT ..... DCT bookends. Just seems unnecessarily redundant. Does including them have other significance? ATC software has trouble parsing without them? Maybe it unambiguously indicates an ICAO from FAA flightplan. I suppose a fix could resemble a SID/STAR as 'I' and '1' can look similar.

Rusty

[navdata for x-plane]

Hi Joe,

The short answer is yes for the stock aircraft but not likely with the Laminar "extras" aircraft.

Older legacy planes still employing XP10 navigation will attempt to utilise a different set of data files. You will need to consult the developer of the aircraft model you are flying. Typically Navigraph can be used to update this specific navdata as a separate download. Be vigilant as the two datasets can be easily confused so don't accidentally merge the two. This set is referenced as the GNS430 data and is installed as an additional 'GNS430' folder within the "CUSTOM DATA" folder Quigs mentioned.

Like I said, this data only applies to older aircraft from previous versions of X-Plane. So if something seems amiss with the GPS data in a particular aircraft then you may have one of these loaded. There is likely to be a explanation of how to update the navdata in the accompanying documents for the plane.

Rusty

[VFR for ALL!]

Thanks Quigs. No need to self promote now!

Pilots, I strongly recommend doing your homework before taking to Jandakot skies Friday and Sunday. It helps ensure fun filled evenings as opposed to stress filled ones.

Rusty

[Jandakot YPJT RWY 12/30 Extension]

Thanks Callum. I shall continue to refine my intended event based on the out of date layout at Jandakot.

It should be noted, I am not planning a major event, however I was planning to concentrate a VFR Operations event entirely in the context of Jandakot. Essentially it would involve circuit ops as one requirement and exit and re-entry of the Jandakot CTR via Rottnest for a second requirement. For all intents, a consolidation of activities common in training and general aviation operations at the aerodrome.

Rusty

[Jandakot YPJT RWY 12/30 Extension]

Hi,

I was in the process of planning a major VFR Operations event centered on Jandakot but the issue of the extended 12/30 runway and additions of taxiway "K" has me at odds.

Looking at available scenery for X-Plane and P3D, the layouts are circa 2010-2014 and I am wondering what the consequences of conducting an extensive event with this disparity. Oddly, it appears CASA has also not updated it's Jandakot manuevring documents to reflect changes brought about by the runway extension. In fact, this layout is exactly what is found in available Jandakot sceneries and would necessarily need to be the basis for any event to be conducted at Jandakot.

Is ATC capable of supporting an event at Jandakot where pilots will be limited to operating in the previous layout? It should be noted also that simulation sceneries still depict taxiway "V" that intersects the 06R threshold, taxiway "S" and taxiway "G"? A notorious intersection for runway incursions and sensibly decommissioned with the extension.

If not I will postpone conducting VFR Operations of any significance until this situation is eventually remedied with releases of updated scenery.

Rusty

[Thinking about returning... what do I need to upgrade?]

With regards to FSEconomy and flying the SAAB 340, I just had an epiphany. Don't give up on it as FSE will on occasion offer the SAAB in "All in reserved" flights where there is a need for a pilot and all else is laid on. It is the best way to fly the SAAB and actually earn some cash. Worth finding a SAAB 340 in Aust (VH-TAS) and searching it out to see what is on offer.

As for other aircraft in FSE. Your best option is to choose types you like and more importantly have available in your sim to fly then do a search for the type to ascertain their locations. Take note of the reg and rental cost to simplify locating them subsequently for flights. I typically find the most lucrative to be 6 to 11 passenger capacity. Can be hard to fill out large capacity sufficiently enough to offset the high rent for larger capacity aircraft such as the SAAB, ATR-72 and DASH-8.

I will be sure to keep an I out for you during the weekend's VFR Operations events.

Rusty