ALL FLIGHT SIMULATOR DISCUSSIONS IN HERE

[Dan!]

Was looking for this the other day.. Thanks.

not the hardest thing to fine tbh but ok.. :rolleyes:

[iAdam]

Does it carry on after the error message?

[Dan!]

Ooh yes :]

For The Club:

• You must be able to crab a crosswind landing.
• Must be able to take off using rudder.
• Must know your phonetic Alphabet.
• I'll post some real rules soon

i dont no my phonetic alphabet


and i love Just Flight flying club planes

[lew!]

No Ive clicked retry and it still does it.

[fweggy]

ur comp

[iAdam]

Hmmm, did you buy your FS pre-owned?

[iAdam]

This guide is just a brief explanation of VFR flight.
Resource; Wikipedia.

VFR stands for Visual Flight Rules and is a set of regulations in which a pilot who has a PPL (Private Pilots License) can operate and aircraft when Visibilty and weather allow him or her to control, navigate and maintain safe seperation from obstacles such as other VFR airplanes.

The main collision prevention for VFR pilots is to 'see and avoid' because un like IFR (Instrument Flight Rules) conditions they do not have to follow strict ATC (Air Traffic Control) instructions and are not assigned altitudes like IFR aircraft. VFR pilots have their own responsibility to maintain seperation from other aircraft and are not assigned rountings such as SID's.

Airspace is generally categorized as controlled or un-controlled. The main controlled airspace is Class B which all aircraft are allowed in and which most VFR pilots fly. Class A must not be entered by VFR aircraft and is entered at 18,000 feet. Airports like heathrow can not accept VFR due to airspace regulations. I will not dwelve into Airspaces in this guide but if you want more information, Click here.

Weather conditions that meet the specified terms are called (VMC) Visual Metoerological Conditions. When these are met VFR flying is allowed when they are not it isn't and only IFR is available.

NVFR (Night Visual Flight Rules) are not permitted in some countries the U.K is an exception however the aircraft must have the following;
• a landing light;
• illumination for all instruments and equipment, used by the flight crew that is essential for the safe operation of the aircraft;
• lights in all passenger compartments and;
• an electric torch for each crew member.


This 'guide' was to give basic information on VFR.

C&C welcome and extra additions/corrections also welcome.

[Dan!]

This guide is just a brief explanation of VFR flight.
Resource; Wikipedia.

VFR stands for Visual Flight Rules and is a set of regulations in which a pilot who has a PPL (Private Pilots License) can operate and aircraft when Visibilty and weather allow him or her to control, navigate and maintain safe seperation from obstacles such as other VFR airplanes.

The main collision prevention for VFR pilots is to 'see and avoid' because un like IFR (Instrument Flight Rules) conditions they do not have to follow strict ATC (Air Traffic Control) instructions and are not assigned altitudes like IFR aircraft. VFR pilots have their own responsibility to maintain seperation from other aircraft and are not assigned rountings such as SID's.

Airspace is generally categorized as controlled or un-controlled. The main controlled airspace is Class B which all aircraft are allowed in and which most VFR pilots fly. Class A must not be entered by VFR aircraft and is entered at 18,000 feet. Airports like heathrow can not accept VFR due to airspace regulations. I will not dwelve into Airspaces in this guide but if you want more information, Click here.

Weather conditions that meet the specified terms are called (VMC) Visual Metoerological Conditions. When these are met VFR flying is allowed when they are not it isn't and only IFR is available.

NVFR (Night Visual Flight Rules) are not permitted in some countries the U.K is an exception however the aircraft must have the following;
• a landing light;
• illumination for all instruments and equipment, used by the flight crew that is essential for the safe operation of the aircraft;
• lights in all passenger compartments and;
• an electric torch for each crew member.


This 'guide' was to give basic information on VFR.

C&C welcome and extra additions/corrections also welcome.

Special VFR is use at night in most uk airports

A Special VFR Flight is any flight within a Control Zone which is permitted to proceed in accordance with special instructions issued by the appropriate ATC unit during conditions (either by way of airspace classification, weather or time of day) which would otherwise require compliance with IFR.

