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2.1_ Altimetry

2.1.1_ Altitudes

Altitude is the vertical position of an aircraft in relation to the mean sea level and is expressed in feet AMSL. Altitude is determined using the altimeter corrected for pressure by using the local QNH or Altimeter setting. Altitudes are used below the Transition Altitude.

EXAMPLE: 7'000 Seven Thousand
EXAMPLE: 12'500 One Two Thousand Five Hundred


2.1.2_ Flight Levels

A Flight Level is the vertical position of on aircraft above the isobaric surface. The Flight Level is determined using Standard pressure (1013.25mb / 29.92"hg). Flight Level are used above the Transition Altitude, and are expressed in in hundreds of feet.

EXAMPLE: 9'000 Flight level niner zero (FL090)
EXAMPLE: 27'500 Flight level Two seven fife (FL275)


2.1.3_ Transition Altitude

Transition Altitude is the altitude at or below pilots use the local QNH/Altimeter setting and fly using altitudes. In North America the TA is always 18'000ft. In the rest of the world TA will vary, usually in the 4,000 - 7,000ft range.


2.1.4_ Where to find the TA/TL

Transition Altitude is published on the approach/departure charts of most aerodromes, and many controllers add it to the ATIS. In North America TA is fixed at 18'000ft


2.1.5_ Correct altitudes for direction of travel

In order to regulate traffic, and ease ATC workload, the semi-circular rule has been created, assigning specific altitudes to aircraft depending on their direction of travel.

IMPORTANT: Some countries modify the directional division of even/odd altitudes. For instance in France, Italy, Spain, Protugal, and Switzerland the Odd/Even rule is divided along North/South headings so: North (270°-089°) is Even altitudes and South (090°-269°) is Odd alitiudes, and in New Zealand it's the iverse.

Diagram of RVSM and CVSM airspace. (21/12/04)

© 2004-2005 - FreeWorld Airways

2.2.1_ VORs

2.2.1.1 _Description

VOR stands for VHF Omni-directional Range, which is a type of ground-based electronic aid to navigation for aircraft. Each VOR operates on a radio frequency assigned to it between 108.0 MHz (Megahertz) and 117.95 MHz, which is in the VHF (very high frequency) range.
VOR systems use two signals at a known difference in frequency to encode direction. A master transmitter sends out an omnidirectional pulse, while the signal from a secondary transmitter is electronically shifted in phase as it is rotated mechanically. By comparing the phase of the two signals, the angle between them can be easily calculated to find the correct radial.

Navigation to and from VORs is based on radials extending away from the station.

Radials extend from the beacon outward, at 1 degree intervals, which means all VORs have 360 radials. Each radial has a reciprocal radial. In other words, the 090 radial, which has a track of 090 From the station, is the same line as the 270 To the station. If the aircraft is on this line, the CDI will be centered when 090 or the 270 is selected with the OBS. The To/From indicator shows where you are in relation to the station. Note the radial is always named after the Outbound heading.

Many VORs have another navigation aid called DME (distance measuring equipment) at the same location. The combination may be called a VOR-DME or VORTAC, depending on wither or not the VOR also has a military transmitter (TACAN). DME provides the pilot with the aircraft's distance from the ground station. By knowing both the distance and bearing from the station, the aircraft's position pinpointed.

2.2.1.2 _The Instrument

The instruments used to navigate using VORs are your HSI and RMI.
On nearly all our aircraft the HSI is digital and located directly beneath, or beside the Primary display.

The HSI consists of:

• A Rotating Course Card (A), calibrated from 0 to 360°, which indicates the VOR bearing chosen as the reference to fly TO or FROM. Some VOR gauges also digitally display the VOR bearing, which simplifies setting the desired navigation track. On most digital VORs the center needle rotates as an entire unit (as in the example above).

• The Omni Bearing Selector (B), or OBS knob, used to manually rotate the course card. On many digital panels the knob is not located directly beside the HSI.

• The CDI (C), or Course Deviation Indicator. This needle swings left or right indicating the position of the aircraft in relation to the selected radial.

• The TO-FROM (D) indicator. This arrow will point up, or towards the nose of the aircraft, when flying TO the VOR station (flying a radial inbound). The arrow reverses direction when flying away FROM the VOR station (flying a radial outbound). A red flag replaces these TO-FROM arrows when the VOR is beyond reception range, has not been properly tuned, or the VOR receiver is turned off. In the above example the plane is flying towards the VOR as indicated by the tiny arrow.

The CDI indicates an off course situation by showing the deviation as an angular deviation from the selected course. The reference is the course selected by the OBS and shown at the top of the gauge. The deviation is referred to in terms of "dots" off course. There are five dots to either side of center and each dot represents 2° of deviation. If the aircraft is on the selected radial, the CDI is centered. If the aircraft is 4° off course, the CDI will be deflected two dots from the center. If the aircraft is 10° or MORE off course, a full scale deflection will be shown (five dots).
Since the off course indication is angular, the closer to the station, the less the actual distance off course. The lateral deviation (distance off course) can be calculated or estimated using the following distances from the station: 
• at 1 nm, 1 dot = 200 ft.
• at 30 nm, 1 dot = 30 x 200 = 6000 ft = 1 nm
• at 60 nm, 1 dot = 60 x 200 = 12000 ft = 2 nm

This matches with the 1-in-60 rule which states: 1 nm off course in 60 nm = 1° course error.

2.2.1.2 _Navigating with a VOR

Tuning to the VOR

Before we can fly using this navaid we have to set up our instruments. Here are the three things to do:
• Select the proper frequency
• Identify the station using the Morse Code identifier
• Set your HSI selector to the nav frequency you are using (nav 1 or nav 2)
• Make sure you are receiving a usable signal (no off flag)

Tracking a VOR radial

Once you have your instruments set up, select the omni bearing of the desired course, to track a radial inbound set the OBS to the opposite of the Radial. (Example: To fly inbound on the 270 radial turn the OBS to 090).
Then orient the aircraft with respect to the desired course. In other words, if you are planning to track To the VOR on a given course, orient yourself intercept the radial as soon as possible. To intercept the radial, turn toward the CDI. An intercept angle of 30° or less is good provided you are not too far off course. For greater distances off course, an intercept angle of 60°-90° may be necessary.

Once you are within 10° of the radial course and a 2 dot deflection you may engage the LNAV autopilot function (LOC on the Airbus fleet) to track the radial automatically, or maintain a heading that will keep you on the desired course. In a no wind situation, the MH on the HI (Magnetic Heading on the Heading Indicator) and the OBS will be the same.

If there is a crosswind, a wind correction angle (WCA) will be required. For example, if you are headed north on a course of 360° and there is a west wind, the aircraft will drift east. A good rule of thumb is to double the number of degrees you are off course and turn that amount toward the desired course, then when on course maintain half that correction. For example, if you notice a drift to the east of two dots (4°) you would turn west (left) 8° or a heading of 292°. When you are again on course, turn right by half of the correction (4°) to a course of 296°. This process is known as bracketing the course. Since the wind may change in direction or strength as you continue along your course, small corrections may be required periodically. For a wind from the east, just reverse the process. The key to tracking a VOR course is small corrections before the error becomes too great, but NEVER 'chase' the needle.

Tracking direct to a VOR

Tracking direct to a VOR is much like tracking a radial, except that here we are going to use the radial that's the most direct.
Once you have your instruments set up, Make a turn direct the VOR using your RMI as reference, then turn the OBS knob until you get a centred CDI and a TO indication (should be somewhat close to your temporary heading) then track the radial as mentioned above

VOR Navigation Examples

Example 1. The aircraft is flying toward the VOR on radial 249. Note that the heading is 069 which is the reciprocal of the radial.

Example 2. The aircraft is flying away from the VOR on the 069 radial. Note the arrow that is pointed down indicating that the VOR is behind the aircraft.

Example 3. The aircraft is flying to the VOR but is off the centerline and will pass to the left of the actual VOR. To correct the aircraft must intercept by turning to the right. A good intercept angle is approx 30°. So to intercept the course turn right to 099 or to make it easier 100. As the line moves toward the center turn back toward the 069 heading.

Example 3. The aircraft is flying to the VOR but is off the centerline and will pass to the right of the actual VOR. To correct the aircraft must intercept by turning to the left. A good intercept angle is approx 30°. So to intercept the course turn right to 039 or to make it easier 040. As the line moves toward the center turn back toward the 069 heading.

©2004-2005 FreeWorld Airways

2.2.2 _Non directional beacons (NDBs)

2.2.2.1 _Definition

An NDB (Non directional Beacon) is a simple radio transmitter operating just below the AM broadcast band, known as the long wave band. It sends out a continuos signal (carrier) in the 255kHz - 526kHz range. The carrier is modulated with the station's identification.

