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Messages - Matt Bromback

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16
The Flight Deck / Re: Climb Modes Boeing Version
« on: January 22, 2019, 07:40:06 AM »
You mentioned SPD INTV but not ALT INTV, but for those who don't know, ALT INTV works the same as how SPD INTV was described. You can clear the next altitude restriction by hitting ALT INTV. Great write up Matt!

Thanks! completely forgot about that one!

Is this type of format good for a post? or would everyone like to see videos instead?

17
The Flight Deck / NOTAM: Zibo 737 Bank Angle
« on: January 21, 2019, 08:29:14 AM »
I have been noticing a lot of people are flying around the Zibo 737 mod for XP11. Its a great airplane and best part its free!!! However there is something critical that people are missing when flying on VATSIM with this bird that makes it a hard on ATC.

When in the terminal area (approach) make sure you set your BANK ANGLE on the autopilot to 25 or 30 degrees. The default setting for this when loading up the airplane is 15. This makes it extremely difficult to vector you onto final when we expect your going to turn at a normal 30 degree bank.

This is what it looks like when you load the aircraft before a flight.


PLEASE PLEASE PLEASE Set it to this once below FL180 and entering the terminal area.


Thank you!!

18
The Flight Deck / Climb Modes Boeing Version
« on: January 21, 2019, 08:20:36 AM »
This post will discuss how to climb your Boeing airplane in a efficient manner. I have witnessed many streams and planes on the network that may appear they do not how this is done.

Climbing

VNAV
This is probably the most commonly used AP function in climbing your airplane up to altitude. What does VNAV do however? Well next time your flying take a look at your PFD (Primary Flight Display) and it will say N1, LNAV, VNAV SPD. This is telling you the FD (Flight director) and it turn the AP are doing. In basic terms this is commanding the airplane to go to the N1 setting for CL (climb) and climb the airplane on the VNAV SPD which is set in the FMS. So the airplane is pitching to maintain that speed, whichever climb rate you achieve will be based on weight, weather, etc...If the speed starts dropping the FD will lower the lose, conversely if the airspeed starts increasing the FD will pitch the airplane up. This is a screenshot of this type of situation.


The VNAV SPD is all controlled through the FMS on the CLB page. It will have stuff in there such as CRZ ALT, TGT SPD, and SPD/REST. They have similar but different functions. The TGT SPD is what VNAV will follow when you see VNAV SPD in the PFD.


Lets say ATC issues an instruction departing a busy airfield, "AAL123 maintain 280kts in the climb until advised". To accomplish this you have a few options. As in the screenshot above you can go to the CLB page of the FMS and change the TGT/SPD to 280kts. This method is generally only used when the pilot expects a long climb at 280kts, to revert back to normal speed simply hit the ECON button. Another method is to simply just hit the SPD INTV button on the autopilot control panel. This allows you to manually override the VNAV SPD without having to go through the FMS. If ATC issues normal speed you simply hit the SPD INTV button again and it reverts back to FMS control of the SPD. These methods both accomplish the same thing while maintaining VNAV SPD.

NON-VNAV modes of climb

Ok so you hate VNAV or its simply not working for you on this flight today. Thats OK!! We have other options you can use to accomplish the very same thing.
LVL CHG on the AP control panel will allow you to climb in N1, LNAV, MCP SPD. What does MCP SPD mean? It simply means your climbing at the speed set in the Mode Control Panel (autopilot IAS/MACH window). The plane flies exactly the same it does in VNAV minus the FMS is not in control of it, the pilot is. Also when using this mode NO ALTITUDE RESTRICTIONS ARE PROTECTED. Whichever altitude is set into the ALTITUDE window the airplane will climb up to at the speed you set, so if your issued a climb VIA you have to manually set in any altitude restrictions manually.

Of course finally you have the V/S MODE (vertical speed) this is the most INEFFICIENT way of climbing. Why is it you ask? Well airplanes save fuel the higher and quicker they get to altitude. By using V/S in a climb you may be limiting how quickly you can reach higher altitudes. The F/D commands the airplane to the following MCP SPD, LNAV, V/S. This means the throttles will go to whichever setting is needed to maintain that speed, and the airplane will pitch to whatever it needs to maintain the set feet per minute.
WARNING WARNING WARNING
This mode can lead to STALLS if your not careful, another reason why pilots will hardly EVER use this mode while climbing to altitude. Why is a stall a threat when using this mode? The airplane prioritizes V/S over any other mode, so if throttles are at the max they can go the airplane will maintain its pitch to hold that 1,800 ft per minute, no matter what. As you climb that airspeed will slowly bleed off and if your not watching will lead to a stall.

