But let's say I really want to shortcut them. I could issue a "point out" to ZNY telling them where the aircraft is and my request. For example;

ME: Kennedy [sector], Concord [sector], pointout/APREQ.

ZNY: Kennedy, go ahead

ME: Pointout/APREQ 14nm south Barnes VOR, FL360, UAL363, request direct LIRCH intersection.

ZNY: Pointout approved, xx

This means I have ZNY's approval to route an aircraft direct LIRCH intersection, and then continue on their filed route. The same logic applies to airways, arrivals, departures, or random routings. Both on VATSIM and in real life, shortcuts can (and should) be used as a way to sequence aircraft. If I have two aircraft 5nm in trail and I need to get them 10nm in trail, I can clear the first aircraft direct a waypoint at the end of my airspace, eliminating any small turns. Because they are going direct, they will travel a shorter difference, thus creating more in trail spacing.

Hope this helps!

I would have to disagree here. A point out and a short cut do not have much in common.  A point out is...

c. Point Out. An action taken by a controller to transfer the radar identification of an aircraft to
another controller and radio communications will not be transferred.

Saying "Point Out Approved" does not approve a request for a short cut, It approves the ability for a transferring controller to transit a portion of another controller's airspace without transferring radio communication.

I also would not agree with..

I know I've read CTR controllers can clear aircraft direct a waypoint in their airspace, and their airspace only,

Hopefully you did not read to much of it   . The only thing that "prohibits" us from clearing someone direct outside of our facilities airspace is... (emphasis mine)

4−4−6. DIRECT CLEARANCES b. EN ROUTE. Do not issue revised routing clearances that will take an aircraft off its flight plan route past the last fix in your facility’s airspace, unless requested by the pilot or operational necessity dictates.

And since in my own estimate 99% of the pilots want the direct routing it really does not apply because all we need is the pilots request.

From a ZFW perspective working on the west side of ZFW, here is what I take into consideration when issuing direct routing outside of ZFW. (these are in no particular order)

1.Miss White Sands Missile Range when active. Go either over or north of CNX, or go over or south of EWM.

2. Miss area 51 (R-4806 - R-4809). Go either BLD BTY OAL or ILC OAL.

3. Don't clear aircraft past the Q routes in the non radar environment of The Gulf of Mexico. Stay over HRV, LEV, REDFN, and a few others.

4.Is the file route normal? If the route is a normal everyday canned computer routing, The dispatcher just picked the preferred route and the pilots probably do not care to stay on it. If the route is unusual, longer than normal, and/or a different direction than normal, than first evaluate why it is unusual. Is it for weather? Is it for better wind? Many times I will just ask them if I am not busy. "(callsign) do you know what dispatch has you routed around out there? I can offer you direct XXX if you like."

5. Keep it in the U.S.A. Manual/verbal Radar Handoffs have to be completed by our controllers on the boarder and they use fixes to help accommodate this coordination. Keep them over those fixes.

6. Follow the LOA. for between ZFW and ZAB this really only consists of LAX and PHX arrivals and to miss the ATCAAs stated above in #1 and #2.

7. Aircraft Type and performance No, the C172 is not going to get sequenced with the B737, nor will it get in the way. Let the C172 go direct the corner post.

8. Take into consideration the demand of the destination. Yes you are cleared direct KAMA, KSAF, KLBB, but not KLAX, KORD, KDFW etc.



9. Consider terrain. This really only applies to low level aircraft heading towards The Rockies. They may need to stay on route to utilize a published MEA which is lower than the controllers MIA. For high performance aircraft, is the aircraft landing in the mountains such as EGE, ASE, etc.

That is about it. A few others that may play a factor, but this is the bulk of it. Here are places we go direct all the time from the DFW-LBB area...


ABQ, ZUN, EWM, GBN, BXK, BLD, LAS, PGS, ILC, EED, JNC, PDT, IMB, MEI, ICT, PXV, LEV, HRV, VUH, BRO, DLF, and many more.

Mr. Ruminski,

Thank you for having a positive impact in our hobby for such a long time.

WL
ZTL


EDIT:  Merged topics. -USA1

The error is telling you that the scenery.cfg file has an entry to load that scenery but it cannot find it. This makes sense as you stated you removed it. Open the scenery.cfg file in your favorite text editor. Find the enter labeled "[Area.039]" and delete the entry, save and launch FS9.

EDIT: Heck, if we want to talk "common sense"... was this vectoring something that could potentially be done on a regular basis? If so, then one might consider looking at the nearby airspace to determine if it would make sense to update the LOA to include something to the tune of:

A month or two ago, I have submitted an LOA proposal which included a statement for control for turns and descents but awaiting a response.

An hour long?  Can someone sum it up?      

A controller separates traffic.

vZTL and vZID's Teamspeaks are open to pilots. More information at http://www.vztlartcc.net/index.php/pilots/teamspeak

Recently I switched from 737-800 to flying the PMDG Jetstream 41. With change in aircraft, I also noticed shorter flights and slower speeds. My usual STAR's that I like to fly are noted as "Turbojet aircraft only." Does this mean that planes with turbojet engines are only permitted? The Jetstream 41 does have 2 turbojet engines, but they are technically turboprops.

#1 Can anyone explain what the rules are for a STAR that NOTE: Turbojet aircraft only?

#2 Simply put, does the Jetstream 41 qualify to fly a STAR that NOTE: Turbojet aircraft only?

Yes if the chart has labeled Turbojet aircraft only, your Jetsream would not qualify to fly that particular arrival or departure as it is a Turboprop.

The reason this is done is to separate the two type of aircraft based on speed. When trying to sequence traffic it many times is easier to have the turboprops and turbojets fly different paths than to have a turbojet try to drastically reduce speed to remain in trail with a leading turboprop.

All of ATL's RNAV SIDS are Turbojet only. While the props not only get the ATL6 departure they also get radar vectors to an entirely different area for their initial climb. Again so the other jets waiting to depart do not end up in the props tail.

Don't think we need to create a new policy, just follow what is already on the books.

Manages Flight Strips, Tags and Flight Plans