Jump to content
Sign in to follow this  
Harry Sugden

atc-discussion RNAV to RNP

Recommended Posts

Harry Sugden

Oooo, "cleared RNP approach runway 26L" soon¬†come!¬†ūüėé

rnav to rnp.pdf

Share this post


Link to post
Share on other sites
Daniel Crookes

Finally!!!! It's happening!¬†ūüėÄ

Share this post


Link to post
Share on other sites
Louie Lister

OWN NAV ABIBI CLEARED RNA... RNP APPROACH 26L QNH 1011

Share this post


Link to post
Share on other sites
Harry Sugden
42 minutes ago, Louie Lister said:

QNH 1011ÔĽŅÔĽŅÔĽŅ

Oooh very good! I forgot that bit.. ūüėĄ¬†

Share this post


Link to post
Share on other sites

Please sign in to comment

You will be able to leave a comment after signing in



Sign In Now
Sign in to follow this  

  • Similar Content

    • James Brierley
      By James Brierley
      Dear all,
      I am pleased to announce we have made a new Stand Allocation Sheet.
      https://community.vatsim.uk/files/downloads/file/163-manchester-egcc-crib-sheet/
      With thanks to Leon Grant and Matthew Moy for their contribution in this - any questions, please don't hesitate to email us.
      Many thanks,
      James
    • James Gibson
      By James Gibson
      Please see information on LARS in the UK (particularly Farnborough LARS) in advance of the FIS Afternoon event but also because recently Farnborough LARS is opened much more frequently on the network. I am not a real world controller and so I do not claim to be 100%, but with my personal experiences as a pilot, I have tried to make this information as accurate as possible.
      What is a LARS (Lower Airspace Radar Service)?
      A Lower Airspace Radar Service (LARS) is a free service available to all aircraft for the provision of the radar element of UK Flight Information Services (UK FIS). This is usually available within approximately 30 nm of each participating Air Traffic Service (ATS) Unit to all aircraft flying outside controlled airspace up to FL100, within the limits of radar/radio cover. (ref. CAA website)
      Simply put:
      "Farnborough Radar" (LARS) provides non-radar (i.e. a basic service(VFR or IFR)) and radar services (e.g. traffic (VFR or IFR)/deconfliction (IFR only) services) outside of controlled airspace within the diagram Ben has posted above, usually up to about FL100. 
      Farnborough Radar is responsible for the EGLF (the aerodrome itself) and can provide a MATZ crossing clearance for RAF Odiham.
      General Information
      The ATS unit's callsign is "Farnborough Radar" and covers all three LARS sectors (W, N and E) in the south-east on VATSIM using the frequency 125.250 MHz. See diagram below:
       
      1. PILOTS
      Passing VFR details:
      Pilots of aircraft inbound or outbound to an aerodrome, or which to obtain a flight information service, when instructed to pass their message details, should respond in the manner described as follows below.
      The first call should be: "Farnborough Radar, [CALLSIGN], request [BASIC/TRAFFIC] service."
      Then wait for a response: for example, "[CALLSIGN], Farnborough Radar, pass your message. "
      Generally, this format can be applied to visual flight rules (VFR) and instrument flight rules (IFR) aircraft.
      Aircraft Callsign and type Departure point and destination Present position Level/Altitude Additional details/Intention (e.g. flight rules, next route point) Request (What service are you requesting?) General Information
      The ATS unit's callsign is "Farnborough Radar" and covers all three LARS sectors (W, N and E) in the south-east on VATSIM using the frequency 125.250 MHz. See diagram below:

       
      What is a basic service?

       
      What is a traffic service?

      What is a deconfliction service (IFR only)?

       
      2. CONTROLLERS
      This is particularly aimed at all A/G, AFIS and tower positions that are controlling adjacent/beneath Farnborough Radar. 
      VFR aircraft do not need to be coordinated if they are to remain outside of controlled airspace and clear of any airspace that is not Farnborough's interest IFR aircraft should be coordinated The majority of uncoordinated aircraft should be handed off to the radar position as "Free-call" where details of the flight must be passed to the controller over R/T again by the pilot.  
      References:
      AIP (See textual information for information on LARS)
      CAP 413
      CAP 774
      LARS Frequencies
       
      Recommended Read: Farnborough LARS Guide
      Any questions please do ask below (happy to discuss!) but I thought this may help and encourage pilots to start trying new things (which actually tend to be easier than your typical Airbus/Boeing flight)!
      I hope this helps.
      James
    • Sebastian Wheeler
      By Sebastian Wheeler
      Just a slight query related to the above:
      I was fortunate enough to partake in a weeks worth of work experience with NATS recently, and while at whitely on the ADC sims, I heard the following phraseology being used "G-ABCD, Cleared to enter controlled airspace via Route A, at or below altitude 2000 feet, QNH 1014."
      Upon asking one of the pseudo-pilots about the change, I was told it is "new phraseology" can anyone else confirm whether this is the case? Apparently, it was put in place after some confusion from pilots after receiving a "not above" clearance.
    • Steve Riley
      By Steve Riley
      Just reading the new sid charts , am I right in saying hand offs are going to LONDON or SCOTTISH  and not radar as no mention of Radar on the charts.
      2. After departure, aircraft shall remain on the Tower frequency until instructed. 3. En-route cruising levels will be issued after take-off by 'London Control'. 4. Report callsign, SID designator, current altitude and cleared level on first contact with 'London Control'.
      I have not got the old charts to confirm this as I take them straight from NATS web site. 
      Also frequencies have changed are we changing them within ES ?
        123.980, 131.005  BIRMINGHAM APPROACH/RADAR
        118.305  BIRMINGHAM TOWER
      121.805  BIRMINGHAM GROUND 
       

       
       
    • Thomas Wowk
      By Thomas Wowk
      As above, how do you guys assess the runway surface condition on VATSIM? Do you make a visual assessment from the visual control room in correlation to the current/prevailing weather conditions or do you assess this purely off the METAR/TAF?
       
      The only reason i ask it that the surface condition of a runway really affects our landing performance (each operators SOP's may be different for the same aircraft type) Specifically if the runway is declared as DRY full length our crosswind limitations may be increased, whereas if the runway is declared WET full length, crosswind limitations are decreased. If i also needed to return after departure due to an emergency and perform an overweight landing, a DRY/WET surface also makes quite a difference for our overall LDA requirements. 
       
      Cheers
×
×
  • Create New...