Quote from: Matthew Kosmoski on March 14, 2018, 09:28:07 PM

Quote from: Brad Littlejohn on March 14, 2018, 07:27:42 PM

Ahh, but the perfect counter: Shortcuts aren't SOP!

BL.

Agreed.  I've been trying to emphasize the fact that the S stands for standard.

Are you saying that you've NEVER coordinated something that doesn't follow the SOP 100%?

Let's answer this with another question. Are shortcuts SOP? And who sad everything done is always done in accordance to SOP?

SOPs are exactly that: Standard Procedures, meaning "Normal". Shortcuts are not normal, and will require coordination for something that isn't part of SOP. That's why by nature we have coordination. we APREQ for the request, and if we get it from the various affected sectors, we clear the aircraft for their shortcut.

In a sense, that is part of SOP. We coordinate, which coordination is part of SOP. The routing of the aircraft wanting the request would not be part of SOP outside of by the time they are at the Center level, they are already flying the bulk of their SID in question, and are just looking for a more direct route to the STAR in question instead of the route they filed. That really is no different than rerouting them when they are already en route.

All in all, it's a plus for all of us: Saves us time from keeping them on a route that could take longer in your sector and easing your traffic flow, and saves them time for having a shorter more direct route, plus if RW, saves them fuel.

There's bonuses all around for doing this, and again, not everything will follow SOP, which is why we have standard procedures. This is something outside the norm on that, and even with that, can be coordinated with various sectors to accommodate.

BL.

I have been to many centers, and worked at two different ones.  For the LOA's I've read, and worked, there is usually a statement like; You may clear an aircraft to the first fix on the flightplan that is outside your Center. This would mean that when you enter the next center's airspace, you are still going over that first fix in their airspace.

I occasionally get the request from say, ZNY to Clear an Aircraft direct say, SFO...They know better, because the answer is always no, because at the destination Center, you want arrivals to be lined up on a particular arrival and or the proper "gate" for sequencing.

At best you might get direct a fix that is about 200 miles from your arrival airport. That would be best case scenario.

For this I'd have to disagree.

On a flight I had from MKE to LAS, the pilot asked for direct KSINO from joining J60 over DSM (putting this inside ZMP's airspace), and got it. KSINO was part of the GRNPA1 and LUXOR2 arrivals at KLAS at the time. So we ended up getting direct a fix 3 sectors away (the rest of ZMP, ZDV, ZLC, then ZLA).

Also even when listening to ZLA from my scanner, I've heard pilots who on LA Center ask for direct LENDY, and while that was denied, was able to receive direct CRL, which basically is across 5 different sectors (ZDV, ZMP, ZAU, and ZOB), and get it.

So asking for the APREQ is normally what happens, which would be effectively outside of the LOA.

BL.

Pretty sure Parallels (and VMWare, which is what I use personally) is also a VM solution, which requires a Windows Installation.

You're right. It is. So basically CrossOver is the quickest way to have it run.. I may give WINE a try as well, as it appears to have improved from the last time I saw it.

BL.

Quote from: Brad Littlejohn on February 06, 2018, 01:43:31 AM

Who would control this field? This would be the military.

http://www.airnav.com/airport/pkwa

This shows the Atoll being a private use field, owned by the US Army. They would have control over it, making it a military field, not a civilian one.

For something like this, we would take precedence from somewhere like PGUM. They have a tower, has its own Center, but for all intents and purposes, is part of ZAK. For that, it is treated like any tower, or TRACON. However, with it being part of ZAK, the Pacific Partnerships may come into play on that.

BL.

Well, mil has no bearing on vatsim, right?  We don't have separate mil control organizations.  We get all kinds of people flying out of Kelly, Randolph, Laughlin, and NAS Corpus, for example, and we assume control responsibility.

On the contrary. we have VUSN and VUSAF controllers who are not only looking at controlling areas like the Nellis RAPCON and Range, but also all of KEDW and Joshua, to the point where they are looking at drafting up LOAs between the bordering sectors for use.

But being closer to new New Zealand than Alaska, why would you think it's something that would logically be part of ZAK as opposed to HCF?

Because it is covered in the ZAK_W sector, and almost 2200nm west of the southwest border of HCF. PGUM isn't part of HCF, let alone PGRO, PGSN, and PGWT. While Guam basically has its own center, they would be under ZAK, not HCF. For HCF to cover those, HCF's sector would literally as big as the entire CONUS.

BL.

