Roland Collins
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Posts posted by Roland Collins
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Luke has covered it in detail but just thought I'd state the obvious; you connect to the network as OBS by using controller client software so you can observe the airspace from a controller persective.Just wondering the 20 hrs of OBS time we need to get to before we can do the TWR exam does that include pilot time. The way I see it you are still observing the ATC even though u are flying as well.A pilot connects to the network by using pilot client software and therefore has a completely different persective; you don't see what a controller sees.
Roland Collins
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The post above linked to an earlier thread containing reference information that was correct at the time however; that was 2 years ago.
Reference material is only good while it is current. Here is the link to the current reference document is: http://www.airservices.gov.au/publications/current/aip/enr/1_1_1-116.pdf
You can see straight away that the numbering for Helicopter Operations has recently changed from 82 (pre-June 3) to now be 67.
Apart from that, from what I can see the only other change is in 67.3.1; which now reads "At locations within controlled airspace".
Roland Collins
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Lewis,
You are correct in your initial post; it is better to use the “contact me” as a last resort. Having said that; it doesn't mean that it is the only option open to a controller.
In the real world this tool does not exist; but then the real world environment is quite different since all pilots and controllers are fully licenced and it is not a FUN training environment. Also, the real world doesn't have the vagaries that occur with the range of technical issues that on-line users face.
Some very experienced controllers have provided examples of situations where they may elect to use this tool differently; it is a controller judgement call.
If you have your flight procedure under control and are prematurely contacted by a controlled then politely let the controller know you will call when you are ready. It is no big deal.
Roland Collins
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Of course in this scenario you have to weigh up what is going to save you more time. On one hand if you advise "STAR Clearance available" you know the pilot is ready to receive and act on the information. On the other hand if you don't you may end up repeating the information when the pilot IS ready. It's a delicate balance. I would advise "STAR clearance available" in most cases' date=' however there is definately no need to say something like "ABC, Arrival details for Adelaide available, advise when ready to copy." It's just not concise.[/quote']
Launching straight into detail often finds the pilot busy doing some other task since it typically comes at a busy time. If this happens a pilot could readback first and write second however; in real world I preferred to quickly complete the other task, get my pen, write down what I remembered and then read it back. This introduces a significant pause in ATC comms at a time when the controller is likley to be busy.
One way for a busy controller to deal with this is to give the heads-up and move straight on to the next aircraft:
[ATC] Vigin EightThirty, STAR Clearance available; BREAK; Jetstar SixtyTwo, descent to FL200
[Pilot] FL200, Jetstar SixtyTwo
[Pilot] Ready to copy STAR clearance, Vigin EightThirty
[ATC] Vigin EightThirty.............
Roland
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Something to keep in mind when using speed control is that it takes time to produce a significant change in terms of the distance or gap. This is true even if the changes in speed were instantaneous and will of course take longer when allowing for the time taken for the speed to change.
When used for "sequencing", speed control is only effective if begun very early by CTR adjusting speeds to create the required spacing; particularly if traffic is going to be merged into the main stream since that will require a large gap.
Other than for initial sequencing, speed control can be used as described for fine-tuning the "spacing" later on in the arrival procedure.
Here is a simply table to give you an idea of the time it takes for a gap to change by 1 NM.
KTS - Mins/NM
60 --- 1
30 --- 2
20 --- 3
15 --- 4
10 --- 6
60 KTS is 1 Min/NM; which means if the speed difference between two aircraft is 60 KTS then it takes 1 minute for the gap to change by 1 NM.
You can see that if the speed difference is only 10 KTS then it will take 6 minutes for the gap to change by 1 NM.
The table shows the amount of time you must allow for each NM change in the gap assuming the speed difference already exists.
Don't forget it will take longer when allowing for the time taken for the speed to change after issuing a speed change instruction.
Roland Collins
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Introduction
The VOR radials are so named because they ?radiate? out from the transmitter and they are always named in respect of the outward radial direction. The 090 radial from the transmitter goes due east and the 270 radial goes due west.
The VOR transmits a complex phase related signal that allows the onboard receiver to determine the transmitter radial. Due to the nature of the signal, if you rotate the OBS knob the CDI needle on the instrument will centre twice; once with the FROM flag displayed, when the OBS setting agrees with the radial, and again with the TO flag displayed; which is when OBS is on the reciprocal of the radial.
EG: If the CDI needle centres at 120 with the FROM flag displayed then it will centre again at 300 with the TO flag displayed.