Note that SVFR is ONLY permitted within a Control Zone - NOWHERE ELSE.

This means that in a Class A CTR, or in any CTR at night or if the weather is below VFR minima (5,000 metres visibility OR cloud ceiling less than 1,500 above aerodrome level) aircfraft which cannot comply with IFR will require a SVFR clearance.

SVFR flights must be provided with Standard Separation against all IFR traffic and against all other SVFR flights and so any SVFR clearances must be requested from APP for departing flights prior to the aircraft getting airborne.

SVFR arrivals will be sequenced into the arrival stream by APP prior to being transferred to TWR.

Subject to APP approval aircraft may be permitted to conduct circuits under SVFR. Separating such flights from other SVFR traffic and from IFR arrivals and departures is beyond the scope of this manual, these techniques will be taught during practical training where appropriate.


here better guide:

VFR Aircraft and the Traffic Pattern

Flights under VFR rules are allowed in Class B, D, F & G Airspace. They are not allowed under class A Airspace (see the basic manual for more information). Class B in the UK is only above FL245, and there are no airports in Class F airspace, so we merely have to consider the case for Class D and G airports. London Heathrow and the Channel Islands airports are Class A airspace and as such VFR is not permitted. Flights may be permitted to operate under "Special VFR", this will be dealt with later.

The principal difference between VFR in Class D and Class G is the weather minima, control procedures are on the whole very similar.

If an aircraft is departing VFR from an airfield in Class D airspace then ATC must ensure that the weather is not below the minimum acceptable standard. If the reported visibility is less than 5,000 metres or the cloud ceiling (lowest layer of at least BKN cloud) is less than 1,500' then aircraft may NOT be permitted to depart VFR. Again Special VFR may be permitted.

Departing VFR aircraft do not use SIDs to depart airports, SIDs are only used by IFR flights. VFR means Visual Flight Rules and as the name implies the pilot is flying visually.

In class D airspace a pilot may be required to depart the Control Zone via a published standard route, in Class G airspace the pilot is simply required to advise in which direction he will be departing. (North, Southeast etc)

In Class D airspace TWR must request a clearance for VFR departures from APP unless there is a standing agreement that VFR traffic may depart in accordance with specified conditions without individual coordination. In Class G airspace there is no requirement to coordinate VFR departures with APP unless unit instructions specifically require this.

Even without Class D airspace all aerodromes at which ATC is provided (as oposed to AFIS or A/G radio) have an Aerodrome Traffic Zone, of 2 1/2 miles radius up to 2,000' above the airfield. Within this airspace compliance with ATC instructions is mandatory, so ALL VFR departures require an ATC clearance, even though the word "clearance" or "cleared" will seldom be used. For Class G airspace this is likely to be simply a direction of turn out issued with the take off clearance, for Class D airspace this will be an instruction as to how to depart the CTR.
Class D CTR

G-ES at Bravo 4 ready for departure

G-ES Hold position, after departure leave the control zone to the west along the south bank of the river Clyde, VFR not above altitude 2,000 feet

Note that the "clearance" began with the instruction to "Hold Position", this reinforces to the pilot that what follows is NOT permission to take off. Since this is an ATC clearance a reaback is mandatory.
Class G ATZ

G-ES at Bravo 4 ready for departure

G-ES Surface wind 340 at 16 knots, right turn out runway 31 cleared for take off

The only required readback is "Cleared for take off G-ES". The direction of turn does not have to be read back but the pilot must advise ATC if he wishes to turn in the other direction.

Of course there may be circumstances in which, even in Class G airspace, APP wish to restrict the departure to a specific route or level, in which case this must be passed to the pilot, and readback, prior to issuing take off clearance. Such instructions are only of an advisory nature once the aircraft is clear of the ATZ, but are still passed as if they were instructions.

You must not assign a specific altitude or heading to a VFR flight; you may restrict them to not above a certain altitude, or to a specified route or direction of flight. Remember the pilot is responsible for maintaining VFR at all times, and a specific heading or altitude could take the aircraft into cloud.