2.2.2.2 _ADF instrument

The instrument used to navigate using NDBs is called an ADF (short for Automatic direction finder). This instrument is a type of radio compass that provides the pilot with the relative bearing of the beacon to which the instrument is tuned to. In simpler terms this means that the needle points directly at the NDB station.
On our aircraft the ADF is usually combined with the RMI instrument, and also had a digital readout on the main HSI/Navigational display.

2.2.2.2 _Navigating with an NDB

Let's look at how not to fly using an NDB:

Homing is easy and instinctive, but it is also inefficient and potentially dangerous. Homing to a station simply means pointing the aircraft in the direction of the station, or ADF needle.

The pilot compensates for the wind by keeping the ADF needle centered with heading adjustments. With the wind constantly pushing from one side, the pilot has to constantly change the heading as he proceeds toward the station to keep the needle on the nose. With homing the crosswind pushes the aircraft away from the direct course and the resulting path to the station will be curved.

The series of illustrations below graphically show why homing is undesirable. To the left the aircraft begins homing to the NDB on a bearing of 090° (heading 090°). The crosswind from the north blows the aircraft off course, to the south. The following images of the aircraft show how it's heading has to be adjusted to maintain the ADF needle on the nose as the wind blows from the North. As it nears the NDB the wind has blown the airplane so far off the inbound bearing that, to keep the needle on the nose, it must fly a heading of 020° instead of the desired 090°.

Why is homing is unacceptable for IFR navigation? Because the aircraft strays too far from the intended course and could stray too close to a hill, a radio tower, or other obstruction. In the worst case scenario the aircraft could collide with an obstruction.

The correct method: Tracking

The only way to fly a straight course to an NDB is to track to the station. Tracking means to establish a wind-correction angle that negates the drift caused by the crosswind. Again, rely on the rule to turn toward the pointer to intercept any course being paralleled. This rule applies whether flying inbound or outbound.

To track to/from an NDB, once you have intercepted the desired bearing, hold that heading for 30 seconds and see what effect the wind has. After 30 seconds check to see how far your needle has drifted. If less than 5 degrees maintain the current heading for another 30 seconds, if not, or after the elapsed time look to see what your drift is, then double that drift back towards the needle for the same elapsed time. Once on course maintain 1/2 the correction angle used to get back on course.

Sound complicated? It's really much easier to explain with images.

Let's look at the following example where we want to go to the NDB on the 065 bearing.

We intercept the 065 bearing to the NDB, and hold heading 065 for 30 seconds.

After 30 seconds we see that we have drifted south (right) of course by 5°,

To get back on course, double the drift first noted and turn toward the needle by that amount, in this case 10° relative, or to a 055° heading. You are reintercepting the bearing.

Hold the intercept heading of 055° until the needle returns to 065°, the desired bearing to the station. Now reduce the correction by half — 5° in this case— to a heading of 060° to compensate for the wind. You should also lead the turn back on track by two to five degrees, depending on how far you are from the station.

This method of correcting for wind drift is called bracketing. You may have to "bracket" several times to establish a reference heading that keeps you on the desired bearing, especially if a long distance from the station. The initial wind correction may be too large or too small to stay on the bearing. If so, adjust the correction. In example C, if the 5° correction (060° heading) proves too much, reintercept the bearing and try a 3° correction with a 062° heading.

Chasing the needle is a common mistake in ADF intercepts, tracking and bracketing. It is so tempting to follow that moving needle. Resist that temptation! Hold the heading steady until the needle reaches the relative bearing that you want, then make the turn.

Near the station the ADF needle will become "nervous," start wiggling and become more sensitive. Again, don't chase the needle, just fly the reference heading. The needle will start to swing to the left or right on passing over a station.

Wait until the needle has definitely swung around to verify station passage—at least five to ten seconds past the ADF station. Then turn to the outbound magnetic heading to determine which side of the bearing you are now situated and how much you will have to correct.

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2.2.3 _Fixes / GPS points

2.2.3.1 _Fixes

Fixes (also called intersections) are waypoints that are defined through a navigation database and are used for precisely navigating through airways, SIDs, STARs, and other phases of flight. They are most commonly tracked using a plane's onboard GPS or FMC instrumentation. Fixes are always given a 5-digit alphanumeric identifier. Sometimes around an airport they are named with some sort of cultural or geographic importance.

Since fixes are not radiobeacons, a pilot cannot track them. Therefore, flying to a fix is simply a matter of entering the identifier of the fix into the FMC or GPS and flying direct to it. Since fixes often contain vertical planning information as part of SIDs and STARs, a pilot will be more concerned about the altitude at which he/she crosses the fix rather than the heading at which it is crossed.

2.2.3.2 _GPS points

Lat/Lon points are similar to fixes, but they do not have identifiers. They are merely latitude and longitude numbers that can be used by any FMC-equipped aircraft. Lat/Lon points are most prevalently used on the North Atlantic as part of the North Atlantic Track system (NAT). For example. let us look at NAT X going westward for flights from North America to Europe:

NAT X: 50/50 51/40 52/30 52/20

In these cases, the real latitude and longitudes are actually:

NAT X: 50 N, 50 W (+50, -50), 51 N, 40 W (+51, -40), 52 N, 30 W (+52, -30), 52 N, 20 W (+52, -20)

Since the FMC in X-Plane uses absolute lat/lon measurements, we would enter the lat/lon points as positive and negative notation shown above.

2.3_ Airways

2.3.1_ Description

In most cases, aircraft, especially airliners, cannot simply fly from one point directly to another. Rather, they must follow designated airways. Airways are an invisible three-dimensional network of roads that zigzag within controlled airspace, linking a series of waypoints (usually VORs and fixes) into an easy to remember route. Sometimes called corridors, most are eight nautical miles wide.
Each airway carries its own name, required airspeed, radio and cockpit instrument procedures, operating altitudes, and rules for entering and leaving the airway.

The low-altitude Airways (Victor airways in Canada and the US) run from 700 feet above ground level to FL245 (FL180 in North America), while High altitude airways (Jet Routes in Canada and the US) run from Fl245 upward (FL180 upward in North America). Within these broad groups, all navigation aids such as radio transmission stations, visual and satellite checkpoints, and the responsible control center have names and unique abbreviations. This complex language is printed on pilot charts and in thick directories. Low-altitude airways are shown on a sectional aeronautical chart.

At points where these invisible roadways intersect, radio signals from ground stations mesh to form an electronic picture on cockpit instruments that looks like a road intersection. The National Aviation Regulations and air traffic control sets rules on how to cross airways and at what altitude, what intersections to use, and at what angle and speed of flight to enter and leave them.

Airways are for civilian aircraft and airliners. A separate system of airways exists for military aircraft that protectscivilian aircraft from the very high-speed military operations and which protects military or government areas from unauthorized flights over their land.

2.3.2_ Flying airways

Flying airways in X-Plane is usually a matter of getting the full waypoint list of an airway (use Goodway's ICAO plan parser to do this or look up the appropriate charts for the area if you can get them), and simply fly point to point within in the airway using the GPS or FMC. At this time, X-Plane does not natively support airways, meaning we have to do everything the manual way.

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2.4_ Charts

2.4.1_ Where to find charts

To ease navigation, enhance the flying experience, and hopefully give ATC a good impression when flying online we highly recommend downloading and using the appropriate charts for your flights.

Ideally we would like to include all relevant charts in a dispatch package that you can download when booking your flights, but this is a VERY time consuming process, and we don't have enough staff right now.

Here is a concise list of where to look for charts:

AIS United Kingdom - Charts for the UK (log: freeworld /password: blueskies)

AIP France - Charts for France and the DOM-TOMs

vACC-SAG - Charts for Germany/Switzerland/Austria

IVAO Canada - Charts for Canada

FAA NACO - Charts for the USA (Click on Online Products, then digital-TPP on the left hand side - that will lead you to a search page)

AIP Spain - Charts for Spain

AIP Denmark - Chart for Denamrk, Greenland, and the Faroe Islands

AIP Sweden - Charts for Sweden

AIS ASECNA - Charts for select african countries

For any place not listed here it's a good idea to visit the IVAO/VATSIM country/division's web site...

2.4.2_ How to use charts

Our training department is still working on this section, but information on how to use charts can be found Here

2.5_ Standard Instrument Departure (SID)

A SID (also called DP) is a Standardized departure procedure used in larger airports to expedite the flow of traffic.