I hope this provides a little insight to how Boeing airplanes manage their climbs. It is important to be familiar with all modes your MCP can do and what they mean when flying in a online environment. Next time your flying try some of these techniques and see how the airplane performs differently. This example I used a 737 as it is probably the most common flown Boeing airplane out there, there may be small differences in other Boeing aircraft, but they should all follow this basic guideline.

Any questions just ask!


19
The Control Room Floor / Re: Visual Separation and You: Dos and Don'ts
« on: December 30, 2018, 11:37:48 AM »
Great post, Dhruv.

Good question, Matt. Correct me if I’m wrong, but tower-applied visual separation effectively removes (where allowed) all other separation requirements (except your 3000, 4500, 6000, and intersections, etc.) and simply leaves the tower entirely responsible to ensure the aircraft don’t get within an unsafe proximity.

For example, ATL in real life on a visual approach day will let the IFR to IFR guys on the visual approach compress all the way down to 2 NM of separation at the threshold (provided the 3 to 2.5 for Radar is ensured prior to Tower handoff) by using tower-applied separation to make sure the guys don’t touch. They don’t go usually go less than 2 miles because by the time the lead aircraft exits the runway, the trailing aircraft is pretty darn close to the threshold, which if crossed would be a separation bust.

Toby,

I believe your correct in terms of arrival traffic, basically its the whole one aircraft on a runway at a time rule. I have been as close as 1 to 1.5nm from threshold and traffic is still on the runway. That is when you usually hear on the radio "expedite exit traffic short final" :) I have been sent around before particularly when heavy aircraft don't clear the tail over the hold short line, that is always fun :)


20
The Flight Deck / Those important NOTES on RNAV STARS
« on: December 30, 2018, 08:33:53 AM »
Thought I would take the time this morning to explain some very important and often over looked notes on the ever increasing number of RNAV STARS. Many people who fly on VATSIM take these procedures for granted falsely believing their FMC will save them from any errors, this is not the case at all. Remember its your responsibility as the pilot to comply with all notes, restrictions, etc...on a published STAR.

If you take a look at the Aeronautical Information Manual (AIM) it explains everything you need to know about STARS (traditional and RNAV) under section 5-4-1. Lets digest some of the important NOTES section:

Quote
NOTE−
1. When otherwise cleared along a route or procedure that
contains published speed restrictions, the pilot must comply with those speed restrictions independent of any
descend via clearance

If we take a look at this note this is extremely important for the pilot to follow. What does this mean? This means even if you have not recieved a "descend via" or "cross XXXXX at 10,000" you still MUST follow publish speeds on the STAR.



By taking a look at this RNAV STAR into KMSP you can see the note pointed out there. This means if ATC gives you a descend via and your FMC has started you down over CMARO lets say at FL270 you are required to be at 280kts. The FMC will NOT have the 280kt restriction over CMARO as it is not published, it will be descending at a speed relative to what your cost index is set to. So you as the pilot MUST override the speed manually OR change the descent speed in the descent profile of your FMC. This is extremely important to do as ATC expects you to! ATC can change your speed as necessary for traffic requirements this would sound like "DAL123, descend via MUSCL3 arrival RWY 12L transition, except maintain 310kts until advised". Whats that 12L transition in there?? Lets start our next topic of discussion.

Runway dependent RNAV STARS

This is another area where it gets a lot of VATSIM pilots on not fully understanding the arrival procedure or how to program the FMC correctly. Every airport in the US that has runway dependent STARS can be confusing, as they have their own little twist in the way its published, cleared, and flown.

Using KMSP again from above you can see this note here:
Quote
NOTE: Expect "descend via" clearance and runway transition assignment by Center. Approach will assign landing Rwy.
MSP is a great example of being a little different as many RNAV STARS you do not get a runway transition from center. The ZMP controllers can provide insight on this in more detail, but this was developed this way because it works for ZMP. Important thing as a pilot you have verify your FMC is programmed correctly for the clearance received. Planning ahead can save you lots of headaches during crunch time when you actually start your descent. Check that ATIS as soon as your in-range as it will give you runways in use, do what we do in the RW take a educated guess to what you will get in your clearance.   



This example into KATL the NOTES section tells you what runway you NEED to have programmed. If flying the GLAVN1 arrival you MUST have it programmed correctly as this STAR is runway dependent. When KATL is landing to the WEST (you know this by checking the ATIS) you must select runway 26R, if landing to the EAST you MUST select runway 09R. Keep in mind Approach can and may change your runway assignment that is different but ATC is EXPECTING you to have the right runway programmed in from the start. Unlike the MSP example Atlanta Center WILL NOT tell you which direction the airport is landing or what runway to expect. You as the pilot are expected to check the ATIS before starting descent and program your FMC correctly.

Want a tip for checking the ATIS quickly and efficiently on VATSIM?? If using V-Pilot right click on the ATIS in the controller list, click on "get controller info" this will display the D-ATIS format so you don't have to actually listen to the ATIS. This only works where controllers are using VATIS to simulate putting out a digital version of it, if you don't receive the information digitally, then of course listen to the ATIS.