In class D airspace the pilot shopuld be instructed to contact APP once clear of the ATZ.

In Class G airspace once the aircraft has departed the ATZ, you would normally ask the pilot to contact Approach control but again this is not mandatory.

If the pilot wishes to receive a radar information services he will contact Approach.

To summarise the components of a VFR take off clearance you need to give the following;

1. Clearance (if appropriate) must have been issued and read back
2. Direction of Turn after Departure
3. Wind
4. Runway Designator
5. Clearance to take off

The Aerodrome Traffic Circuit

Many people get confused between the local traffic circuit pattern and an ILS or radar pattern. The local circuit is much tighter and the aircraft would remain in constant contact with the Tower controller throughout the circuit. The VFR circuit should ideally be kept to within one mile of the runway.

The traffic circuit altitude will differ from facility to facility but is normally 1,000' above the airfield. The standard traffic pattern will be left hand, however local procedures and terrain may dictate right hand circuits. The components of the traffic pattern are as follows:

1. Climb out: This is where the aircraft is either taking off or passing directly over the runway.
2. Cross-wind: After departing, the crosswind is the first 90 degree turn that you would make (right crosswind or left crosswind and is normally initiated at 500' above the runway.
3. Downwind: This is the second 90 degree turn, whereby you are flying parallel to the intended runway. This can be a right downwind or left downwind.
4. Base: This is the third 90 degree turn, whereby you are approaching the final approach course.
5. Final: This is the last 90 degree turn, whereby the aircraft is lined up for landing.

The turns will generally not be exactly 90 degrees, they should be made with due allowance for the wind so that the aircraft makes good a TRACK at either 90 degrees to or parallel to the runway.
#

Position 1 – Aircraft reports on downwind leg when abeam upwind end of the runway.

Position 2 – Base leg (this is not a required position report unless asked for by TWR).

Position 3 – "Final" report. Clearance to land normally given here if appropriate.

Position 4 – "Long Final" report (between 8 and 4 miles) when aircraft is on a straight-in approach.

The positions in the traffic circuit are very important because you will generally instruct the pilot to enter the ATZ via these positions;

PH-PAM, join left base for runway 22
Circuits

VFR aircraft frequently make circuits of the aerodrome for pilot training.

Tower G-ABCD ready for departure for circuits RWY07

G-CD, Surface wind 050 at 9 knots, left hand circuits runway 07 cleared for take off

Left hand circuits cleared for takeoff RWY07 G-CD

G-CD downwind left RWY07 for touch and go

Note the pilot has included his intention from the approach. This does not preclude the pilot changing his mind later but it is a useful indication of intentions.

G-CD report final number one

Number one, WILCO G-CD

Alternatively, if the aircraft is not number one, you could specify a nuimber in traffic, in which case you should give details of at least the aircraft ahead (including Vortex Wake requirements if applicable) or you may instruct the pilot to report turning Base or even to report before turning base.

Avoid extending circuit traffic downwind for spacing. Circuit aircraft are generally slow single engined aircraft so if you extend one downwind to fit in behind other traffic it is going to take a LONG time for the aircraft to get back to the runway on final approach. Also single engined aircraft like to stay within gliding distance of the runway just in case the engine stops, from the base leg position, even in an orbit this is still possible, from three mile final it is iompossible. Far better to orbit aircraft at either the beginning or end of the downwind leg for spacing.

DO NOT ask an aircraft to orbit after it has become established on base leg. It is flying at reduced speed with flaps extended and stable level turning flight in this configuration is difficult at least, dangerous at worst. If necessary instruct the aircraft to go around and rejoin the circuit either from overhead the runway or back to the end of the downwind leg.

G-CD final runway 07 touch and go

G-CD surface wind 060 at 5 knots runway 07 cleared touch and go

Cleared touch and go G-CD

[Mr.Sam]

Some screen shots ty

[Recursion]

Nice shots, just not Flight Sim