The instantaneous radial information is quite regardless of the heading or direction of the aircraft; it simply tells you the radial the aircraft is on. If you are some distance away from the VOR transmitter on the 180 radial (due south of the transmitter) with the CDI needle centred and you complete a 360 degree orbit the CDI needle will not change because you have remained on the same radial.
NOTE: The CDI indication will remain centred if you maintain a radial and will change only when you are crossing radials.
When using the VOR for course deviation display it is important to make sure the instrument is in COMMAND MODE; that is the FLAG agrees with the aircraft operation in relation to the VOR transmitter.
In COMMAND MODE;
- The TO flag is displayed when flying TO the VOR transmitter
- The FROM flag is displayed when flying away FROM the VOR transmitter.
In COMMAND MODE with the correct OBS setting on the instrument the CDI needle will show you on which side of the desired TRACK the aircraft is located.
- If the CDI needle is on the right hand side then the desired track is on the right side.
- If the CDI needle is on the left hand side then the desired track is on the left side.
In COMMAND MODE you simply fly toward the CDI needle and cross radials to reach the one you want; which is indicated by the CDI needle moving toward the centre.
When using the VOR instrument the first step is simple spatial orientation to determine whether you will be navigating away FROM the VOR transmitter or navigating TO the VOR transmitter; then to rotate the OBS to the desired course setting.
Tracking outbound
Set the desired radial on the OBS, for example; tracking outbound on the 090 radial set OBS = 090.
In COMMAND MODE, to intercept the desired radial turn in the direction indicated by the CDI and take up a heading to produce a preferred 30 degree intercept;
- If the CDI shows the desired track is to the RIGHT then ADD 30 and fly Heading = OBS + 30.
- If the CDI shows the desired track is to the LEFT then SUBTRACT 30 fly Heading = OBS ? 30.
If after setting the desired outbound radial on the OBS the TO flag is displayed it indicates that the aircraft is more than 90 degrees from the desired radial. If the heading to fly for intercept requires a turn of more than 120 degrees it is generally better to turn to track directly over the VOR transmitter. After overflying the VOR transmitter, turn to take up the desired outbound radial. Transiting the VOR transmitter will be displayed by a sudden change of the flag from TO and become FROM. This gives a positive navigation fix over the VOR and also provides a precise time to note on your flight log.
Tracking outbound is generally a little bit easier since you are flying away from the VOR transmitter and the radials are diverging. With the outbound track set on the OBS the CDI will indicate which way to turn regardless of the mode.
Tracking inbound
Set the desired radial on the OBS, for example; tracking inbound on the 090 radial set OBS = 270.
In COMMAND MODE, to intercept the desired radial turn in the direction indicated by the CDI and take up a heading to produce a preferred 30 degree intercept;
- If the CDI shows the desired track is to the RIGHT then ADD 30 and fly Heading = OBS + 30.
- If the CDI shows the desired track is to the LEFT then SUBTRACT 30 fly Heading = OBS ? 30.
Flying inbound is a little bit trickier since the radials are converging and you are crossing them more quickly. If not in command mode you could easily find that you have flown on to the wrong side of the VOR transmitter.
If after making the required inbound OBS setting the FROM flag is displayed it indicates that the aircraft is more than 90 degrees from the desired radial. If the heading to fly for intercept requires a turn of more than 120 degrees it is generally better to first track directly over the VOR transmitter and then turn to take up a suitable outbound radial. There may be a published procedure for this arrival otherwise a simple technique is to fly outbound on a radial that is 20 degrees to the left or right of the desired radial and then turn back to intercept the desired radial. The choice of left or right may be influenced by terrain etc.
EG: To join inbound on the 090 radial first overfly the VOR transmitter then fly outbound on the 070 or 110 radial. At a suitable distance from the VOR transmitter, set the inbound OBS of 270 and turn right from the 070 radial or left from the 110 radial to intercept the desired radial as described above. The outbound procedure means you will automatically be in command mode.
Roland Collins
- The TO flag is displayed when flying TO the VOR transmitter
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I recently spent the weekend in Xian China; home of the Terracotta Wariors. On the return flight to Taiyuan we pushed back early and taxied to the nearby holding point without delay. There was only a brief moment of holding before we entered the runway and immediately began the takeoff run.
The safety briefing is normally carried out during taxi however; on this occasion the quick departure meant we were halfway down the runway at rotation when the screens were abruptly retracted before the video ended.
Similarly, the flight from Hong Kong to Guangzhou in order to enter China is only 30 minutes. The flight is so short the in-flight snack is distrubuted while still at the departure gate. You can have your in-flight snack while you watch the safety demonstration but you are not allowed to put your tray down.