Depending on Country / Airport the SID can be an actual route to join the filed route (full procedure SID), or just climb procedures / initial altitude, with maybe an initial turn for vectors to the first way-point (vector SID).

Let's look at two different SIDs; a full procedure SID (from Europe), and a vector SID (from North America).

2.5.1_ Full Procedure SID

Full Procedure SIDs are in most airports around the world, except in Canada and the US. The SID is usually named after the way-point where it ends, and the 'en-route' portion of the flight begins. The number is the version of the SID, and the last letter indicates which runway it is assigned to.

Let's look at the CPT3F departure out of London Heathrow: (CPT = Crompton; 3 = 3rd edition; F = runway 27R (in this case)).

1. At the top of the page we see general instructions / information about this SID.
2. On the diagram we see the route we will follow: after take-off intercept and fly the LON 258 radial outbound. At 7DME to LON fly heading 272 to WOD NDB, after that direct CPT VOR.
   We also see the minimum altitudes at which we must cross certain points (3000ft at LON 11 DME, 4000 by WOD and 6000 by CPT 8DME).
3. Initial altitude: this is how high you can climb without further ATC clearance. in this case it is 6000ft. sometimes it is not included in the SID and will be assigned by ATC before take-off. If in doubt always check with the tower before take-off.
4. Routing: Finally we have the detailed routing in text format.

2.5.2_ Vector SID

Vector SIDs (sometimes called DP) are mostly found in Canada and the US. The SID is sometimes named after the first way-point, other times it's named after a cultural landmark etc.

Let's look at the Logan 2 departure out of Boston Logan (here we only have a version number, the runways don't get distinct identifiers)

1. On the first page we see a diagram of the route we will follow, or rather the first turn we will make... after that ATC will provide the next heading.

On the second page we get:

1. A general description of the DP, including the initial altitude.
2. Variants to the DP dependant on the runway you are departing from.
3. Note about noise abatement for jet aircraft.

2.6_ Standard Terminal Arrival Routes

A STAR is a standardized arrival procedure used in larger airports to expedite the flow of traffic.

Depending on Country / Airport the STAR will be a route from the last waypoint filed in you flight plan to 1) a holding point, for radar vectors to the ILS, or 2) directly to the LOC. This second type is called a full procedure STAR or RNAV STAR. In both cases the STAR will probably contain descent planning and speed limitations.

In Europe the STAR is usually named after the way-point where it begins, and the 'en-route' portion of the flight ends, although this is not always the case (e.g. the UK where the STAR is named after it's final waypoint). The number is the version of the STAR, and the last letter indicates which runway it is assigned to, or it's variant.

In North America it's much the same except that there is no final Identification letter, and one is more likely to encounter STARs that are named after a local landmark.

Let's look at an RNAV STAR and a non-RNAV STAR.

2.6.1_ Non-RNAV STAR

This is the AMFOU arrival into Nice: (LFMN).

1. The first thing we notice on the diagram is that there are actually 2 AMFOU arrivals, the AMFOU3R and 3P. The difference is that the 3R arrival is only available to RNAV equipped aircraft (with FMS aboard). the 3P only uses radials, and is available to all IFR aircraft.
2. Let's say we are cleared the AMFOU3R arrival. upon reaching AMFOU fly direct ARMUS, then SINRA, and finally DRAMO.
3. Altitude planning: we can plan to cross AMFOU at or above FL200; ARMUS Below FL120 and SINRA anywhere between FL120 and FL60.
4. Speed restrictions: if a holding is required over AMFOU max speed is 240 KIAS; the next speed restriction is over SINRA where if entering the hold max speed is 220 KIAS. There is no other published restriction, but bear in mind the 250kts below 10'000ft always applies unless otherwise mentioned.
5. Holds: there are 2 holding patterns for this arrival. One over AMFOU, the other over DRAMO. these holds are based on fixed distance legs. The first hold is made on the St. Tropez VOR radial 316, we see it is a right hand hold.
   The second hold in on the Le Luc VOR radial 085 outbound. it has a left hand pattern.

(for more information on holds and holding patterns see section 2.6_ Holding patterns)

2.6.2_ RNAV STAR

A full RNAV STAR is a route that will lead you from your last en-route fix directly to the ILS intercept without requiring vectors from ATC.

This is the Youth 2 arrival for the north/south runways in Toronto.

1. First thing we notice: there are 2 different versions, one for the 15s one for the 33s.
2. Say we are "cleared for the ILS 15R via the Youth 2 arrival" this means that we are to fly the STAR, and intercept the ILS without further ATC clearance/vectors.
   The route would be as follows: LINNG YOUTH VERKO MIRUG EPSUN PILKI where we intercept and fly the ILS for 15L.
   
   Now if we were only cleared the Youth 2 arrival after EPSUN we would continue on the published heading (327º)
   
   In the case of an arrival using the 33s clearance to the STAR should mean clearance for the ILS, but it's best to double check with the controller if in doubt.
3. Altitude planning: for runways 15R/L we can plan to cross LINNG at 10'000ft, and EPSUN no lower than 3000ft. For Runways 33R/L it's 7000ft at LINNG
   
   Some RNAV Stars include full descent instructions. In these cases ATC may clear you for a full procedure arrival. This means that you can descent as published without further instructions.
4. Speed restrictions: Runways 15R/L 250 knots at LINNG, 200 knots at EPSUN. For the 33s it's 210 knots at LINNG. Be sure to follow these instructions scrupulously.
5. Holds: there is only one Holding point for this STAR located at LINNG. The hold is on the YYZ radial 160, it's a left hand pattern, and has fixed distance legs.

2.6.3_ RNAV Transition

An RNAV transition is exactly what it's called. Basically a route from the last point of a traditional STAR to the ILS intercept. Here again there will be no vectoring from ATC

2.7_ Holds

In short, holding patterns can confuse even the most experienced pilot. There are many different entry procedures into a simple holding pattern. If we tried to explain them all at once, we would get something like this:



Scary, isn't it?

In this section, we will try to explain the basics of a holding pattern. Furthermore, we will illustrate the most common types of entries into a holding pattern and explain when they are used.

2.7.1 The Basic Holding Pattern

A holding pattern are normally to be demanded by ATC because of for instance delays at arrival airport. ATC will give you necessary instructions how to fly to the holding pattern. It can be included in your route or you will be guided via vectors to fly to a specific VOR/NDB/FIX and make a holding. The most difficult with a holding is the entry, because of the 3 different ways to join the holding. A holding normally is drawn on the STAR/SID/IAL charts with a designated inbound heading to the waypoint where the holding will be performed. The basic holding pattern looks like this:



We see that the hold is shaped like an elongated circle. From the diagram, we note:

1. The hold has both an inbound course (also referred to as the holding side of the pattern) and an outbound course (also referred to as the non-holding side of the pattern).
2. In most cases, aircraft perform a 180º standard turn immediately after passing the holding fix (in this case, it's a generic VOR). There are some holds where the outbound leg is flown on the holding side of the pattern, but these are rare. Thus, we will stick to what is commonly known as a 'standard' holding pattern here.
3. A standard holding pattern is 4 minutes long. It consists of 2 1-minute legs, and 2 1-minute 180º turns. upon crossing the holding fix, the aircraft immediately begins the turn. Upon completion of the first turn, a 2-minute outbound leg is then flown, followed by another 1-minute turn to bring the aircraft back onto the correct inbound leg (often the inbound leg is a VOR radial and is tracked inbound. See 2.2_ Navigational aids for more information on tracking VORs). Also, unless otherwise published, a standard holding pattern is flown at 220 KIAS.
4. There is an imaginary boundary line that crosses the holding fix at a 70º angle. This line is the separator between the use of a direct entry into the hold and the use of parallel or offset entries as shown below.

Speed Restrictions and Leg Lengths in the Hold

2.7.2 Ways to Enter a Holding Pattern



As labeled in the diagram above, the type of entry an aircraft performs when entering the hold differs based on the direction from which the aircraft approaches the holding fix.

• A direct entry is used when an aircraft is bearing towards the holding fix between a bearing of 110º LESS than the inbound course to 070º GREATER than the inbound course, as shaded in yellow above. For example, if the aircraft is told to enter the hold on a 322 radial inbound (resulting in an inbound heading of 142º), a direct entry would be used when approaching the holding fix on a bearing of 032º-212º
• A parallel entry is used when an aircraft is approaching the holding fix from an angle 70º greater than the inbound course to an angle opposite (180º) the inbound course, as shaded in green above. Again, on an inbound leg of 142º, a parallel entry would be used when approaching the holding fix on a bearing of 212º-322º.
• An offset entry (also known as a teardrop entry) is used when an aircraft is approaching the holding fix from an opposite angle of 180º from the inbound course up to an angle less than 110º from the inbound course, as shaded in pink above. Keeping with our example of an inbound leg of 142º, an offset entry would be used when approaching the holding fix on a bearing of 322º-032º.

