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Jarrett I. (1016071)

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Jarrett I. (1016071) last won the day on November 17 2020

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  1. Við erum með POSCON Iceland Discord núna, smelltu hér: https://discord.gg/zuWCTmp
  2. Official POSCON Finland Discord: https://discord.gg/98EySCn Tervetuloa
  3. Hej! Vi har en ny officiell Discord server! POSCON Sverige: https://discord.gg/GjTP34h
  4. Hej! Vi har en discord for den norske division i POSCON! https://discord.gg/8mcHrCN Velkommenn!
  5. Goddag! Vi har en Discord for Danemark nu! Come join us! https://discord.gg/H5vKqkZ
  6. We have an official POSCON Ireland Discord server now. Join us here: https://discordapp.com/invite/wj3Symm
  7. 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.
  8. 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?)
  9. Kaeri notendur fra Islandi, Eg vildi bidja kaerjum velkomnir til POSCON - nutimalegast online flight sim network. Vid erum framtidin fyrir flight sim ykkar. Samfelagid okkar er mjog gaman og vid erum fullt af alvorum flugumferdastjornum, atvinnuflugmenn, og meira folk fra morgum londum og odru atvinnu i flugi og ahugamenn audvitad. Ef thu vilt laera hvad POSCON er og spjalla vid okkur og samfelaginu, tha thu ert meira en velkomin ad spjalla a Discord-serverid okkar. Smelltu her til ad gera svona. Thu getur lika skrifad her i thessu klubb (club) til ad hjalpa byggja Islands-deild a POSCON. Velkomin til framtidar - velkomin til POSCON! Goda ferd!
  10. You're flying along from Miami to Chicago talking to various air traffic control centers while en route. About halfway to Chicago, you notice radio silence; you try calling air traffic control with no answer. You check your microphone settings, everything seems to be working normal. What do you do? Another day, you're flying a Cessna 172 VFR in your local practice area without talking to air traffic control when all of the sudden you notice black smoke coming out of the engine. You see an airport in the distance and you head towards it but you have no idea what airport this is. You need assistance from air traffic control, but have no time to figure out the proper frequency to contact, obviously, you are handling an emergency. What do you do? In both of these scenarios, GUARD frequency (VHF 121.5 and UHF 243.0) can be an effective tool. This is a frequency reserved for emergency transmissions as well as for aircraft that have missed a check in with ATC or not sure what frequency they should be on. 121.5 is used all over the world and nearby air traffic controllers are always monitoring this frequency. In the first example we described, you could switch to 121.5 and transmit: "Delta 123, on GUARD, I lost contact with Memphis Center, can someone advise which frequency I should be on?" On the reverse side of things, air traffic controllers can use GUARD to locate an aircraft they were expecting to hear from or that have not been responding. For example, an air traffic controller could say: "American 123, Memphis Center, on GUARD, if you hear this message, switch to my frequency on 132.4." Sometimes an aircraft may be unresponsive because they are out of range of an air traffic controller's radio transmitter. Since there are often aircraft positioned in different parts of a center controller's airspace, a controller may ask another pilot for assistance to relay a message on GUARD in the hopes that their location will transmit a better signal to the unresponsive aircraft. In this scenario, GUARD provides an excellent resource in ensuring all aircraft are accounted for. In the second example, we see the potential use of GUARD in an emergency scenario. The pilot could switch to GUARD and state that they have an emergency and are landing at the nearest airport. Since all air traffic controllers monitor GUARD, a radar controller can transmit on GUARD and provide better assistance to the pilot by issuing radar vectors, recording important information pertaining to the emergency, and coordinate for crash fire and rescue to be ready at the diversion airport. Interesting to know as well, when an ELT beacon goes off, it transmits an aural signal on the GUARD frequency. Organizations like the Civil Air Patrol actually practice triangulating and locating a beacon to find the location to prepare for search and rescue missions in the event an aircraft crashes. The beacon signal from ELTs almost sounds like a siren. One final example worth mentioning is the DOD (e.g. Air Force, Coast Guard) monitor GUARD as well. Aircraft crossing over our international borders without following proper ADIZ entry procedures can be intercepted by military aircraft who will use GUARD frequency in an attempt to establish communication with the violator. If two-way communication is established on GUARD, the intercepting aircraft can provide further instructions to the pilot as necessary. In conclusion it is strongly recommended, and in most instances required, for pilots to always monitor GUARD 121.5 on their second radio. In fact, airlines require crews to monitor 121.5 on a second radio when the radio is not needed for other operational reasons. Monitoring GUARD provides an extra layer of safety and if you accidentally transmit on GUARD, don't worry, there are plenty of pilots that will key up in a funny voice to remind you "You're on GUARD"... hopefully that doesn't happen during a time when you really need it. On POSCON, we simulate the GUARD frequency on both VHF and UHF frequencies to provide an ultimate realistic experience. Next time you find yourself on the network in one of these scenarios, try the GUARD frequency. For more information, check out the AIM 6-3-1.
  11. Jarrett I. (1016071)

    PHL Tower

    Joining the TRACON staffing up Philadelphia International KPHL. Will be on Tower. If Ground or DEL are not staffed, will cover top down those positions as well as Tower. Frequency 135.1
  12. Annyong haseyo! Many of you may know me from IVAO assisting with Incheon FIR and the creator of the sector file there. One big thing I really have focused on and have real world experience with is the joint agreements with RKSO Osan and the Osan TCA. Here I suggest joint relations with the future POSCON US Division and a Special Operations agreement to have a program in place allowing the growth of Osan on POSCON. Also, I'm here and happy to help with anything else Incheon FIR related!
  13. Nice to see my fellow Bahamian controllers here who we worked together with gathering real world documentation on. One thing I want to point out before this project takes place is that Nassau FIR on VATSIM is completely unrealistic and should be avoided at all costs for an example to pick through while building POSCON Bahamas. Mathieu, Robert Guthy, and myself have worked countless hours on building up IVAO Bahamas to make it as realistic as it gets including sector data, phraseology guides, LOA's with Miami, and other procedures. We can easily start building that up to make POSCON Bahamas as real as it gets and active too. Any ideas let's discuss here Team POSCON Bahamas!

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