The Jacksonville ARTCC is currently seeking applicants for the position of Training Administrator.

Duties to include:
Attends all ZJX Staff meetings.
Responsible for overview, development, and implementation of all training programs and materials.
Approving all mentor applications upon completion of the mentor-in-training program.
Nominating and managing all instructors, mentors, and mentors in training.
Serves as acting Air Traffic Manager in the absence of the Air Traffic Manager and the Deputy Air Traffic Manager.
Maintain an active online presence.

Minimum Requirements:
I1 rating or above.
No significant disciplinary record and no history of unprofessional behavior.
Be a home controller at the time of appointment.
Be in good standing on the VATSIM network.

Preferred Skills:
Have previous senior staff experience in a VATSIM ATC facility or current/former Instructor.

Application Information
Applications may be submitted to the Jacksonville ARTCC Air Traffic Manager via email: [email protected]

Application Must Include:
Full Name, Email Address, and VATSIM CID
Cover Letter and Resume
Letter of Reference from Current ATM/Supervisor

Applications should be submitted

What to Expect
Interested candidates should be aware that this position requires a SIGNIFICANT time commitment and should not be taken lightly. Only those who understand the requirements and can make the appropriate commitment should consider applying. All applications will go through an initial evaluation. Candidates who pass this evaluation will be contacted for a comprehensive interview. All candidates will be notified if/when a selection is made.

Any questions about this posting are encouraged and should be directed to the Jacksonville ARTCC Air Traffic Manager via email: [email protected]

Applications will be accepted until February 29th at 2359z.

So recently in the past year I have seen the visiting agreements start to spring up everywhere all over VATUSA. Some of them go as extensively as allowing transfer of "Major Airport Certifications", others are just agreements for minor fields.

What is the point of being a member of a ARTCC then? If you can join one and visit 9 other places? Is this being used as a recruiting tool to say "hey join my ARTCC!!"??

I guess I am little old school in this but I say revert it back to the way it was done for years....
OR
Just make it so every controller can control anywhere per their GRP rating all across VATUSA. Then if you want a major airport checkout you seek out a instructor at that facility.

So by now you have all read my climb modes post (hopefully!) Here is a little insight to how a B737 descend modes are managed, and how you can manipulate them to what you need to do.

Lets start with the basics:
Calculation of 3:1 Descent Ratio
A 3:1 Descent Ratio means a descent rate of 1,000 feet every 3 miles.
Equation is very simple (altitude to lose/1,000) x 3 = distance required
Example - at FL350 need to descend to 10,000 (35,000-10,000) = 25,000ft / 1,000ft x 3 = 75nm. Or more simply 25 x 3.
This is a great easy math formula that you can do on the fly to see if your FMS or NON FMS aircraft is doing what you need it to do.

VNAV

Ok this is the juicy part you all ready!!??

VNAV (vertical navigation) may seem extremely easy but if your not aware of what the airplane is doing it can lead you into trouble FAST.

Descent Path
The FMS generates what is called a FMS path descent, this is the most economical descent method. The path is built from lowest constraint UPWARD, at idle thrust, and any anti-ice entered into the DESCENT FORECAST page. The FMS takes into account any descent speed schedule, altitude restraints and forecast use of anti-ice.

VNAV PTH vs VNAV SPD

In a normal descent with the FMS doing everything you want it to do, it should descend in VNAV PTH mode. This mode follows the PTH calculated by the FMS. The Autothrottles should default to RETARD (IDLE) mode for the most efficient economical descent, this may vary depending on type of STAR or restrictions put into the FMS.

NOTE: A PTH descent uses target speed for planning purposes only. During Idle portion of the descent the plane will prioritize holding PTH over airspeed. Example if your supposed to be doing 280kts, the airplane may disregard that in order to hold the PTH

Example


VNAV SPD is when the airplane will be pitching primarily to hold airspeed. So example you hit the SPD INTV button while descending because ATC says "maintain 250kts". The plane will no longer be following VNAV PTH as it prioritizing pitching for SPD rather then stay on PTH. This is when you will likely see the message DRAG REQUIRED, or VNAV DES PTH UNACHIEVABLE.