2.7.2.1 Direct Entry into a Holding Pattern



A direct entry to the hold is the most simple of the three. In a direct entry, the aircraft:

1. Flies direct to the holding fix, or (1a) Flies direct to the holding fix and crosses at a 90º angle (if approaching on the inbound side perpendicular to the holding fix). In the case of step 1a, the aircraft bypasses the first 180º turn, continuing directly to step 3.
2. Performs a right-hand (unless instructed by ATC) 180º standard rate turn (360º in 2 minutes, thus 180º in 1 minute).
3. Flies the outbound leg for the set amount of time.
4. Performs a second right-hand (unless instructed by ATC) 180º standard rate turn to rejoin the inbound leg.
5. Flies the inbound leg and repeats steps 2-5.

2.7.2.2 Offset (Teardrop) Entry into a Holding Pattern



An offset entry is slightly more tricky than the direct entry, as it involves flying an angled outbound leg on the initial entry into the hold. In an offset entry, the aircraft:

1. Flies direct to the holding fix.
2. Upon crossing the holding fix, flies a bearing 30º GREATER than that of the OUTBOUND course (thus with a 142º inbound course, 322º outbound course, the offset leg would be flown on a bearing of 352º). This leg is flown for the same amount of time as a normal outbound leg would be flown.
3. Turns sharply to intercept the inbound leg and flies an inbound leg until crossing the holding fix on the inbound course
4. Performs a right-hand (unless instructed by ATC) 180º standard rate turn (360º in 2 minutes, thus 180º in 1 minute).
5. Flies the outbound leg for the set amount of time.
6. Performs a second right-hand (unless instructed by ATC) 180º standard rate turn to rejoin the inbound leg.
7. Flies the inbound leg and repeats steps 4-7.

2.7.2.3 Parallel Entry into a Holding Pattern



A parallel entry is quite possibly the most difficult entry into the holding pattern as it requires a very rapid turn to rejoin the inbound holding leg. In a parallel entry, the aircraft:

1. Flies direct to the holding fix.
2. 10 seconds after crossing the holding fix, turns to fly parallel to the inbound leg on the outbound course for the same amount of time as a standard outbound leg would be flown.
3. Turns sharply to fly direct to the holding fix.
4. Rejoins the inbound leg approaching the holding fix and crosses the holding fix on the inbound course.
5. Performs a right-hand (unless instructed by ATC) 180º standard rate turn (360º in 2 minutes, thus 180º in 1 minute).
6. Flies the outbound leg for the set amount of time.
7. Performs a second right-hand (unless instructed by ATC) 180º standard rate turn to rejoin the inbound leg.
8. Flies the inbound leg and repeats steps 5-8.

2.8.3 _ILS approaches

2.8.3.1 _Description

NDB and VOR approaches, with their lateral guidance to the runway, greatly improve the reliability of flight schedules. But without the capability to provide vertical guidance to the runway they are limited in utility. No vertical guidance classes them as non-precision approaches.

The Instrument Landing System adds glide-slope, or elevation information. Commonly called the ILS, it is the granddaddy of them all when it comes to getting down close to the ground. In every sense it is a precision approach system and with the most sophisticated equipment it can guide you right down to the runway—zero Decision-Height and zero visibility. In most IFR operations at most airports, this is the approach that most Trainees and First Officers will run into, so learn it well!

2.8.3.2 _The ILS Components

When you fly the ILS, you're really following two signals: a localizer for lateral guidance (VHF); and a glide slope for vertical guidance (UHF). When you tune your Nav. receiver to a localizer frequency a second receiver, the glide-slope receiver, is automatically tuned to its proper frequency. The pairing is automatic.

There's more to an ILS than the localizer and glide slope signals. The FAA categorizes the components this way:

* Guidance information: the localizer and glide slope.
* Range information: the outer marker (OM) and the middle marker (MM) beacons.
* Visual information: approach lights, touchdown and centerline lights, runway lights.

The Localizer

The localizer signal provides azimuth, or lateral, information to guide the aircraft to the centerline of the runway. It is similar to a VOR signal except that it provides radial information for only a single course; the runway heading. Localizer information is displayed on the same indicator as your VOR information.

When tracking the localizer the pilot turns towards the needle in the same manner as with VOR navigation.

The localizer indicator reacts differently from a VOR in several ways.

1. The localizer consists of only a single course.
2. The localizer course needle is four times as sensitive as a VOR needle. Heading adjustments must be much smaller because of the increased sensitivity of the indicator. For VOR work, each dot under the needle represents 2° deviation from course while for the localizer each dot under the needle represents 0.5° deviation from course.
3. Because the localizer provides information for only one radial, the runway heading, the Nav. receiver automatically cuts out the OBS, the Omni Bearing Selector knob. Rotating the OBS still rotates the course ring on the instrument, but has no affect on the needle.

Smart pilots rotate the OBS to the desired localizer heading as a reminder of where they are going.

How sensitive is the Localizer? Near the Outer Marker, a one-dot deviation puts you about 500 ft. from the centerline. Near the Middle Marker, one dot means you're off course by 150 ft.
Specifics of the Localizer

1. The localizer antenna is located at the far end of the runway.
2. The approach course of the localizer is called the front course.
3. The course line in the opposite direction to the front course is called the back course.
4. The localizer signal is normally usable 18 NM from the field.
5. The Morse code Identification of the localizer consists of a three-letter identifier preceded by the letter I. For example, Runway 09L at London Heathrow (EGLL) has an ILS identifier of I-IAA.

The Glide Slope

The Glide Slope is the signal that provides vertical guidance to the aircraft during the ILS approach. The standard glide-slope path is 3° downhill to the approach-end of the runway. Follow it faithfully and your altitude will be precisely correct when you reach the touchdown zone of the runway.

Think of the glide slope as a localizer laying on its side, squirting a signal 3° up into the air, and you'll have it just about right.

Tracking the glide slope is identical to tracking a localizer. If the glide-slope needle swings away from center—up or down—maneuver the aircraft towards the needle by adjusting the engine's power. Don't point the aircraft's nose up or down. The glide path projection angle is normally adjusted to 3 degrees above horizontal so that it intersects the MM at about 200 feet and the OM at about 1,400 feet above the runway elevation. The glide slope is normally usable to a distance of 10 NM.

How sensitive is the glide slope? It's much more sensitive than the localizer. At the Outer Marker, each dot of glide slope deviation equals about a 50-foot excursion from the prescribed glidepath. At the Middle Marker, the sensitivity is an astounding eight feet per dot.

Marker Beacons

Marker beacons are used to alert the pilot that an action (e.g., altitude check) is needed. This information is presented to the pilot by audio and visual cues. The ILS may contain three marker beacons: inner, middle and outer. The inner marker is used only for Category II operations. The marker beacons are located at specified intervals along the ILS approach and are identified by discrete audio and visual characteristics (see the table below). All marker beacons operate on a frequency of 75 MHz.

The OM, 4 to 7 NM from the runway threshold, normally indicates where an aircraft intercepts the glide path when at the published altitude.

The MM, 3500 feet from the runway threshold, is the Decision Height point for a normal ILS approach. On glide path at the MM an aircraft will be approximately 200 feet above the runway.

The IM. 1000 feet from the runway threshold, is the Decision Height point for a Category II approach. See later for description of categories of ILS approaches.

BC ... Most, but not all, airports with an ILS also offer guidance on the back course. The BC marker identifies the FAF for the back course. A Back-Course approach is non-precision since there is no glide path associated with it.

The majority of problems in locating marker beacons are the availability of real estate and access to utilities.

2.8.3.3 _Decision Height

The ILS brings in a brand new term, Decision Height, or DH as you will always hear it from here on. Thus far, the altitude published in the minimums section of the approach plates that you have used has been the MDA, or Minimum Descent Altitude. When flying a non-precision approach, you are not authorized to descend below the MDA unless you can see the runway and make a normal landing.

DH has a similar meaning. The DH for an ILS approach is a point on the glide slope determined by the altimeter where a decision must be made to either continue the landing or execute a missed approach. That's pretty simple.

ILS Categories

For the longest time, the minimums for an ILS approach were one-half mile visibility and a 200 ft. ceiling. Then things began to change, principally the reliability, accuracy, and capability of the autopilot. RVR, a more reliable measurement of visibility, began to appear on approach plates, too.