Quote from: Brad Littlejohn on December 23, 2017, 02:06:17 AM

Oh, wait.. I forgot.. there's the parking area parallel next to the 26s at KLAS, with ATC piped in over FM radio.. that's a much harder place to be pulled from!

Can you tell me more about this, or toss me a web link? Sounds like something we should definitely be telling attendees about.

I'll do better.

Here's a screenshot. What you are seeing is Sunset Road, parallel to runways 8R/26L and 8L/26R at KLAS. That portion down at the bottom that says "McCarran International Airport Aircraft Observation Area" is a parking lot where you can park and watch planes arrive and depart. It is packed when Configuration #1 is in use (Landing 26L, 19L/R, departing 19L/R and 26R). In the screenshot there, you also see the sign that says "Tune your radio to 101.1FM to monitor ATC communication". They broadcast KLAS Tower over that channel on your radio (only for the 8s/26s, which is on 119.9), so you can listen directly to the tower from your car stereo, while any other scanner you have, you can tune to the other tower, Ground, Ramp control, Clearance, or any of the frequencies of the TRACON (the TRACON is co-hosted at KLAS).

They also do the same at KVGT, which is 12 miles northwest. That is on North Decatur Blvd, between Rancho Drive and Cheyenne Avenue. That is more of a small park as well, but broadcasts over the same FM radio channel, and has you tucked between the approach ends of runway 7 and runways 12L/R. 101.1FM there gets you KVGT Tower, on 125.7.

Definitely worth picking up something to eat and just hanging out there, as you'll see a LOT of traffic, and see how well we simulate the big boys.

BL.

I'm going to make plans on joining this venture and represent the ZAB ARTCC.  It'll be tough keeping me away from the poker room though....

As someone living in Vegas, I'll tell you that keeping someone away from the poker room is the easy part...

Keeping someone away from the buffets.. It's easier to pull your two front teeth with 20 pair of oxen than to pull someone from a buffet!

Especially that Carnival World Buffet at the Rio... that's some good grub there! 

Oh, wait.. I forgot.. there's the parking area parallel next to the 26s at KLAS, with ATC piped in over FM radio.. that's a much harder place to be pulled from!

BL.

This new .65 every year thing is getting annoying. Plus they are behind the ICAO 4444 with its nice stylus and exploding text.

You forgot the new and exciting <blink></blink> tags to go along with that text!

Oh.. and the return of Clippy.

BL.

Thank you so much guys.  Very in-depth and informative replies.  I feel much more confident in my understanding of this approach based on your explanations. 

I had flown this approach without ATC presence the other day , and with limited understanding of procedural turns, I had a few "what if" questions.

One additional question, if I may:  I use PFPX for flight planning.  I allowed PFPX to provide a route between KLAX and KLAS.  Based on weather at KLAS, it chose 19L for landing.  The STAR it selected was KPEC 4.  Since the KPEC 4 is an RNAV STAR, only showing Rwys 25 L/R, is it allowed to be used for the 19L/R runways or just those shown on the ARR?   - or should I have tried to find a better arrival procedure for this flight?

Thanks again.

Bill Kirkland

A couple of things on this one.

When it comes to the KEPEC4, you can expect ILS 25L, let alone a visual approach to 25L. Most of the time, KLAS is VMC, and in most conditions, visibility is more than 10SM, so you'd definitely get a visual approach. With that being said, you can always put runway 19L or 19R on request, and if there is the availability for it, ATC can accommodate. However, it would more than likely be the visual approach to 19L or 19R.

I say Visual approach in this case, because  roughly 2 miles north of the Stratosphere Tower (which is depicted even in default sceneries) is KLSV: Nellis AFB, which is in military restricted airspace. Because of that, that effectively eliminates the RNAV(GPS) 19L and RNAV(GPS) 19R IAPs. The holding pattern and 2 of the IAFs (SUVIE and HAMIG) are in restricted airspace, and LAPIN, while not in that airspace, gives you a 291 heading that will take you to the to the IF for the pattern or between the IF and FAF, which are just inside restricted airspace. Being cleared for a visual approach with the vectors keeping you south of the restricted space while allowing you to slow and turn final will help there.

And finally, while not part of the FAA plates, there is the RNAV/Visual 19L or RNAV/Visual 19R plate that is available via Jeppesen. That may be an option, but as far as the FAA charts go, restricted airspace severely limits the RNAV(GPS) 19L/R charts.

BL.