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Jon Wilder 1268033

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Everything posted by Jon Wilder 1268033

  1. I'm aware of this as the aircraft needs to be certified for RVSM with an annual RVSM pitot/static test. The tolerances for an RVSM pitot/static test are much tighter, and even the skin of the aircraft around the static port is checked for excess ripple, the flushness of the static port flange vs aircraft skin, etc. Most commercial jets such as the A320 are RVSM certified.
  2. I'm aware of this as the aircraft needs to be certified for RVSM with an annual RVSM pitot/static test. The tolerances for an RVSM pitot/static test are much tighter, and even the skin of the aircraft around the static port is checked for excess ripple, the flushness of the static port flange vs aircraft skin, etc. Most commercial jets such as the A320 are RVSM certified.
  3. I'm aware of this as the aircraft needs to be certified for RVSM with a full pitot/static test. The tolerances for an RVSM pitot/static test are much tighter, and even the skin of the aircraft around the static port is checked for excess ripple, the flushness of the static port flange vs aircraft skin, etc. Most commercial jets such as the A320 are RVSM certified.
  4. I've removed his call sign and VATSIM ID from my post. I wasn't aware of the .wallop chat feature so I will use that in the future. The flights were in the US so east/west rule applies.
  5. I'm an avionics technician in the real world so I'm very aware of what RVSM is. I was flying an A320 so no doubt it's RVSM approved. The long and short of it was that he was flying at the same flight level that I was while we were flying the same airway in opposite directions. My flight level was valid for my heading range (FL370 for a heading of 095) while his flight level was invalid for his heading (FL370 for a heading of 275). We almost collided head on because of him flying my flight level, which was invalid for his heading (he should've been at either FL360 or FL380, which would hav
  6. When flying on the VATSIM server in RVSM airspace (FL290-FL410), are the RVSM rules stated in 14 CFR 91.179 enforced? I was flying on airway J80 from KDEN to KBWI at a heading of 095 at FL370. Another pilot was flying on airway J80 as well, to KMCI at a heading of 275, also at FL370! According to 14 CFR 91.179 (b) subsection 4 (RVSM rules), FL360 or FL380 would have been valid for his heading. Not FL370. I had to dodge him really quick to prevent crashing into him. Several attempts were made to contact him, through private message as well as text and voice UNICOM, to inform him t
  7. I've noticed for quite a while that controllers seem to like vectoring you in a fashion where you're capturing localizer and glideslope simultaneously. While this sounds cool in theory, this only works if you're hand flying the approach. If you're doing a CATIII approach, the autopilot wants to capture the localizer first, then capture the glideslope. Knowing this, it makes more sense to bring them in below glideslope, let them capture the localiser, then fly into the glideslope. Is this something controllers can work on in their vectoring?
  8. ...is there any way that we can set up a policy for controllers that they have to allow something like 10 minutes from login time for flights which are already in the departure/arrival phase at login time to get out of the way before they start contacting pilots? These two phases are the most critical of the flight when you have a lot going on, and when you've already set up the aircraft for a certain runway, you may already be holding short ready to roll or already on or about to capture the localizer, you're doing all of your pre-takeoff/approach/landing checklist, etc...and they're like "Pl
  9. Does anyone here have any idea what websites I can use to find real world flight routes within South America?
  10. I think we're missing the point here. This has nothing to do with skill sets or otherwise. What this has to do with is the fact that I was inconvenienced by the controller when I was there first. ATC was not online so I came up with my plan and I was in the process of executing said plan when they decide to log on and change my plan at a point in the flight where there was little to no margin for error due to the amount of time I had left to touchdown. Can I do it? Yes. Do I have the skill sets to pull it off? Absolutely. But that's not the point. The point is that since I was there f
  11. I do handfly most of my approach. However most real world airline pilots are usually lined up 10nm out, not "lined up 10nm out then have to switch runways 5nm out". On my VA forum, someone quoted a C1 controller as saying - "if there is no ATC there is no designated takeoff/landing runway and as such pilots can make their own decisions. UNICOM exists to coordinate arrivals and departures so they have minimal impact on other users irrespective of choice of runway". So going off of this, I had already made my own decision as to which runway I would land on and had set up on one runwa
  12. This happened to me yesterday coming into KLAS, although I've had this happen with other centers as well and I feel it needs to change. Center was not online at the time at which I entered the GRNPA1 STAR. I had my FMC all set up for ILS rwy 25R and was established in my descent flying the STAR as depicted. I'm making callouts on UNICOM announcing my every move as I do. I'm already established within 5 minutes of touching down when I get the "Please contact me on 125.80" message. So I contact him and I'm thinking he's gonna just continue my approach as I've been calling it out. He give
  13. Thanks for the tip! I tested the fix file from Flyaway Simulation, but that file tracked me down the right side of the runway. So I pulled up Airport Design Editor and fixed it myself. Any FSX pilots who wish to fix this issue can download my fix here - Dallas-Fort Worth Runway 36L ILS Fix Unzip the folder, then copy/paste the file into your Flight Simulator X\Addon Scenery\scenery directory and make sure the Addon Scenery directory is present and enabled in your Scenery Library.
  14. If DFW was not IMC at the time, then FSInn's weather code must not know how to properly interpret the received weather information as I had the server weather selected.
  15. Hi all. I'm a seasoned Flight Simulator pilot as well as a real world student pilot, but am new to VATSIM and the Virtual Airline community. I currently fly for American Flight Airways. I flew flight 341 out of San Francisco International into Dallas-Fort Worth this afternoon. Christos Kokkinomagoulos was my controller in Fort Worth Center today. He initially cleared me for a visual approach on runway 36L, but I asked to change to instrument approach as it was IMC over Dallas-Fort Worth what with building thunderstorms and whatnot, which he kindly granted me the clearance for. Upon com
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