Example


What happens if I am more then 50nm from TOD and ATC says "AAL123, descend and maintain FL240"

Dial in to new Altitude into MCP then go to FMS - CRZ page and enter new cruising altitude. This will command the FMS to initiate a 1,000 FPM descent until new cruise altitude is reached. This is done to recalculate that most efficient idle thrust descent. Use caution with this method however if aircraft passed new TOD while still in cruise descent it will NOT capture VNAV PTH descent. Quick fix for this is level off temporary at intermediate altitude, put that into CRZ page, let it recalculate real quick a new TOD then continue.

If you are within 50nm from TOD and ATC issues a early descent the procedure is slightly different.

Enter lower altitude in the MCP, then on the DES page of the FMS select DES NOW. This will command a descent of 1,000 FPM until intercepting the VNAV PTH. If the aircraft levels off prior to PTH intercept you will see ALT HLD appear. If this happens simply put your current altitude into the CRZ page and re-engage VNAV.

ALT INTV mode accomplishes the same as hitting DES NOW on the FMS.

Not sure what mode of VNAV your airplane is in? Take a look at your FMS it will tell ya!



The ACT at the top left of either the CLB, CRZ, or DES page will indicate what ACTIVE mode your in

FLCH MODE

This method is used BEST when in terminal environment (approach). It commands IDLE thrust to descend at indicated airspeed. You as the pilot have the ability to increase or decrease the rate of descent in this mode. Example if your descending at 250kts to 5,000ft you can select Flaps 1, 2, or 5 and the drag will INCREASE your rate of descent while holding that 250kts. Conversely if your descending to quickly you can manually push up the throttles and the more power you give it the slower rate of descent will occur. THIS MODE HAS NO VNAV FUNCTION OR PROTECTIONS

Where can I find Descent forecast winds?

If you use SimBrief scroll down the flightplan until you see WIND INFORMATION. Here is what that looks like, simply put those altitudes and wind speeds into the FMS DES page, FORECAST section and your done

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!

***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!

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

Cross the Pond Eastbound 2018

On Saturday 27th October 2018, VATSIM is excited to bring you the latest edition of Cross The Pond!

Cross The Pond has been a bi-annual tradition on VATSIM for well over 10 years. The eastbound edition sees pilots depart a selection of airports in North America and fly transatlantic to European destinations. Full ATC, including Oceanic, is provided throughout. All our recent connection records have been broken during Cross The Pond, making it VATSIM’s busiest regular event.

Departure slots will be available between 1100z and 1500z from the following airports:-

John F Kennedy International Airport (JFK/KJFK)
Logan International Airport (BOS/KBOS)
Denver International Airport (DEN/KDEN)*
Toronto Pearson International Airport (YYZ/CYYZ)
Washington Dulles International Airport (IAD/KIAD)

* Departures slots from Denver will run from 1000z to 1300z due to the increased distance.

We will be landing aircraft across the evening in Europe at the following airports:-

Amsterdam Airport Schiphol (AMS/EHAM)
Frankfurt Airport (FRA/EDDF)
Manchester Airport (MAN/EGCC)
Zurich Airport (ZRH/LSZH)

We’re excited to welcome a new airfield to this event, giving pilots opportunities to partake in this event in a new and hopefully enjoyable way. Over 500 slots will be made available, with bookings opening on Saturday 20th October at 1700z at the new Cross The Pond website. While you’re waiting, the site contains plenty of information, including FAQs, if you are new to this event, or if you need to brush up on your Oceanic procedures!

We are looking forward to another enjoyable event and thank the partner airports, ACCs/ARTCCs and divisions for their hard work.

See you in the skies!

On behalf of the CTP Planning Team

This topic has been moved to Events.

https://forums.vatusa.net/index.php?topic=8224.0