Roland
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The interactive communication for a simple instruction between ATC and pilot is a ping-pong type exchange that should be complete before the controller is free to talk to another pilot. Also, other pilots must allow the current exchange to complete before being able to jump in with their own communication and that's why the initial pilot action is to listen first to make sure no exchange is in progress before transmitting.
[ATC] Alpha Bravo Charlie, report level passing.
[Pilot] Passing 2300 on climb 5000, Alpha Bravo Charlie
[ATC] Alpha Bravo Charlie, identified. climb to FL280.
[Pilot] FL280, Alpha Bravo Charlie
Ordinarily a pilot should be able to give the readback each time as if it were a game of ping-pong until the exchange is complete; at which time the controller is freed up to talk to other pilots or another pilot is able to jump in. A similar ping-pong exchange between the two will start up if either the pilot or controller initiates a new exchange.
Failure to readback in a timely fashion holds up everything and also introduces uncertainty in the mind of the controller ... so readback promptly.
In cases where the ATC instruction is in respect of a pilot action then the pilot readback requires a ping-pong hit with the mic and the associated pilot action is started simultaneously with that or within a few seconds. Don't confuse this normal pilot behaviour with the old adage; aviate, navigate communicate; which is the priority that applies to abnormal or emergency situations. I'm sure I wrote this in another thread just recently.
If the controller or pilot is unable to make a ping-pong hit with the mic then there is need to break off the exchange and free both up until it can continue. This can be achieved by either controller or pilot using the phrase; "standby".
Roland
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The interactive communication for a simple instruction between ATC and pilot is a ping-pong type exchange that should be complete before the controller is free to talk to another pilot. Also, other pilots must allow the current exchange to complete before being able to jump in with their own communication and that's why the initial pilot action is to listen first to make sure no exchange is in progress before transmitting.
[ATC] Alpha Bravo Charlie, report level passing.
[Pilot] Passing 2300 on climb 5000, Alpha Bravo Charlie
[ATC] Alpha Bravo Charlie, identified. climb to FL280.
[Pilot] FL280, Alpha Bravo Charlie
Ordinarily a pilot should be able to give the readback each time as if it were a game of ping-pong until the exchange is complete; at which time the controller is freed up to talk to other pilots or another pilot is able to jump in. A similar ping-pong exchange between the two will start up if either the pilot or controller initiates a new exchange.
Failure to readback in a timely fashion holds up everything and also introduces uncertainty in the mind of the controller ... so readback promptly.
In cases where the ATC instruction is in respect of a pilot action then the pilot readback requires a ping-pong hit with the mic and the associated pilot action is started simultaneously with that or within a few seconds. Don't confuse this normal pilot behaviour with the old adage; aviate, navigate communicate; which is the priority that applies to abnormal or emergency situations. I'm sure I wrote this in another thread just recently.
If the controller or pilot is unable to make a ping-pong hit with the mic then there is need to break off the exchange and free both up until it can continue. This can be achieved by either controller or pilot using the phrase; "standby".
Roland
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AH! .... you will be legless this week.I'm afraid I won't make it guys - I'm being dragged "out" by a few workmates.Will hopefully be there for the final leg next week.
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WOW ..... me a pinup. I never ever dreamt of it and I fear it has come about 40 years too late. I hope you lot have a good steam iron.Does that mean we can "pin" you beside our PC's Roland ??Roland
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As a run-on to my comment above in respect of (3); I think Adelaide would prove interesting since it opens up a whole lot of options in different directions.
Roland
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On-line flying brings together the three basic challenges;
- Aviation
- Navigation
- Communication
This can be a bit stressful at first however; everyone should keep in mind that it is only a simulation and no lives are at stake. Making mistakes is part of learning and a simulation is the ideal environment for making mistakes.
Even though there is no "real" risk; I recommend separating the three components by practicing the aviation and navigation before introducing the added stress of communication with ATC. In this way the early on-line forays are more likely to be successful.
"Nothing succeeds like success." (Sir Arthur Helps)
Roland Collins
- Aviation
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Other options for future Panic Stations events:
1. Use Melbourne and Essendon simultaneously - have the big jets land at ML while the business jets and bugsmashers land at EN. This effectively means Panic Stations would operate into two airports at once, albeit close together.
The traffic congestion problem would remain the same challenge.
2. Panic Stations Bankstown - with all participants required to be in prop aircraft. Imagine 40-odd bugsmashers all trying to cram into Bankstown at the same time! This might also lend itself to an aircraft line-up afterward for what would be a legendary screenshot.
3. A "Special overseas" Panic Stations at Singapore Changi? There's two (three, if you count the military runway) parallel runways there....