As these changes evolved, the FAA designated three categories of ILS approaches, with successively lower minimums. Later, they decided that three categories didn't fit all of the desired situations and further expanded it. The next table shows the full range of ILS approaches.

Category DH (usual) RVR Remarks
I 200 feet 2400 feet
I 200 feet 1800 feet With touchdown zone and runway centerline lighting .
II 100 feet 1200 feet Half the minimums of a standard Cat I approach
IIIa <100 feet 700 feet
IIIb <50 feet 700 - 150 feet
IIIc None None Pray that your electronics and autopilot are reliable.

You'll notice that the Cat. IIIc approach is a zero-zero approach.

The autopilot is in full control of the aircraft for any approach below Cat. I. And you can't initiate a Cat. II or Cat. III approach at just any airport simply because the weather minimums require it. Those approaches, like all the others, must be approved and published.

2.8.3.4 _Flying an ILS Approach

Now that you've read enough literature to bore yourself thoroughly, the question is, "How do you fly an ILS in X-Plane?". It's quite simple. We'll use the ILS 09L Approach into London Heathrow as an example:

This is the Approach Plate for the ILS 09L Approach at London Heathrow. Gathering the vital information from this plate, we see that:

1. The approach identifier is I-IAA and the approach nav frequency is 110.30.
2. The final approach course is 93° magnetic heading.
3. Holding points for the missed approach is at CHT (Chatham NDB) to the North. Alternatively EPM (Epsom NDB) to the South may be used. You may be required to hold at one of these points until you are cleared to continue the approach. Holds will be covered in a later section.
4. The missed approach procedure (MAP) is published next to the glide slope diagram.
5. Decision Heights are published below the glide slope diagram.

For this approach, aircraft will be vectored from STARs, Holding Points/Initial Approach Fixes. Let us assume we've been flying a STAR from Lambourne. From Lambourne we would receive radar vectors to complete a downwind and base leg of the approach. At this time, the pilot should tune the NAV1 radio to 110.30 and set the HSI source selector to NAV1. This will ensure that the aircraft's HSI and CDI are slaved to the signal the NAV1 radio picks up (in this case, the 09L localizer and glide slope deflections).

Once the controller clears us for the ILS (listen to and read the example flight in the ATC section for more information), we can engage LNAV and VNAV on the aircraft's autopilot (these buttons may be labeled LOC and APP, depending on the aircraft). Note that according to the plate, we are not allowed to descend below 2500 ft until we intercept the localizer. Once the localizer intercepts, it's a good idea to have the aircraft's moving map display (if equipped), set to APP mode (or HSI mode, depending on the aircraft). This will give an overview of the approach.

Here the aircraft is left of the Localizer, LNAV has just icked in. We see that the Glide path indicator is still inoperative.



Aircraft is now closing in on the Localizer, and glide path has cme alive showing that we are below the glide path. This is the time to engage the vertical ILS autopilot function called VNAV (or APP on Airbus aircraft)



Aircraft is established on the Localizer but is above the glide path. To rectify the situation slow to minimum approach speed, and commence a maximum 1000fpm descent.
Once reaching the glide path shallow out descent and engage VNAV (APP)



Aircraft is now fully established, Localizer and Glide-slope needles are centred.

In addition to a traditional HSI/CDI, many commercial aircraft are equipped with CDI "needles" on their primary horizons. When an aircraft is perfectly centered both laterally and vertically on the ILS, these needles will form a perfect crosshair. The needles move to depict the aircraft's deflections from course. The needles show the corrections that will need to be made to get the aircraft back on the proper course. The horizontal needle depicts the glide slope, and moves up and down as the aircraft passes above or below the glide slope signal. When an aircraft is below the glide path, the needle will move up, indicating that the aircraft needs to move up as well to re-center the needle. When an aircraft is above the glide path, the needle will move down, indicating that the aircraft needs to move down as well to re-center the needle. The localizer needle is the vertical one, which moves right and left to indicate deviations from the localizer. When the aircraft is off the localizer to the right, the needle is further left, indicating the aircraft needs to move left to establish the localizer, and vice versa for an aircraft to the left of the localizer signal.

The general idea to flying an ILS is to "keep it centered"!

3.1_ Call signs

When Flying online the text you enter in the 'callsign' box is used to identify your aircraft on ATC radar scopes, and to identify yourself during radio communications.

When flying a FreeWorld Airways route you should use the flight number preceded by 'FWA', the three letter code of the airline. The voice call-sign of FWA is 'FreeWorld'

EXAMPLE: Your callsign for flight number FW1224 would be "FWA1224" or spoken "Freeworld One Two Two Four"

When flying a FreeWorld route as a trainee you should use the flight number preceded by 'FWA', the three letter code of the airline, and also add a T to the end of the flight number. The voice call-sign is 'FreeWorld (number) Trainee'

EXAMPLE: Your callsign for flight number FW7227 would be "FWA7227T" or spoken "Freeworld Seven Two Two Seven Trainee"

3.2_ Radio Communications

3.2.1_ Initial Contact:

The term initial contact or initial callup means the first radio call you make to a given facility, or the first call to a different controller or FSS specialist within a facility. Use the following format:

Name of facility being called.
Your full aircraft Call Sign.
Your position, your altitude and your request (if applicable).

EXAMPLE: “Schiphol Delivery FreeWorld 1405, Gate C13 requesting IFR clearance to Frankfurt as filed”
EXAMPLE: “London Control FreeWorld 394 with you airborne runway 27L passing 3000ft for 6000ft on a Dover 3 Golf departure”
EXAMPLE: “Chicago Center FreeWorld Express 7783 with you FL200 18nm inbound Pullman VOR”

3.2.2_ Subsequent Communications:

On a subsequent communication with ATC (example: requesting descent) you start the transmission with your call sign, then immediately pass your message.

EXAMPLE: "FreeWorld 058 requesting descent"
EXAMPLE: "FreeWorld 1409 ready for taxi.

When acknowledging an ATC instruction/clearance commence transmission with your message, and finish off with your call sign.

EXAMPLE: Left heading 330, FreeWorld express 7709
EXAMPLE: Roger, cleared ILS 24R, will report established, FreeWorld 1577
EXAMPLE: We'll taxi Alpha, Delta to runway 26 and hold short, FreeWorld 809

We have provided voice recordings, as well as text transcripts of two sample flights, one from Frankfurt to Heathrow, the other from Boston to Toronto. The reason we provide 2 files is that ATC in North America and Europe use somewhat different terminology, we recommend you listen to the example for the region you will fly in most, then when you are comfortable with the terminology you can listen to the example from the other region.

You will find a glossary of every term used by ATC, as well as an example flight further down in this chapter.

3.2.3_ Uncontrolled airspace

It will sometimes happen that no ATC will be online in your region, in this case you should monitor Multicom (see Reserved frequencies). You will also have to make position reports every 15 minutes, and whenever you change course, altitude etc...
Position reports are always made via text, minor variations will occur depending on wether you are en route, or maneuvering on/around an airfield.

Your position report must contain

1) Call sign; 2) Position; 3) Heading; 4) Altitude; 5) actions (if any)

EXAMPLE: FreeWorld 455 is 15nm inbound Kosky VOR heading 330, level FL330.
EXAMPLE: FreeWorld 1894 is vertical Coehill VOR heading direct Simcoe VOR leaving FL350 for 14'000ft
EXAMPLE: FreeWorld 1007 3nm inbound LOGAN, heading 270, FL250 joining the LAM3A arrival for EGLL.

When maneuvering on or around an airfield always direct your calls to the aerodrome traffic.

EXAMPLE: Heathrow Traffic, FreeWorld 095 leaving Ockham heading 070, FL70 anticipating runway 27L for landing
EXAMPLE: LAX traffic, FreeWorld 1655 3nm final runway 25L
EXAMPLE: St. John's Traffic, FreeWorld 1887 rolling runway 29
EXAMPLE: Delhi Traffic, FreeWorld 165 pushing from stand 45B

3.3_ Example Flight

Welcome to frankfurt, where FreeWorld 1029 is about to depart for London Heathrow. This is an example flight containing most standard ATC communications on a European flight..

Audio transcript of Pilot / ATC communication available here (mp3 format, 1mb).

3.3_ Example Flight

Welcome to Boston, where FreeWorld 1826 is about to depart for Toronto. This is an example flight containing most standard ATC communications on a North American flight.

Audio transcript of Pilot / ATC communication available soon.

3.4_ Transponder Codes

A Transponder code, also known as a Squawk code, is a unique four digit octal code (8's and 9's are not allowed) which the pilot's radar transponder should be set to, in order for him to show up correctly on the radar.

