Jump to content

Brad Littlejohn

  • Content Count

  • Joined

  • Last visited

  • Days Won


Brad Littlejohn last won the day on September 5 2020

Brad Littlejohn had the most liked content!

Community Reputation

18 Good

Recent Profile Visitors

The recent visitors block is disabled and is not being shown to other users.

  1. What you are effectively looking for here is AWOS or ASOS, which will get you the weather observation and - if applicable - any NOTAMs associated with the airport in question. Outside of the NOTAMs, AWOS/ASOS is basically just the METAR reading for the field. Where choice of runway comes in is up to the pilot; as PIC, that is your choice. When the field is staffed, then you'd have to go with what the local controller has as the active runways (obviously, unless some type of emergency situation dictates another runway to be used). But if the tower is unstaffed, it is up to PIC to select the app
  2. There are multiple reasons for this. Let's also use that highway analogy. Not only do we as ATC have those highways horizontally (airways, as we all know), but we also have those same highways vertically. Take for example if you are trying to get onto an airways that is already crowded at FL340 and FL360, but has little traffic on that same airway at FL380, and no traffic at all on that same airway at FL400 and higher. Without rerouting you or taking you off the airway, we could have one aircraft reduce their speed relative to the traffic ahead of them on that airway, to give you a window
  3. All of this here is pure deflection: completely and totally irrelevant to the topic, which is the lack of ability to properly fly your aircraft in adherence to standards set for YEARS regarding yours and everyone else's aircraft. You still have not provided the STAR in question you are claiming you can't fly, and are blaming ATC and their governing bodies for that lack. You still have totally contradicted yourself by saying that you can fly the Concorde at indicated speeds that everyone else in any other aircraft can do, but complain that you can't make the same turns that everyone
  4. Not all STARs require RNAV. Cases in point, at KLAS: LUXOR2 KADDY3 FUZZY8 CLARR3 None of those require RNAV capabilities to be flown. RADAR and DME, yes. But RNAV, no. In fact, for most major airports with STARs requiring RNAV, there more than likely is a non-RNAV equivalent STAR that can be filed for non-RNAV-equipped aircraft. BL.
  5. So with this, do you realize you just contradicted yourself, let alone this entire thread and topic that you've brought up? You claim you couldn't fly a STAR (a STAR in which you still haven't produced, by the way) because your aircraft "flies too fast to make a turn", yet here just indicated that your aircraft can fly the speeds that everyone does, allowing you to adhere to any STAR you need to fly. Sorry to say, but you just shown that the problem here is poor piloting rather than poor ATC or route generation/depiction of any STAR. Additionally, since I fly the PC-12NG, B752, A220,
  6. This makes no sense. Now you are down to debating about which aircraft is better, which does absolutely nothing regarding the fact that the problem here is a failure to pilot the aircraft properly. For whatever STAR you need, you have to adhere to the crossing and speed restrictions of the STAR, as well as the 250kts or lower under FL100/10000ft. This surely was [b]NEVER[/b] a problem for any Concorde flight that flew the ROBER arrival into JFK: https://aeronav.faa.gov/d-tpp/2012/00610ROBER.PDF By the time you cross ROBER, which would be [b]at[/b] 9000ft, you're already going to
  7. I'll iron out the resolution for you. From Eurocontrol: https://www.eurocontrol.int/sites/default/files/2019-11/change-5-eurocontrol-specificatitions-oat-ifr-rules-version_0.pdf The problem you have is that if you are below FL100, you should be operating at 250KIAS or less, as directed by ATC. If you are on a STAR, there would be crossing restrictions on that STAR, that would not only mention altitude restrictions, but SPEED RESTRICTIONS as well. That goes for regardless of aircraft. The problem you would have is not complying with the altitude - and most im
  8. I am confused by this as well. Regardless of airspace (while I can speak for the FAA, I'm pretty sure this is exactly the same in the UK, Eurocontrol, Oceania, Asia, etc.), the golden rule is that unless overridden by an administrator (someone in the administrative fashion), all aircraft would have to maintain 250kts or less under 10,000ft. Every STAR I have ever flown across all 6 continents where STARs are used all have those crossing restrictions that a pilot will have to meet. The type of aircraft makes no difference. This would then make me wonder if you are adhering to the crossin
  9. STARs can be time-dependent as well. This could be due to a number of factors. For example, at KLAX, certain STARs, as well as SIDs are used during the late night/early morning hours, for noise abatement. In addition, this also flips the boat for standard operations there. For example, only certain SIDs can be used after 9pm and before 6am local time due to noise abatement. In addition, starting at 12 midnight to 6am, KLAX goes into full on noise abatement (read: suicide) operations, where they will land to the east, but depart to the west (Of course, all of this is dependent on the wind.
  10. Gonna tell you a story as well. Actually, make that 2 stories; both positive ones. And for protection/safety's sake, I'll change the names of the people involved. One is about a guy I'll call Julian. Bright kid became a controller in my sector, though he was worried about fitting in as he was VERY young at the time he joined (he joined right at 13, first as a controller). While he had the knowledge and knew what to say and do, some of the older people here took his voice as reason to be inexperienced, and tried to do the equivalent of mansplaining what he should and shouldn't do, and did
  11. "At pilot's discretion" is exact phraseology, and that is correct. yes. "When ready" is what I would be questioning. I may be wrong on this one so I'm hoping one of the RW guys can clarify on it, but "when ready" doesn't ring as standard phraseology since I started ATC. BL.
  12. Ahh.. This is one of the inevitable fallacies of VATSIM but is not a fault of VATSIM or anyone, so please do not take this as a criticism against VATSIM. Here is what I mean. To answer your question, "taxi when ready" is not ATC phraseology, nor should ever be, regardless of division (US/FAA, ICAO, or otherwise). Additionally, what is happening here is broad scope of what top-down design gets us. As the top-down design for ATC would imply that the Center/FIR controller is also the Ground controller, that would also imply that the Center controller would be familiar with every taxiway
  13. There is a difference between what you have posted, and a visual approach. What you have posted is what is referred to as a CVFP: Charted Visual Flight Procedure. Those are approaches, yes, but as you said, there are pointouts that you need to call in sight, along with instructions on what to do when you are cleared for that specific approach. That is different than a visual approach.The Light Visual Approach that you posted would require you to point out one or both lighthouses, or Fort Warren to be cleared for that particular approach only. For a visual approach, I would either ha
  14. While I agree with this here, I also have to disagree to an extent, because you could be given direct to fixes or waypoints that you did not file, but are in your flight plan. Let me explain. If you filed a flight plan that includes an airway, for example, you could be cleared to a fix or waypoint that is on that airway, because the airway includes the fixes or waypoints you could be cleared directly to. For example, reference: STAAV EIGHT (RNAV) VFRMAP BUNTS TWO If a pilot filed STAAV8.VERKN HVE J60 PSB.BUNTS2 from KLAS to KPHL, I, as a controller at ZLA, could clear
  15. I don't think this has changed from when I was heavily controlling, but let me put this out there. For most places (and yes, I know I'm speaking in the US here; other regions, please correct me or chime in with those local procedures), you don't even have to file a flight plan to fly VFR. You could just connect to the network, announce your intentions via unicom (if untowered/uncontrolled) or call up the controller (if the airport is controlled) and tell them that you're wanting to depart VFR. The controller will accommodate if the controller isn't busy. But is a flight plan needed
  • Create New...