That is all for today! This might seem like a LOT of information, well thats because it is! If anyone has any questions please ask away! If you like this kinda of information I would be more then happy to sit down with some of you and go over this in more detail. Perhaps maybe I can turn this into a monthly class of some sorts??

Thanks!

21
The Control Room Floor / Re: Visual Separation and You: Dos and Don'ts
« on: December 30, 2018, 07:33:46 AM »
Hopefully the explanations above give you guys some insight into how and when visual separation can be properly used to help run your traffic flow more efficiently while still maintaining legal separation throughout the process. There are a few other cases where visual separation can be used (successive departures being the most notable) that some of the other r/w guys who work in towers can probably shed some light upon, but these are the ones that I wanted to hit on based on my time spent flying, controlling, and training on the network.

Good post Dhruv!

I was going to ask this specific question about successive departures. I have flown out of MSP many times where they ask "are you able to maintain visual separation with departing B737?" If pilot responds affirmative they provide visual separation in takeoff clearance (and from looking at TCAS we are in the air about 1.5 to 2.0nm behind aircraft) I am assuming they can only do it to aircraft not going to same departure route/gate. I found this in the 7110.65 but wondering if anyone can provide a little more insight as I am curious to this:

Quote
1. Tower-applied visual separation.
(a) Maintain communication with at least one
of the aircraft involved or ensure there is an ability to
communicate immediately with applicable military
aircraft as prescribed in Paragraph 3−9−3, Departure
Control Instructions, subpara a2.
(b) The tower visually observes the aircraft,
issues timely traffic advisories, and provides visual
separation between the aircraft.
(c) Issue control instructions as necessary to
ensure continued separation between the applicable
aircraft.
(d) Do not apply visual separation between
successive departures when departure routes and/or
aircraft performance preclude maintaining separation.
(e) The use of tower-applied visual separation
is not authorized when wake turbulence separation is
required

This is common practice at airports like MSP where they are effectively running single runway ops (arrivals/departures to same runway). Just wondering if divergent headings are required, or can same heading be issued and its up to Departure to separate??

22
General Discussion / Re: Can i fly the cirrus vision sf50 on vatsim?
« on: December 23, 2018, 07:37:44 AM »
So im looking to start my first few flights on vatsim but i wanted to start with a plane that im comfortable with and was hoping to start with the cirrus vision but when i look at the simbrief stuff i dont see it and dont know if i would be able to use it. If i can use it. Also what does it mean by true speed when im going to file a flight plan? Thank you

The only thing I believe SimBrief looks at when selecting a aircraft is the performance profiles for more accurate fuel burn, efficient altitudes, etc...I would personally just select a citation or something similar, what you don't want to do is select a C172 or other small prop as it may assign you a low altitude prop only route. Once you let SimBrief make a FP for you, on the bottom of the page there are multiple formats to download the FP, scroll down to select your X-Plane version, there is a ? next to them for instructions to install also.

Don't worry to much about TAS, again this is used for fuel planning purposes in SimBrief. For VATSIM purposes its there basically for added realism, nothing practical comes out of filing it the proper way.

23
News / Re: New Events Manager - VATUSA 5
« on: December 16, 2018, 09:57:32 PM »
Congrats!!! If you need any help with anything just let me know! Have fun with the job!

24
Event has started. Routing SKIPS2 SKIPS TINKY A315 JOSES UA315 PJG G446 REPIS UL339 VUNUM ANDAL ALDAK.
If anyone is interested to see our end of the deal, I will be streaming the event as MIA DEP https://www.twitch.tv/dmanblast

For future reference (https://www.twitch.tv/videos/350025372?t=53m06s) you can not give a (PAA980) B707/A direct to a intersection, as the pilot comes back and says unable you seem to not understand as you said "why he filed that route"....

You then proceed to give him a heading and amend his remarks to "vectors only can't proceed direct..." not really that professional.

In order to proper give a /A aircraft on course it would of taken 60 seconds to realize that SKIPS intersection is on BR53V which is on a 108 Radial from the VKZ VOR. Therefore a simple instruction of "fly heading XXX, join BR53V when able" would of sufficed.

Hope this has provided some insight on /A operations

25
General Discussion / Re: Mode C Transponders
« on: December 11, 2018, 09:28:59 AM »
Owen,

Situations like this happen from time to time, and it could really be about anything, this one is about transponders. My advice to you is turn this into a teaching moment not just for yourself, but the controller also. It is very easy to get caught up in the moment and get defensive or try to argue your point, but at the end of the day was it worth it? You received a 48hr ban for not hitting a single button? I mean come on dude!

