Jump to content

Johan Grauers

Members
  • Content Count

    271
  • Joined

  • Last visited

Community Reputation

0 Neutral
  1. PS: my charts are from the German vacc, and on the chart there's no box with RATIM props only. The German VACC chart hasn't made it very easy, but if you look in the pilot briefing there is a note there to say it's prop only. A lot of the time a SID comes with a charted part and a text description and a lot of these things are found in the notes by the text, so it's sometimes more obvious than others what's going on with the SID etc.
  2. This is fairly common, there isn't really a standardised answer. Based of the stats page you filed: RATIM L603 EBEDA UL173 AMDID L173 TITIG In a B738 at FL230. 1. Yes he was right to not use the RATIM SID. On the charts for the RATIM departure there are restrictions (you do use charts right? If not, get charts, ask if you want more help with that). RATIM5S "Only prop acft with max fl230 requested instead of NOMBO SIDs. Not for flights terminating within EDDN area or EDMM FIR. So you're (I think, I haven't double checked) not going to the EDDN area, and not to the EDMM FIR. So i
  3. That's a very good idea, I wonder what the higher vatsim leadership thinks? It could be done either on a global level (may be harder) or on a regional level (easier to align the email with the procedures of the region). Konrad, well spotted and a good question to ask. I would suggest if it happens again report to the controller that you're unable to maintain the mach number (when you start to struggle or a minute or so before) and that should (in theory) prompt them to give you a new speed in knots instead.
  4. There are places on vatsim that skip the S1 (GND) and go straight for S2 (TWR) which is also how most places for real do it. However it doesn't really make much difference. You still have to learn the same amount of material. The difference is that you can't control GND before you get your full S2, so in actual case there is an argument to be made to say that having active S1 solo controllers mean more ATC coverage. Also the open skies thing isn't going to increase controller numbers. It would maybe increase the amount of coverage at busy places, but it would take it away from small
  5. But they don't fly domestic UK routes, do they? This may be just another difference for an American pilot. They may want to keep it at one country at a time for learning, but fact is, European countries are small and you end up flying from one country to another (and crossing a few other ones along the way), even for a short flight. Some countries don't even have domestic routes, e.g. Latvia didn't have any until airBaltic opened EVRA-EVLA this year (100 nm flown in a Dash). A few, EGAE to EGGP and EGPF. EGSS to EGPF, EGAA and EGPH (although looks like summer only routes). I have
  6. Ryanair's biggest base is stansted, and even if you discount Stansted they have significantly more aircraft based in the UK than in Ireland. Ireland is the head quarters, and the second largest base, but Ryanair have loads of bases all over Europe with aircraft in every corner of the continent pretty much. There are plenty big 737 operators in Europe. KLM SAS Norwegian Ryanair Jet2 TUI Primera Air Europa are the first the come to mind, there will be more though that I've forgotten.
  7. Can you fly a 3 degree glidepath? If not you can't fly most ILS approaches as they tend to have a 3deg glidepath. Most non-precision approaches also seem to aim around the 3deg mark. If you can, then can you configure your aircraft in a config which allows this earlier? The descent listed in the OP is just below 3deg mark so if you can fly an ILS I would've thought you could manage that descent too? Regardless though, don't accept a clearnce you can't fly and ask for an alternative, but I have to admit that if you can't fly an ILS or a non-precision 3deg approach you might str
  8. Drawing on RW experience I partly agree. The types of flow I've come into contact with are Slots or CTOT, Calculated Take Off Time ADI, Average Departure Interval MDI, Minimum Departure Interval MIT, Miles in Trail TNBF, Take off Not Before TNAF, Take off not After They are used for different things. MIT is a radar thing (mainly, I think there are places that use MIT for tower as well), all the others are tower based. MIT is a requirement to have a certain amount of miles in trail for en-route aircraft. In other words as an en-route sector you will have to sequence. In som
  9. It needs to be processed through the system and then the computers need to sync up. In general rating updates take less than 24 hours but might take more than twice as long now and again. Basically, chill out for a bit more, it should update itself within the next day or so.
  10. And to add to both excellent comments above. When you're cleared a SID, it always includes two parts. A horizontal profile and a vertical profile. The second one is forgotten by many, who [Mod - Happy Thoughts]ume (wrongly) that they are always cleared to cruise level, TA, "insert random number here". If you accept a clearance and no initial altitude is mentioned, there is one in the charts. I really can not stress this enough, there is always an initial climb. If you don't know what it is, and your charts don't tell you, then ask ATC before departing. Also in some cases t
  11. Definitely sign on even if you're at smaller airport. I see it sometimes as "fishing" for ATC (a phrase I think someone else coined before me though). Basically if I'm sat at home considering controlling I will look at vatspy, if there is not an aircraft in the sky I tend to not bother. Every person at that uncontrolled airport is there showing that there is traffic to control for ATC. Therefore the more you sign on, even if there is nobody controlling at the time, the more chance you have of someone signing on to control.
  12. It is certainly allowed. All I will say though is Concorde is not an aircraft for the lazy or the faint hearted. It takes a lot of hard work to make concord work and it's got no fancy automation to help at all. Basically what I'm saying is if anyone new is reading this, by all means go for a concorde flight. But do it only when you feel 100% comfortable with all the other bits of vatsim, talking to ATC, flying a SID and a STAR (including vertical restrictions!), reading charts, finding your way around on the ground, and so on. If you haven't nailed all the basics I think you will fin
  13. You need to update your AIRAC data, the SANBA SID is something like 3 years old now so if your AIRAC is older than that you wouldn't have it (nor would you have many other EGCC SIDs that changed after that as well).
  14. I've just checked my navigraph (Lido) charts and they do display the Start-up points on the APC. In general though, if not sure, ask, if you can't do, advise and they will think of something else. All of this said, I really wish someone would make a good pushback program for flight sim. Just imagine if you could get something like a top-down view and mark out how you want to be push-pulled, for things like this it would be really usefull.
  15. What if the frequency is really blocked, say a stuck mic for example, which could take minutes to sort out. If everyone follows your example you will be holding at PUMAL together with that Speedbird and KLM at the same level. Not a situation I'd want to be in! I'd much prefer going in a straight line nicely separated from other traffic until the situation is sorted out. I wonder if there is any regulatory reference to support either position? The only thing that comes to mind is com fail procedures, which usually state to proceed to the IAF, but it's not always clear whether it's expected
×
×
  • Create New...