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  2. Ojalá pronto podamos disfrutarlo, ya que los cupos para Testers ya está completo...
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  6. Update: O link já não se encontra disponível / The link is no longer available.
  7. Com objectivo de representar a nossa futura divisão na rede, a POSCON Portugal tem o prazer de apresentar a sua nova textura. Esta textura funciona no Zibo B738 Winglets para o X-Plane 11. Um muito obrigado ao nosso membro Fábio Martins pelo tempo que dispensou em cria-la. O download pode ser feito no seguinte link: https://forums.poscon.net/files/file/56-poscon-portugal-zibo-b738-x-plane-11/ Agradeço que respeitem o trabalho do autor, sendo todos os comentários/criticas e opiniões bem-vindas.
  8. 10 downloads

    Inside of the zip file you can find: - Livery - How to install in Portuguese and English - History about "Brites de Almeida" (name of the aircraft) in Portuguese and English. - Screenshots This livery is for Zibo B738 Winglets and work on X-Plane 11 Livery developed by: Fábio Martins Submitted by: Gonçalo Santos (POSCON Portugal member)
  9. @Panos ill inform you soon about the stracture.
  10. They use HF a bit less because of CPDLC. Also, in Gander OCC they started using ADS-B. I don't think there're a lot more differences.
  11. Thanks @Veselko C.! I found an old video by NATS on YouTube. Seems very detailed. I wonder how much has changed since this video was made. For anyone reading: https://www.youtube.com/watch?v=EJTjwW5ZYas&
  12. If you are interested in procedures exactly for some ocenaic control center, I suggest you to read their AIPs. NATs are one of the most famouse tracks. They are used in North part of Atlantic ocean. There are also tracks like these on Pacific ocean. They are called PACOTS. These airways are chainging because of winds(jet streams at high altitude). When you fly even higher(like Concorde), then this doesn't affect you, wind there are not chaingig that often. That's why Concorde used defned trackes SM, SN, SO, SP. But you don't need to use these tracks, because you can fly on random route(your own route). In North Atlantic airplanes are separated by 10 min per waypoint, 10 minutes nobody is allowed to pass the same waypoint that any airplane did before. Separations there are really big. Also, compared to continental procedural control, they have more traffic, so they can't just use flight strips. There are special computer programs used to detect possible collisions. Also, usually it's not possible to change FL or speed a lot in oceanic airspace because of this. Then when you come to other side of ocean, domestic ACC will radar identify you and you can descend to your destination. Maybe @Andrew H. as pilot might know a bit more.
  13. I did know about position reports and that there are no radars for controllers, that's why I wanted to know more about their procedures in depth. Your answer gives me a clearer vision on how things are going, so thank you @Veselko C.! I still want more details though
  14. There are few diffreneces, that are realted to technology that is currently in use. First ATCs don't have radars(you can't put radar in ocean), so pilots need to be able to provide position reports. But there is new system ADS-B that automaticly will send location of plane to ATCs directly. Also, ATCs ca only provide procedural control(no radars). Related to communication, you use HF radio, not VHF(different frequency, more static). Also you should like long haul flights, one of the shortest transatlantic flights is EINN-CYQX, still like 4 hours, maybe less, or use Concorde(complex procedures, no supersonic overland). Related to flight plane, you can use NAT tracks(valid only for specific time) or randome route(your own route). As far as I know, today CPDLC is main way of communication for pilots, mostly they don't use HF. Also, you have SELCAL, if you need HF(so you don't have to listne to static constantly).
  15. Hi Maher. On the equipment codes on the standard ICAO flight plan Item 10 it will be indicated. You may see other codes like SDJ1RWXYZ and so on piled on in that item, the W indicates that the aircraft is RVSM capable and able and meets all the RVSM requirements as described in this article. This alerts the controller that the aircraft can accept FL290-FL410.
  16. I've had this curious matter of Oceanic flights in my head for a long time. I have not flown any trans-Atlantic flights in any flight simulator because I have no idea what to expect. I have watched some videos in the past, but I still don't get the way it works. How does it look from pilots' perspective? What do they need to learn more than regular pilots who don't fly Oceanic? For ATC, what are the procedures like and what makes Oceanic ATC different?
  17. Thanks Jarrett for this nice informative post. I have a question though. I have seen this 'W' indicator before when controlling using Euroscope, I could understand that it was an RVSM indicator. But where in the flight plan (at least the ICAO format) is it indicated?
