Classified, Want, Swap Ads. Is my FG Map outdatet or Jomos map? However, you should be prepared for the transition anyway. I believe the one i have downloaded are erdf Flight simulation purposes. In that case the speed restrictions on the chart are void.
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The advantage of this is that once a pilot has declared his intended route by filing a flight plan air traffic controllers do not have to give vectors and instructions all of the time - the pilot has promised to fly a certain route and will stick to that route barring complications of weather or other air traffic in the way.
These routes effectively join every airport in the world to each other via known pathways. The routes usually run from point to point via radio beacons sometimes called VORs or NDBs and points called intersections or fixes. The radio beacons are actual radio transmitters dotted around the globe. Intersections and fixes are imaginary points on the globe which are marked on charts but do not exist as any physical item on the ground. The fixes and intersection points are usually marked at the intersection of two radials from a radio beacon or set at a certain distance from a known point.
Pilots flying in the same area over time get to know the names well. There is a point called LIFFY to the East of Dublin airport for instance which departing aircraft travelling eastwards perhaps to an airport in the Britain for instance will usually fly to as the first point on their journey.
Dublin airport has a set route to this point from each runway. These routes are again given names so that controllers and pilots can communicate these procedures to each other. Depending on which runway the the aircraft takes off from, a different standard route will be used. Along with the diagrammatical chart for the departure published by the airport, there is usually a written explanation of how to fly the procedure. This written explanation tells you how high to climb, when to make any turns needed and what VORs to fly towards or away from.
Arriving at an airport is just the same. The standard arrival routes are also published in chart form and allow you to fly into an airport using standard procedures. This way, less communication is again needed with the controllers as once you have declared your intention or been given a route to fly by name the controller and you both know exactly how you are going to approach the airport.
The end of the STAR route will normally leave your aircraft at a position where controllers can give you final instructions to set you up for a landing. If there are no controllers online you can fly the last part of the procedure using approach charts.
If the airport is busy and controllers are over-taxed with work, they might ask you to hold at a point published in your STAR. It all sounds pretty complicated, and it is at first! But there is great fun, excitement and enjoyment to be had by using these routes and your online flying experience will be greatly enhanced by using them.
Online controllers are very willing if things are not too busy to give help to newbies practicing these procedures. You will be busy enough during takeoff and landing without having the extra work of flying the procedures by hand!
Remember that in most real world scenarios a pilot will have a First Officer to help with the workload. In the normal course of events a SID will be given to you when you have copied your clearance with Clearance or Ground or whichever controller is online. Because each runway has different Standard Departures, the contoller who gives you clearance will most likely tell you which SID you are to fly. After you copy your clearance you have the luxury of a little time before requesting startup or taxi to program that SID into your Flight Computer and program in your initial altitude, heading and speed into your autopilot.
Take that time to look at the correct SID and familiarise yourself with what the procedure will be. Mistakes happen - your autopilot might fail or you may have forgotten to program it, so be prepared to fly manually if all else fails. Also remember that the controller can decide not to use a SID at all. It should be obvious that taking off from runway 28, you will be travelling west but that your initial fix is to the East therefore we basically need to turn through almost degrees to get to LIFFY.
The chart consists of a diagram of the procedure and a text explanation of how to make the procedure. In reality your SID chart will be more complicated, showing other SIDs on the same chart as well as legal altitudes and speed restrictions. This diagram has been simplified to make it easier to read. Under no circumstances must the accompanying chart be used for real flight purposes.
You can file your flight plan with the SID included. Leave it up to the controller to decide exactly which SID to use. EGGB Notice a couple of things. The STAR approaches are a little simpler to work with.
They may be as difficult to fly initially, but at least you sometimes get to make the choice of STAR in advance unlike SIDs because STARS do not always depend on landing at a particular runway but are decided upon depending on where you are coming from. Just like the SID, a chart is available for each airport which uses them. A STAR will normally get you to a last fix point somewhere near the airport. The STAR does not direct you straight to a runway and so is not tied to any particular runway.
It basically ensures that incoming flights who have the STAR published in their flightplan will be expected by the local controller to follow that route and in the case where an aiport is not entirely manned, it gives the controller less work to do to vector the aircraft and set it up for a landing. In the case of no control being available, the STAR also puts you at the right altitude and vector to fly the last part of the approach yourself. The chart in the example is the procedure for all air traffic arriving from the West of the airport along our route which is called L95 since the fixes we are flying along make up this airway.
They will look a bit intimidating at first but they will eventually make sense hopefully with the help of the above information. Unless you are very proficient at flying jets, get to know an aircraft such as the Mooney Bravo which is available as a standard aircraft in FS and FSX. You should always use a SID where they are available. A controller may log on seconds after you take off and if they see the SID as part of your flight plan they will know exactly what your intentions are.
Keep flying your STAR until the last point keeping to the published altitudes and keep an eye out for other traffic. Then consult approach charts for the last part of your flight.
SIDS and STARS
So back to my question: Well,wether or not you will actually fly a transistion online also very much depends on the respective controller. Create an account or sign in to comment You need to be a member in order to leave a comment Create an account Sign up for a new account in our community. Sign In Sign Up. Siehe blaue Markierung im folgenden Abschnitt. Climb on runway track to D4. Again, I might be talking out of my backside, hopefully someone with the right knowledge could tell us both LOL.
Frankfurt Am Main Airport