Good to see some ideas to keep up the interest!
1. This could function either as a single competition spread across the two airports (winner is closest to time regardless of destination) or a dual event with a prize for each airport.
2. Any variation on the theme should keep up interest.
3. This would work if the requirement is an International oversees origin into a selected Australian capital airport.
Roland
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The previous information was;
- Each server is responsible for sending/receiving data to/from each user connected to the server.
- All of the VATSIM servers are connected and continuously swap complete data about all users connected to them; in this way each server knows everything about all activities on the VATSIM network.
- It doesn't matter which server you connect to since once connected it is as if you are connected to one single giant world server.
- The data swapping between servers and between server-user must be updated every 2~3 seconds in order to show smooth movements.
- A user is primarily concerned with connecting to a server with a reasonably short response time shown in VATSPY; yellow rather than red.
It is natural for a pilot to want to fly where there is ATC and similarly ATC want to be where there are aircraft to control; the interaction between the two is the whole point of VATSIM.
The three-steps for an interactive connection:
Use a utility or user list to identify where there is suitable ATC.
[*]Position your aircraft at the airport where you wish to begin flying. Don't forget to set your startup position at a gate and NOT on a runway or any location where your sudden appearance on startup will interfere with other users and operations at that airport.
[*]Select a server with a good response time. It doesn't matter which server you choose or whether it is the absolute fastest as long as it has an acceptable response time.
Roland Collins
Note: It is a good idea to printout useful guides and pin them up beside your PC. :cool:
- Each server is responsible for sending/receiving data to/from each user connected to the server.
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The detail is readily available from a variety of sources. I wrote this article off the top of my head in my own words expressly to assist others so feel free to use it in any way you wish.Roland, That was a really good explanation, would you mind if I can use some, or infact most of that text in instructional material.It is not always easy to explain something in simple terms anybody can understand, about something that is almost 2nd nature to you.
Cheers,
Richard
Roland
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It is a matter of coming to terms with the basic concepts and not getting them confused.
1. Radio signal range
The energy of a radio signal reduces with distance so there is a useable signal range that is largely dependant on the power (strength) of the transmitter. As a simple rule you can use 60NM; which means within that distance you are most likely to receive a usable signal and beyond that it is less likely.
2. NDB/ADF – shows direction (bearing) only.
The NDB transmitter is non-directional; which means it transmits the same signal in all directions. The on-board ADF receiver (signal direction finder) simply points to the NDB transmitter. The ADF needle shows the location of the NDB in relation to the aircraft. If the ADF needle is in the;
- top half the NDB is in front of the aircraft
- bottom half the NDB is behind the aircraft
- left side the NDB is on the left side of the aircraft
- right side the NDB is on the right side of the aircraft
Examples:
If the ADF needle is at 1-o’clock the NDB is ahead and 30 degrees to the right of the nose.
If the ADF needle is at 7-o’clock the NDB is behind and 30 degrees to the left of the tail.
The above applies to a simple fixed-card ADF (north always at the top). If you have a rotatable ADF card then by turning it to put the aircraft heading at the top not only shows the direction but the needle now shows the bearing to the NDB transmitter. As mentioned in an earlier post from me; it does the maths for you.
3. VOR - shows transmitter radial only
Radials are so named because they “radiate” out from the transmitter and are always named in respect of the outward radial direction. The 090 radial from the transmitter goes due east and the 270 radial goes due west.
The VOR transmits a more complex phase related signal that allows the onboard receiver to determine the transmitter radial. Due to the nature of the signal the CDI needle on the instrument will centre twice; once with the FROM flag when the OBS setting agrees with the radial and again with the TO flag when it shows the reciprocal of the radial.
EG: The needle will centre at 120 with the FROM flag displayed and centre again at 300 with the TO flag displayed.
The instantaneous radial information is totally regardless of the heading or direction of the aircraft; it simply tells you the radial the aircraft is on. If you are some distance away from the VOR transmitter on the 180 radial (due south of the transmitter) with the needle centred and you complete a 360 degree orbit the VOR needle will not change because you have remained on the same radial.
NOTE: The VOR indication will remain centred if you maintain a radial and will change only when you are crossing radials.
When using the VOR, the first step is to determine whether you will be navigating away FROM the VOR transmitter or navigating TO the VOR transmitter. This vital detail will determine whether you should operate with the FROM flag or the TO flag on display. As mentioned before; it is called command mode.
The next step is orientation and it is greatly assisted by having drawn your track lines on a map.
In command mode with the correct OBS setting on the instrument the CDI needle will show you on which side of the desired TRACK the aircraft is located.