In controlled airspace ATC will assign you a Squawk code on clearance.
If in uncontrolled airspace, or when ATC has not assigned you a Squawk code the standard code for IFR flight is 2000 (this may vary according to the country).
If flying VFR in north america the Squawk code 1200 should be used, in most of Europe 7000 is used in place of 1200.

3.4.1_ Transponder modes

The aircraft's transponder has several modes:

OFF: self explanatory

Mode Standby: The first notch... displays code only, used on the ground. In this mode the transponder is not transmitting your Squawk code.

Mode Alpha: The second notch... Transmits aircraft IDonly, but no altitude information. when Squawking mode A a little light will turn on and off from time to time on the transponder. (When flying online squawking mode A is identical to squawking mode C)

Mode Charlie: The third notch... Displays a data box beside your blip on ATC radar (typically including your current altitude and ground-speed). Set transponder to mode C only when holding short of the active runway, ready for departure, or as instructed by ATC. when Squawking mode C a little light will turn on and off from time to time on the transponder.

Mode Delta: The fourth notch... Used for testing only, in mode D the transponder constantly transmits an ident signal.

Squawk Ident: ATC may instruct you to "squawk ident". in this case press the Ident button located on the transponder, your radar blip will flash on ATC radar, and the transponder light should turn on (steady) for a few seconds.

3.4.2_ Reserved Squawk codes:

Some squawk codes have been reserved for special use, using these codes set off an alarm and inform ATC you have a problem.

code 7500 is used in the case of a hijack situation - NOT to be used when flying online.
code 7600 is used in the case of a communication failure.
code 7700 is used in the case of a serious emergency - if you lose one engine it's not an emergency. If you lose both engines it's a different story...

3.5_ Reserved Frequencies

Just like there are special use transponder codes, there are also special use frequencies. They are:

Guard - 121.5 MHz This frequency is only to be used in the case of imminent danger and only to be used if all other methods of communication fail.

En-Route - 122.8 MHz This is the frequency to monitor when not under ATC control, this is the frequency where all pilots will make periodic position reports. (Note in the real world many countries don't have an en-route frequencies, and 122.8 is never used. However 122.8 was chosen as standard for online flight.)

En-Route and Guard frequencies are text only (for online flight).

The phonetic alphabet is used to ease comprehension of spelling over the radio. Here is a list of all the names for the alpha-numeric characters, and how to pronounce the difficult ones.

4.1_ V Speeds

In aviation predefined speeds are called "V speeds" here are the abbreviations of the V speeds you will use most.

Va ....... Design maneuvering speed or maximum airspeed for turbulence
Vb ....... Maximum gust intensity speed
Vc ....... Design cruising speed
Vd ....... Diving Speed
Vh ....... Maximum level flight speed at full power
Vg ....... Best glide speed
Vfe ...... Maximum speed at which flaps may be extended
Vle ...... Maximum speed at which the aircraft may be operated with landing gear down
Vlo ...... Maximum speed at which lading gear can be extended
Vne ..... Never exceed speed
Vno ..... Maximum structural cruising speed, to be exceeded only in smooth air
Vmc .... Minimum controllable speed with an engine out, any slower and the control surfaces will not be able to counter asymmetric thrust
Vs0 ..... Stall speed in landing configuration gear down flaps down
Vs ....... Stall speed in clean configuration (Flaps and Gear Up) sometimes referred to as VS1
Vref .... Landing reference speed (1.3 x VSO)
--------
Vx ....... The airspeed that provides the best rate of climb (higest altitude in least amount of time) It is faster than VY and is most useful for getting to an altitude as quickly as possible
Vy ....... The airspeed that provides the best angle of climb (Highest altitude in shortest distance). It’s typically a fairly slow speed and it most useful for taking off over obstacles like trees
--------
V1 ....... Critical engine failure recognition speed, the maximum speed at which take-off can be aborted
VR ....... Rotation speed
V2 ....... Take-Off Speed, the speed at which the aircraft creates enough lift to fly.
V2min .. Minimum take-off speed

4.2_ METARs and TAFs

Let’s check out a METAR:

METAR (or SPECI for Special Report) KPIT 201955Z (Auto for Automated observation) (COR for correction to observation) 22015G25KT 3/4SM R28R/2600FT TSRA OVC010CB 18/16 A2992 RMK SLP013 T01760158

To help remember the sequence, think of 3W’s at the beginning - WHERE, WHEN, AND WIND.

METAR KPIT 201955Z 22015G25KT

Where

KPIT is the International Civil Aviation Organization (ICAO) station identifier.

When

201955Z is the 20th day of the month.
201955Z at 1955Z time.

Wind

22015G25KT is reported as the 3 digit true direction to the nearest 10 degrees. (Note: ATC towers, Automated Terminal Information Systems (ATIS) and airport advisory service report wind as magnetic.)

22015G25KT next is the 2 or 3 digit wind speed.

22015G25KT a “G” comes next if the wind is gusting.

22015G25KT followed by the 2 or 3 digit maximum speed and units knots (KT)

22015KT 180V260 When wind direction varies 60 degrees or more and wind is greater than 6 KT

VBR Used when wind direction is variable and speed is less than or equal to 6 KT

RMK Peak wind is one element reported in the remarks section whenever the maximum instantaneous speed is greater than 25KT. 22030/15 means a maximum instantaneous wind of 30 KT occurred 15 minutes past the hour from 220 degrees. PK WND 22030/15

Visibility

In North America:
3/4SM meaning _ visibility in statue miles. Miles and fractions are also reported.
(E.G., 2 _ for 2 and _ statute miles visibility

In the rest of the world:
2000 meaning _ visibility in meters.

R28R/2600FT Means runway visual range (RVR). Signifies that the runway visual range for runway 28 Right is 2600 feet. The format is R(XXX) Runway designator including (L)eft (C)enter or (R)ight / (XXXX) 4 digit visibility in feet.

Some coding pilots may also see for Runway Visual Range (RVR) include:
M Indicates that RVR is less than lowest reportable sensor value (E.G., M0600FT)
P Indicates that RVR is greater than higest reportable sensor value (E.G., P6000FT)
V Variable if the RVR is variable between 2000 and 4000 feet for runway 6L: (R06L/2000V4000FT) May contain up to four RVR reports.

SIGNIFICANT PRESENT WEATHER

TSRA: Thunderstorm/Moderate Rain Format is a two character descriptor (E.G., TS, SH, DR) sometimes followed by a two character weather phenomenon (E.G.,RA SN, FG) (See abbreviations Section)

Intensity or proximity of weather phenomenon

“-“ Light
“+” Heavy
“no sign” Moderate
“VC” In the vicinity

Clouds

OVC10CB Specifies cloud amount, height, and type. Overcast clouds are present at 1000 feet consisting of cumulonimbus clouds

Cloud height is reported in hundreds of feet. When clouds are composed of towering cumulus or cumulonimbus TCU or CB will follow cloud height.

The clouds are categorized based on eights (octas) of the sky:

SKC Sky Clear
FEW >0-2 octas
SCT 3-4 octas
BKN 5-7 octas
OVC 8 octas

VV may be listed here for indefinite ceiling such as “VV004” for Vertical Visibility 400 feet

18/16 Temperature/Dew Point listed in degrees Celsius. When temperatures are below zero degrees Celsius, they are preceded by “M” for Minus (E.G., 10/M06 for temperature 10 degrees C, dew point Minus 6 degrees C)

Pressure
In North America:
A2992 Altimerter Setting “A” indicates pressure setting in inches of mecury for United States. Consists of 4 digits: inches and hundreds (E.G., 29.29” of HG)

In Europe and the rest of the world:
Q1013 QNH indicates pressure setting in millibars.

RMK SLP013 T01760158

RMK SLP013 T01760158. Remarks come last.

RMK SLP013 T01760158. Selected station will contain SLP for Sea Level Pressure reported as the last three digits in hectoPascals (Milibars) to the nearest tenth (E.G., 1001.3 is reported as SLP013

RMK SLP013 T01760158. Also, at selected stations, the 9 character code (T01760158) breaks down the temperature and dew point to the neaest 1/10th of a degree Celsius. The “T” stands for temperature and the “0” means positive temperature. A “1” in place of the “0” stands for negative temperature. At selected stations, other temperature codes, such as 10142, 20012, or 4011230084, may appear to document temperatures not related to aviation.

