Andrew Heath
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Posts posted by Andrew Heath
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What do you mean by "intelligent responses to pilots' messages"? I guess some examples of how you see this working would be good.
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19 minutes ago, buraktiftikci said:
are we sure that we want a huge sector controlling all of the Europe ?
You misunderstand the concept of Eurocontrol, this is not how it work works in the real world.
In the real world, Eurocontrol is a central authority that controls traffic management.
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Why would that be a decision for the Division? Shouldn't it be based on if they are part of Eurocontrol in the real world?
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Any idea how we might able to calculate TSAT? I imagine it requires a TON of historical data to work, such as the average time to push and start from stand xx, taxi to runway xx, etc.
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Question for the VATSIM and IVAO people.
On those networks, in Europe, how are TSAT, TOBT, and CTOT times simulated, if at all?
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Hi all, we are looking for help with translating our CPDLC system to various languages. If you are able to volunteer your time to this, please DM me. We currently have someone working on Turkish, but all other languages are still needed!
Thanks!
We currently have translators for the following languages:
- Korean
- Japanese
- Chinese
- Turkish
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I feel you are grossly overestimating the amount of times you would be affected by a delay program. You'll just have to wait for beta and see.
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First off, a one hour delay in the real world is not at all uncommon. If we want to be as realistic as possible, then delays have to be expected and accepted. If time is a limitation for a pilot, there will always be locations to fly that are not affected by delays such as a satellite to the primary field (e.g. KMDW instead of KORD). Additionally, unlike the real world, fuel costs are not an issue with FS. So, in the case of an airspace delay, taking a longer route around the congested airspace is also a feasible option.
Second, in your example of an after-work flight, I believe we have covered this with the idea of "optional delays" where the pilot has the option to comply. In the case of mandatory delays, we can tailor the system in such a way that those should only be activated when an event is occurring.
2 hours ago, Jonas Kuster said:How are you gonna deal with non-staffed airspaces?
The pilot client will inform the pilot of the delay through a status message allowing him/her to accept or reject it, if the delay is optional. If the delay is not optional, the system will simply not issue an IFR clearance or squawk code, which will be automatic when ATC is offline through PDC/CPDLC. After that, the pilot has two options: they can either depart VFR or they can file a flight plan to a different airport.
2 hours ago, Jonas Kuster said:How are you going to deal with different controller capacities? The range on current networks is quite wide.
Good question. We have some ideas of using the controller's points score to help the system determine a proper airspace/airport operations rate. This will obviously take a lot of testing and tweaking.
2 hours ago, Jonas Kuster said:How will different landing concepts (and linked to it different capacities) taken into consideration?
That's easy, we just use information published by the FAA and other international AIPs to determine the airport capacity based on the configuration. These capacities can be further reduced based on the amount of controllers staffing an airport/airspace as well as those controllers' ability.
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You think that people will not accept a delay? We considered this when we first started putting our design ideas on paper. We were thinking that there will be two types of ground delays:
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Optional Delay: In this case, we are going to incentivize the delay as much as possible. Example, you have a 1 hour airspace delay on the ground at LZSH going to KPHL. You have the option to accept the delay on the ground (you will receive points for your compliance) or you can depart and you will be subject to possible enroute delays with no point value attached.
- I am making up the numbers here, but I assume this would be in effect when an airspace or airport was forecast to reach 100% capacity.
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Mandatory Delay: This delay of course is compulsory. I am not sure whether we would give points for your compliance or not, probably not.
- Again, making up the numbers, but I would assume this would be in effect when an airspace or airport was forecast to reach 110% capacity or more.
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Optional Delay: In this case, we are going to incentivize the delay as much as possible. Example, you have a 1 hour airspace delay on the ground at LZSH going to KPHL. You have the option to accept the delay on the ground (you will receive points for your compliance) or you can depart and you will be subject to possible enroute delays with no point value attached.
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Our version of CTP will be a bit of both. You will be able to pre-book from a list of real world flights/slots ahead of time (this system will actually always be running, even outside of CTP). If you choose your departure time the day of you are subject to delays which, unlike VATSIM, will be strictly enforced. The delays will be created and managed real-time by automated systems that are analyzing airport/airspace capacity and overhead flow.
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POSCON recently commissioned a developer to create a TTF font for our ERAM ATC Client project. Unfortunately, this font has some errors and we are looking for a volunteer who has extensive experience in TTF and OTF fonts to help us fix it!
Thanks in advance to anybody who is interested in helping!
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ProjectFLY has levels of membership, but POSCON will be completely free.
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I am arranging a meeting for August 11th in Lisbon at 1400 local.
Please DM me if you are interested in learning the location and joining us.
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I believe these are edge cases and we can deal with them on a case by case basis as we progress forward.
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That is the plan.
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In most European destinations, the AIPs strictly prohibit the use of reverse thrust (other than idle) unless absolutely necessary for safety reasons. This is okay because most EU runways are long and landing distance calculations for aircraft certification purposes are usually predicated on the use of ground spoilers and brakes ONLY.
Autobrake setting is usually airline and pilot preference. There are very rare cases where the landing distance requires the use of a specific autobrake setting (usually abnormal procedures or contaminated runways).
For the 757/767, I usually set 2 for all runways and then click off the autobrake when I no longer want it engaged. Sometimes, I will even land with the autobrake off, especially if it is a long runway.
All takeoffs require the RTO (Rejected Takeoff) autobrake setting.
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We will probably keep the VATSIM policy in regards to emergencies.
Remember though on POSCON, pilots will be able to leave feedback about a controller that goes into a moderation cue. So in the case of that ATC that only had 3 airplanes and refused the emergency, on POSCON, if the pilot leaves bad feedback, then a moderator is forced to evaluate whether the controller could have handled the emergency or not. If the moderator decides he could have, then the controller may lose POSCON points.
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That has actually already been started, albeit not perfected yet.
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Yes, the US Territories are in the US Division... as long as their controlling authority is the FAA.
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We are designing a system that encourages pilots to pre-book their flights through various incentives.
This should change things significantly if the program gains traction with pilots.
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The issue with payware models is that they have to be reduced to a lower polygon count in order to be effective models. If you try to use payware models as-is, then your frames would be absolute garbage.
Our model matching is very good, and will continue to improve over time through user submissions. We are creating a way for users to contribute to our model matching base package.
Recruiting Divisions
in General Discussion
Posted
@Arttu Uusi-kyyny