In (command mode) with the correct OBS setting on the instrument;
- if the CDI needle is on the right hand side then the desired track is on the right side.
- if the CDI needle is on the left hand side then the desired track is on the left side.
You simply fly toward the needle and cross radials to reach the one you want; which is indicated by the CDI needle moving toward the centre.
4. DME – distance measuring
Where these trandmitters exist most are co-sited (on the same frequency) with the VOR. Simply tune the radio receiver and you will get the distance if within radio signal range (1).
5. GPS
GPS is satellite-based technology. There is no ground-based equipment therefore it does not suffer from radio range limitations. If your GPS receiver has enough information from the satellites it can tell you;
- bearing and distance (2D mode)
- bearing, distance and altitude (3D mode)
Summary
Rather than maths and science; the key to navigation is to have good spatial orientation.
A simple sketch of the situation often helps visualise what should happen, what is happening and/or what to expect.
- Select the appropriate piece of navigation equipment for your navigation requirements.
- Make sure the navigation equipment is turned on and tuned to the correct frequency.
- Make sure you are within range (or wait if expecting to become within range)
- Cross-check information from different navigation equipment sources.
Roland Collins
- top half the NDB is in front of the aircraft
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No problem Daryl.
It has been quite a journey with Michael learning navigation instruments in the I have been making progress thread; which is now up to 79 posts.
Michael's recent post above should have been posted in the other thread (or moved by forum moderators) since it relates more to the navigation topic in that thread rather than Flying with Dean per se.
Michael realised his incorrect understanding of the pendulum type CDI since he corrected himself. It seems that Michael is now posting comments rather than asking more questions; at least at this stage. :-)
Roland
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...for large values of 1.
Naturally! For small values of 1 it would be 2.2.
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It is a psychological effect and your body will adapt quite quickly if you keep going. Try small doses in between periods of non-usage and increase gradually.
When I first had to wear glasses the multi-focal were NOT recommended for pilots because they alter the horizon, and I was told to get bi-focal lenses. On the first day with bi-focals I had 4 heavy landings because top was good for distance and lower for instruments but there was a significant middle zone that got in the way at certain times.
I switched to multi-focals and after picking them up I hurried back to work. I didn't wear them in the car and only put them on back at work. I went to the filing cabinet to get out some documents and started moving my head while scanning around the tabs. The horizon started to swirl and I lost my balance; ended up with my arms wrapped around the filing cabinet and had to be rescued.
I persevered with the multi-focals and after only a few days I couldn't get the effect no matter how hard I tried because the brain had re-programmed the eyes; probably the ears too.
Roland
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When I started flying in my trusty Tiger Moth' date=' I had the latest navigational charts available at that time...a Shell Road Map.[/quote']
The old pioneering spirit .... shell be right mate.
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You are right John.
I set myself up for that one mentioning a descent instruction in the preamble and when writing the actual sequence swithched it around a bit and didn't have time to proof-read it.
In the original above I have corrected the preamble text and the instruction sequence. Have a look at it now John.
Cheers
Roland
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Some good stuff Greg.
Weather can often be intermittent and the ATIS example you gave allows for that; you will get a visual approach if you become VISUAL in time otherwise you will stay on the instrument approach you are already cleared to conduct.
On first contact with Approach, the pilot of a previously identified IFR aircraft should provide assigned level, flight conditions and ATIS identifier. If the IFR pilot reports “in cloud” then with a later instruction the approach controller will typically include REPORT VISUAL. The approach controller will generally be fully aware of the cloud base however; this has all of the pieces of the communication jigsaw in place in the most efficient way:
[Pilot] Melbourne Approach, Flyer23 on descent FL140, in cloud, with information GOLF.
[ML APP] Flyer23, descend 6000, Runway 16
[Pilot] 6000, Runway 16, Flyer23
[ML APP] Flyer23, cleared ILS runway 16 approach, report visual
[Pilot] Cleared ILS runway 16 approach, Flyer23
[Pilot] Flyer23 is visual
[ML APP] Flyer23, cleared for visual approach runway 16
[Pilot] Cleared visual approach runway 16, Flyer23
[ML APP] Flyer23, contact Tower 120.5, g’day
[Pilot] 120.5, cheers, Flyer23
Roland
OBS time
in ATC Training
Posted
I always recommend using initials, such as RC_OBS, since these move around with you wherever you go. Also, others get to recognise you on-line; even much later when you come back with S3 and studying for C1.
Roland
PS: Alex Dunbar, Barry Neall, Colin Baker, David Neil, Peter Houston, Matt Loewy and Steve Young may arouse the atttention of on-line supervisors.