4.2.1_ Abbreviations

Descriptors

BC Patches
BL Blowing
DR Low Drifting
FZ Supercooled/Freezing
MI Shallow
PR Partial
SH Showers
TS Thunderstorms

CAVOK No clouds below 5000 ft AND the visibility is greater than 10 km AND there is no fog, precipitation or snow
SKC Sky clear (No cloud layers observed)

Weather Phenomena

BR Mist
DS Dust Storms
DU Widespread Dust
DZ Drizzle
FC Funnel Cloud
+FC Tornado/Water Spout
FG Fog
FU Smoke
GR Hail
GS Small Hail/Snow Pellets
HZ Haze
IC Ice Crystals
PE Ice Pellets
PO Dust/Sand Whirls
PY Spray
RA Rain
SA Sand
SG Snow Grains
SN Snow
SQ Squall
SS Sandstorm
UP Unknown Precipitation
VA Volcanic Ash

Cloud Types

Ci Cirrus
CS Cirrostratus
CC Cirrocumulus
AS Altostratus
AC Altocumulus
ACC Altocumulus castellanus
NS Nimbostratus
ST Stratus
SF Stratus Fractus
SC Stratocumulus
CC Cumulus
CF Cumulus Fractus
CB Cumulonimbus (sometimes mentioned direcly beside cloud observation)
TCU Towering Cumulus (sometimes mentioned direcly beside cloud observation)

Intensity Values

+ Heavy
No Sign Moderate
- Light

4.4 _The FMS

4.4.1 _Introduction

A Flight Management System is a modern automated flight planning and navigation instrument that is found on most modern airliners, military aircraft, corporate jets and a good number of helicopters and general aviation aircraft. The 'system' actually consists of several components, one of which is the screen/keypad terminal or display/input unit (terminology varies from source to source) that is usually situated, on airliners, on the forward-most section of the central pedestal. Airliners will also often have two or even three such units. In X-Plane, it is this display/input unit that is called the 'FMS'.

There are two variants of the FMS available in PlaneMaker, the 'FMS' and the 'FMS Small' - both have the same functionality and general layout, the only difference is the amount of space they occupy on screen. All our mainline fleet, as well as the EMB-120 is FMS equipped. At the moment, the instrument in the simulator is much less sophisticated than its real world counterpart, reproducing only a few functions of the real thing but using it can seem complicated to new X-Plane users nonetheless. The guide that follows is intended to show you how to manually enter a flight plan from one airport to another with several en route 'waypoints' (Waypoints are specific locations along your flight plan, the journey between two waypoints is known as a 'plan segment') at specified altitudes and how to get the plane to automatically fly that route. FreeWorld flight 1036 from Dublin, Ireland to London-Heathrow, UK is used to illustrate it.

4.4.2 _Entering a flight plan

To follow the example, open our A319/20 and locate it at Dublin, EIDW.
At the start of your flight, the FMS screen will display "Plan Segment 00" on the first line and "???" on the second, where each waypoint's type and code will be displayed (1). While at your airport of departure, before you move anywhere, click the INIT button (2) on the FMS's keypad to initiate a flight plan. You will see the top of the display change from "Plan Segment 00" to "Plan Segment 01" as the FMS has entered the airport you are currently at as the initial waypoint (00) and moved the flight plan on to the next entry for you to enter it.
Ok, so now the FMS knows where you are, you can tell it where you'll be going today. Generally speaking, there are four repeating steps to enter the second and subsequent waypoints in a flight plan:

• First click the appropriate FMS keypad button for the type of waypoint - AIRP for an airport, NDB for a non-directional beacon, VOR for a VHF Omnidirectional Range transmitter, FIX for one of the thousands of preprogrammed, named and charted fixes/waypoints or LAT LON to enter a specific location by latitude/longitude that can't be determined by any of the other types (3). In our example flight plan, the first entry is for a non-directional beacon so click on the NDB button.
• When you have selected the waypoint type, the "???" entry on the second line of the FMS display will be replaced by a type code and a cursor will appear to its right. Type in the identifier code for the waypoint using the FMS's on-screen keypad, not your keyboard. An airport code will be 2-4 characters long. An NDB or VOR code will have 2-3 characters and a fix will have 5 characters. Note that naviad and fix codes may be duplicated worldwide. If you enter a code that occurs more than once in the sim's database (the nav.dat and fix.dat files), X-Plane will assume that you want the navid or fix which is closest to the previous waypoint - this works well in most scenarios. Entering a latitude and longitude requires a few more keytaps, five characters each and you must use leading zeros where appropriate. Use the +/- button (4) on the FMS's keypad to get westerly/southerly latitudes/longitudes. When you have entered a valid code for an airport or navaid, it's name will appear on the third line immediately below the code. In our example flight plan, the first waypints code is "OE" so type 'O-E' on the FMS keypad, "Dublin NDB" will appear on the third line.
• After entering the code, you need to enter a target altitude at which you will fly towards the waypoint. To do this move to the fourth line of the waypoint's display by clicking on the fourth button down at the side of the screen (5). Then type in the required altitude - note that you must always type in five digits so if you want to fly at an altitude below 10,000 ft, you must enter leading zeros. In our example flight plan, the first waypoint is on the departure and so relatively low at 3,000ft. Type '0-3-0-0-0' on the FMS keypad.
• Press NEXT to move to the next waypoint to enter its details in the same manner. See the table at the end of this page to get all the waypoints for our example flight plan.

To delete any waypoint, display it by using the NEXT or PREV button (6) and then click on the CLR button (7).

For the last waypoint, your destination, you will presumably enter an airport code such as "EGLL, London Heathrow" in our example. Note that if you enter the airport's height above sea level for this waypoint or even "00000ft", you are likely to fly into the ground before you get there! If you know that the penultimate waypoint is on the descent to or relatively near, i.e., within 80 miles, to your destination airport, then its best to enter either a pattern/approach altitude for the final waypoint (the airport). If the last leg is going to be fairly long, then enter an appropriate cruise altitude. Or, as in our example, the flight plan entered includes the STAR in detail and the last leg is essentially the final approach, you can enter an altitude which is the airport altitude plus your minimum safe altitude AGL for the approach.

Okay, now the FMS knows where we are, where we want to go and the route to follow. Its time to start up the engines...

4.4.3 _Following a FMS flight plan:

You can of course, fly your flight plan manually. Routes from one waypoint to the next are shown as bright red lines (8) on the EFIS Moving Map (the heading bug is a dark red line). Most aircraft that have an FMS will also have a moving map. Also, HSI instruments can have their sources switched to GPS/FMS mode to show the direction to the current waypoint. The EFIS should also have a DME-to-waypoint display (9) which will show the ID code for the currently active waypoint, the estimated time of arrival at current speed and the distance to it in nautical miles.









To fly a flight plan by autopilot, before you take off use the PREV/NEXT keys to get to the second waypoint ("Plan segment 02") and ensure it is the active waypoint by pressing the "->." button (10). Taxi to the runway (It is assumed that you'll use EIDW's Rwy28 in our example) and take off using manual controls. Once you've climbed out you can activate the autopilot's FMS-following mode by selecting GPS/CDU mode on the HSI selector, and pressing LNAV (11) (called 'LOC' on our Airbus fleet). The autopilot will start turning the aircraft towards the active waypoint. This action will also transfer the waypoint's 'Fly at' altitude to the target altitude display on the autopilot (12). Activate the autopilot's ALT/HLD mode and the autopilot will climb the aircraft to the target altitude at the climb rate set in the autopilot VVI setting (which you can change to a value suitable to your aircraft's performance). NB: if you want the autopilot to control throttle, you must set the desired speed and activate the autopilot's SPD, IAS or ATHR mode manually.

When the aircraft reaches the currently active waypoint, the FMS's active waypoint will automatically switch to the next Plan Segment and any altitude change will be passed to the autopilot. You do nothing unless you want to change the speed or rate-of-climb/descent settings on the autopilot.

If for some reason, the FMS fails to switch to the next waypoint automatically, you can force it to step forward by using the NEXT button to display the desired waypoint and then the "->." button to activate it. You can also use this technique to skip waypoints if you so wish. Note that in v6.70 of X-Plane, the simulator does not anticipate changes in course as well as it did in earlier versions and, having reached one waypoint it may 'overcook' the turn and take some time to get on the right course to the next waypoint. Hopefully this will improve again in v7.xx. Tight turns (>45 degrees) will always cause the plane to stray some way from the point-to-point red line on the EFIS Moving Map (13).

As you approach your destination you will want to decouple the autopilot from the FMS by deactivating or changing the mode on the autopilot. Exactly when to do this depends on the precision of your entered flight plan and how you intend to land the plane. If you are intending an ILS approach or any other published approach which utilises navaids then you should have your flight plan bring you to a point, usually about 10-30 miles out where you can intercept the navaid signals. If you are going to use X-Plane's ATC to guide you in, you may want to disengage the FMS somewhat earlier. If you will be using a visual approach then you can enter a flight plan that will bring you to within sight of the airfield on the runway heading at an appropriate decent rate (14).