  18. Hi Abdussamad F. We have all planned. Stay tunned!! Thank you for your feedback. Regards
  19. I'm sure you've seen those four letters before - RVSM - and you may have a fundamental knowledge about the airspace, but do you know why it exists? Here are the answers to the most basic questions: Where do we find RVSM airspace? Higher cruising altitudes. What happens in RVSM airspace? Airplane separation is reduced vertically. Why does RVSM airspace exist? To allow more aircraft in the sky. There you have it... the simple definition of RVSM. Now, let's get technical: RVSM stands for Reduced Vertical Separation Minima and it's located between FL290 (29,000ft) until FL410 (41,000ft) inclusive. To understand RVSM, you must first understand what the vertical separation requirements were above FL290 before 2005. Prior to RVSM, aircraft were required to be separated by 2,000 feet vertically above FL290 due the possibility of altimetry errors at the higher flight levels. RVSM airspace allows for a reduction in vertical separation between qualifying aircraft in order to allow more aircraft to operate in crowded enroute airspace thereby allowing for more efficient traffic flows. Airplanes of course move a lot faster at higher altitudes though, so it is only natural that this little amount of separation may make even the most vigilant pilot a little nervous. However, it is important to note that before implementing RVSM, aviation authorities instituted a required set of parameters that must be met in order to operate in RVSM. If any of these parameters cannot be met before entering or while operating within RVSM airspace, the aircraft is required to advise ATC and exit RVSM. Before we get into other details about RVSM lets recall that in many countries, the East ODD and West EVEN rule applies to vertical separation. This practice ensures that two airplanes are never assigned the same altitude flying in opposite directions. In some regions that are geographically more north/south split such as Italy or Florida for example, they have elected to modify the rule to favor North ODD and South EVEN as the determining factor for vertical separation. Either way a region chooses to separate traffic, it is important to recognize that these rules exist are crucial to establishing a baseline for high altitude vertical separation. Now that we have covered the basic rule for opposite direction vertical separation, let's talk about what makes an aircraft RVSM approved. In order for an aircraft to operate in RVSM airspace, a certification is required from the governing agency of that nation (FAA, local CAA's, etc.), but the basic equipment that an aircraft should have operational include: an autopilot, two independent altimeters, a transponder with an altitude reporting capability, and an altitude alerting system. During flight in RVSM airspace, pilots will cross check their two independent altimeters to ensure the difference does not exceed a specified tolerance, which could range anywhere between 50ft to 200ft. If any of these items malfunction during flight in RVSM airspace, notification to air traffic control is essential. Let's talk about air traffic controller's responsibilities in regards to RVSM airspace. Aircraft will have an equipment code in their flight plan assuring ATC that they are RVSM compliant and capable. If an aircraft alerts that they are no longer RVSM capable, ATC will have to either ensure separation of 2,000ft with that aircraft at all times or descend the aircraft outside of RVSM (below FL290). However, just because an aircraft is not RVSM capable does not mean they can never fly between those altitudes. Many corporate jets are not RVSM capable but still request to cruise above RVSM airspace (e.g. FL430). In this scenario, the controller will climb the aircraft through RVSM airspace while ensuring 2,000ft separation is maintained between other traffic at all times. On a final note, RVSM aircraft require a maintenance certification as well. The next time you start up your flight sim and connect to POSCON for your online flight simulation experience, take a look at the outside of your aircraft. Depending on the quality of the aircraft in terms of realism and study level, you should see what's called an RVSM critical area (see image to the right). Aircraft maintenance technicians must run specific tests and certify that everything located within this box meets the required RVSM tolerances, which are often stricter than in flight checks accomplished by pilots. Static ports, pitot tubes, and AOA vanes are small examples of what can be found in these boxes, of course, these are important functions that will assure RVSM tolerances when in flight. Pilots check this box during preflight inspections to ensure this critical area is free of residue, damage, dents, or other non-normal appearances on the components in the boxed lines. On POSCON, our air traffic controllers are well trained on RVSM procedures. When flying online, ensure your aircraft is RVSM capable and make sure you indicate it properly in the flight plan equipment code section ("W" is the letter identifying that the aircraft RVSM capable). If you do not include "W" and are offered an RVSM altitude (it happens), simply say to ATC "Negative RVSM". And of course if you are having issues with your autopilot, now you know you are required to tell air traffic control. After reading this article, you should be confident answering when and why the "W" equipment code is required in your flight plan. It is true, there are far too many acronyms in the aviation world, but at least you got RVSM down! See you on POSCON in RVSM and don't forget the whiskey! (get it?)
  20. Hello , This Is The official Discord Server Link : https://discord.poscon.net/tunisia . Welcome
  21. I Should try to make one for Zibo XPL11
  22. Hello and welcome to everyone interested in the Tunisia Division of POSCON! I have created this forum to explore the possibility of releasing a division for Tunisia during beta testing. The only way we will release with this division is if enough people show interest, so get all your friends to join this club and make sure that they stay active! If there is enough interest and discussion, we will devote our resources to creating the necessary infrastructure. We are going to need your help though with sector file construction and writing procedures! If you have any interest in helping us write this material, please email [email protected] أهلا ومرحبا بكم في كل المهتمين بقسم تونس POSCON! لقد أنشأت هذا المنتدى لاستكشاف إمكانية إطلاق قسم لتونس أثناء الاختبار التجريبي. الطريقة الوحيدة التي سنعمل بها في هذا القسم هي إذا أبدى عدد كافٍ من الأشخاص اهتمامًا ، لذا اجعل كل أصدقائك ينضمون إلى هذا النادي وتأكدوا من استمرار نشاطهم! إذا كان هناك اهتمام ومناقشة كافية ، فسنكرس مواردنا لإنشاء البنية التحتية اللازمة. سنحتاج إلى مساعدتك على الرغم من إجراءات إنشاء ملفات القطاع والكتابة! إذا كان لديك أي اهتمام بمساعدتنا في كتابة هذه المواد ، فيرجى إرسال بريد إلكتروني إلى [email protected]
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