I have been sent contact me messages many many many times before where I was flying VFR and the controller thought he needed to talk to me. What did I do? I contacted them!! If it was a ARTCC I was familiar with I would kindly hop on the TS, find the controller, and have a nice conversation about what I was doing. 99% of the time the controller learns a lot from it, and supervisors aren't called. If you are not familiar with the ARTCC just simply file some feedback for that controller for the ARTCC staff to review, in the meantime comply with the contact me requests to be on your way.

See my point? It's kinda silly in the grand scheme of things.

26


***THIS EVENT IS NON-ARTCC SPONSORED EVENT**** DP003 RULE 5.2.3 SHALL NOT APPLY TO THIS EVENT
Any questions contact [email protected]


***MULTI DAY EVENT END DATE 25 NOV****

Hello pilots!

Air Rally is a competition for general aviation where pilots get championship points for en-route time precision and soft landings. Time precision is not racing, not about to be faster; it is about how well you can follow your planned en-route time. Soft landing is about your vertical speed at touchdown.

Now teams get championship points and compete between each other too! Are you member of virtual flying club? Maybe virtual airline? Its time to represent your team and win some trophy!

Aircraft: GA only.

Rally legs:
74S > S43 > KHQM > KAST > S45 > 77S > S45 > KAST > KHQM > S43 > KFHR

Flights:
You have 10 days, choose when its comfortable for you to fly. Late entry is approved.
Event starts: Friday 16 November 17:00Z
Event ends: Sunday 25 November 20:00Z

Video: https://youtu.be/hywdtzVO0hk

How to join?

Step 1. Register.
You can do so via the website or Discord server, at your own discretion.
Website: https://vatsimsports.wixsite.com/rally
Discord: https://discord.gg/ZDtGRvJ

Step 2. Air Rally Client.
Download it on our website and use it for your competition flights.

Good luck, have fun!

27


***THIS EVENT IS NON-ARTCC SPONSORED EVENT**** DP003 RULE 5.2.3 SHALL NOT APPLY TO THIS EVENT
Any questions contact [email protected]


***MULTI DAY EVENT START DATE 16 NOV****

Hello pilots!

Air Rally is a competition for general aviation where pilots get championship points for en-route time precision and soft landings. Time precision is not racing, not about to be faster; it is about how well you can follow your planned en-route time. Soft landing is about your vertical speed at touchdown.

Now teams get championship points and compete between each other too! Are you member of virtual flying club? Maybe virtual airline? Its time to represent your team and win some trophy!

Aircraft: GA only.

Rally legs:
74S > S43 > KHQM > KAST > S45 > 77S > S45 > KAST > KHQM > S43 > KFHR

Flights:
You have 10 days, choose when its comfortable for you to fly. Late entry is approved.
Event starts: Friday 16 November 17:00Z
Event ends: Sunday 25 November 20:00Z

Video: https://youtu.be/hywdtzVO0hk

How to join?

Step 1. Register.
You can do so via the website or Discord server, at your own discretion.
Website: https://vatsimsports.wixsite.com/rally
Discord: https://discord.gg/ZDtGRvJ

Step 2. Air Rally Client.
Download it on our website and use it for your competition flights.

Good luck, have fun!

28
Events / Re: Press Release from ZNY
« on: November 01, 2018, 09:02:43 AM »
Statement from ZNY Events Coordinator

From the Offices of New York ARTCC,

To be clear, the event is two-day. On Friday, 2 November, we will host the Philadelphia FNO from 2330Z to 0330Z (7:30pm to 11:30pm). ZNY Tier 1 facilities + ZTL and CZY are the most important to us for this.

The next day, Saturday, 3 November, we will host TRANSCON Eastbound from 1300Z until 2245Z. Additionally, there will be a TRANSCON Planning Telcon on Friday night at 8pm ET (Saturday 00Z) and it is available via https://join.me/jpeterson24 (for the webinar) and Discord. I have emailed those who are required to attend the telcon; however, other facilities are invited to attend.

29
NOTAMs / Re: Statement on Event Broadcast Message
« on: November 01, 2018, 08:06:43 AM »
STATEMENT UPDATED

30
Events / Press Release from ZNY
« on: November 01, 2018, 07:55:35 AM »
On November 2nd/3rd, the #VATSIM Virtual New York ARTCC (vZNY) is
hosting its annual Live Event in Philadelphia, PA. It will feature
controllers, live and in-person, controlling from Center City
Philadelphia Friday night and throughout the day Saturday.


On Friday night, the main event is the Philadelphia FNO! From 2330Z
until 0330Z, on-site controllers will provide Philadelphia
International Airport (KPHL) with full ATC services.
Saturday morning, start your flight on the west coast for the
#TRANSCONEastbound event. Book your slot here:
https://vats.im/TRANSCONZNY2018 to participate in one of these
business-savvy, high-earning, corporate-sponsored flights!

#ZNYLiveEvent2018

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