4.4.4 _ Saving and Reusing FMS Flight Plans

You will have noticed that it takes a while to enter a detailed flight plan. The good news is that you can save/load flightplans that you wish to use again and again to/from discreet files at any time using the LD and SV buttons on the bottom-left of the FMS keypad. File names should have a ".fms" extension and are stored in X-Plane's ../Output/FMS plans/ folder. We are working on providing prepaired dispatch packages containing flight plans, and other info for our routes, in the mean time the popular third-party appliction 'Goodway Flight Planner' can be used to decode our ICAO routes, and create .fms files. More information on the Goodway website.

4.4.5 _Example Flight Plan: FW1036 Dublin - London Heathrow

This flight plan is a short-haul flight served by FreeWorld from Dublin (EIDW) to London Heathrow (EGLL). This flight is scheduled on our A319/20, but if you are not rated for these aircraft yet you could fly it (but not log the flight) in our EMB-120. Today we will depart on Dublin's Runway 28 using the 'LIFFY2A' SID (Standard Instrument Departure) (click on first map) to join the company route between EIDW and EGLL, i.e., east via upper air route UL975 to the Wallasey VOR and then south-east via upper air route UL10, cruising at FL310 (31,000ft). We plan an aiirval intoto Heathrow's Runway 27L is via the 'BNN2A' STAR (Standard Terminal Arrival). Under normal operation, the STAR will take you as far as the Bovingdon (BNN) VOR at FL90 (9,000ft), after ATC will vector you to intercept the ILS for Rwy 27L. However, the FMS flight plan includes further segments that will allow the plane to be follow the correct radio-failure procedure to intercept the ILS or even to follow the glidepath to 1 mile short of the runway (click on second map).

You can download the ".fms" file for this flight plan here.

Many thanks to Cormac Shaw of the X-plane Irish hub for allowing us to use and adapt his excellent

5.1_ XSquawkBox User's Guide


5.1.1_ Introduction

XSquawkBox connects X-Plane to an online flight network. This flight network is made up of users flying in a virtual world with X-Plane, Microft Flight Simulator(MSFS), and other flight simulators. The network also has users acting as air traffic controllers, watching your plane on radar scope and control tower software and providing for the safe and expeditious movement of aircraft.

Please read the installation and using XSquawkBox sections completely; they contain the minimum information you need to use XSquawkBox.

5.1.2_ If You Are New To Online Flight

5.1.2.1_ Where do I begin?

Before you can fly online, you must join an online flight network, like VATSIM or IVAO. Each network has a homepage that allows you to sign up, receive a free pilots ID and password, and get IP addresses for the network's servers. The networks also have information for beginners.

• http://www.vatsim.net/
• http://www.ivao.org/
• http://www.flightproject.org/

The XSquawkBox web page also has a forum for new users of XSquawkBox.

5.1.2.2_ Which Version of this plugin do I need?

XSquawkBox comes in two versions - the IVAO and VATSIM variant. Download and install the appropriate plugin for the network you will participate in. For a network other than VATSIM or IVAO, use the IVAO version of the plugin.

5.1.2.3_ What Happens in Online Flight

The online flight environment is a virtual world that simulates all aviation activities. You will see other aircraft in the sky and on the ground and be able to hear/see text from the other pilots. ATC will monitor you on radar-scope simulation software, issue vectors to you, and provide separation services. XSquawkBox will set X-Plane's weather to match real world weather.

While online, you are expected to follow basic real-world aviation procedures. You will need to file an IFR flight plan when flying in controlled airspace under instrument weather conditions.

5.1.2.4_ Basic Etiquette of Online Flight

Here are a few basic suggestions for successful online flight:

• When in doubt, always obey ATC instructions, particularly regarding administrative matters.
• Do not connect to the network while in flight or parked on a runway or taxiway. Position your aircraft on the ramp first, then connect to the network. Otherwise you might plug in just in time to see another aircraft bearing down on you!
• Do not connect to the network with X-Plane in demo mode!
• Do not pause X-Plane! If you pause, other aircraft that are behind you will crash into you, since you will appear suspended in mid-air or stopped on the ground. Opening any windows (weather window, plates windows, etc.) will pause the simulator, so fully configure x-plane and download approach plates and charts from the Internet before taking off.
• "Aviate, Navigate, Communicate." Your first priority is to fly your plane safely, second is to follow your intended route, and third is to talk to ATC. Don't let talking to ATC endanger your flight.

5.1.3_ If You Are New to X-Plane

X-Plane is an amazing simulator, but it also takes some getting used to. A few notes about X-Plane:

5.1.3.1_ X-Plane Releases and Upgrades

X-Plane is updated on a continuous basis. When buying a version of X-Plane, you receive access to all future upgrades in that major version. In other words, if you buy X-Plane 7.20, you may upgrade to the highest X-Plane 7.xx product. Typically a major version of X-Plane comes out every two years; version 7.15 is just about to be released as of this writing.

The X-Plane demo download is exactly the same as the real X-Plane application; having a CD'unlocks' X-Plane, allowing you to leave the Southern California area and fly for more than 6 minutes with the joystick. All of X-Plane's features are in the demo; frame rates you see in the demo will by typical of the full version; bugs in the demo are in the full version too. The demo does not hide anything (except the rest of the world).

Before you use XSquawkBox you may need to update to a newer version of X-Plane (for example, if you have X-Plane 6.25 you'd need to upgrade to 6.70). However, you may not want to take the latest X-Plane upgrade until you are sure that it will work; sometimes the latest upgrade ships with bugs. The latest version of X-Plane is provided in the form of the X-Plane demo; you must merge these with any custom files you have (for example, the XSquawkBox plugin).

For example, if you have X-Plane version 7.00 and you want to upgrade to X-Plane 7.10, you would download the X-Plane 7.10 demo and merge the X-Plane 7.10 demo files with your files from X-Plane 7.00.

You do not need to install the old version of X-Plane that came on your X-Plane CD; you can simply download the latest X-Plane from the web and run it using the CD in the drive to unlock the joystick.

X-Plane betas are released publicly. If you are not an experienced X-Plane user, I do not recommend participating in the beta program, as X-Plane betas are often unstable. The purpose of the beta program is to find bugs in X-Plane; if the beta builds were not buggy, they would be releases.

When upgrading X-Plane, I recommend caution. Download the new X-Plane first and try it, then move your airplanes and plugins to the new version and delete the old only when you're sure the new version works with your system.

5.1.3.2_ Global Scenery

Laminar Research and the Global Scenery project (GLoS) provide scenery for the entire planet Earth. This scenery can be obtained by purchasing a set of CDs from Laminar Research (X-Plane 7 comes with the latest scenery CDs), or scenery may be downloaded for free as sets of 10x10 degree areas from the GLoS website at http://www.glos.webhop.org/.

This scenery is not photorealistic and has limited accuracy. It is generated from government GIS data and is reasaonably accurate to real-world topology and coastlines. The Southern California scenery that ships with X-Plane (not counting San Bernardino) is an excerpt of the global scenery.

If you are considering purchasing the global scenery, especially to upgrade from previous global scenery CDs, download an area you know well from the GLoS server first so you can evaluate the quality of the scenery and understand what you are buying.

5.1.3.3_ Custom scenery and Add-ons

Custom scenery is also available for X-Plane. Simply drag a custom scenery package into the "Custom Scenery" folder.

X-Plane features many add-on planes, scenery, and other content, most for free. The X-Plane home page (http://www.x-plane.com/) contains links to many portals and other sites that contain free content.


5.1.4_ Installation and Setup

5.1.4.1_ Installing XSquawkBox

There are two versions of XSquawkBox: one for VATSIM, and one for IVAO (and other networks). XSquawkBox comes as a .zip archive for Windows or a .sit archive for Macintosh. Make sure to download the correct version of XSquawkBox for your platform and your network. Once unstuffed or unzipped, the XSquawkBox files for Mac and Windows are almost impossible to tell apart.

To install XSquawkBox, simply decompress the archive and copy the contents of the "for plugins folder" folder into the "X-System/Resources/plugins" folder.

Important: The XSquawkBox.xpl file should be directly inside the X-System/Resources/plugins folder. The "XSquawkBox Resources" folder will sit inside the plugins folder, too.

When XSquawkBox is installed correctly, there will be an "XSquawkBox" menu item in X-Plane's "plugins menu". If you do not have a plugin menu, your X-Plane is incapable of running plugins.

5.1.4.2_ Installation for Flying on Both VATSIM and IVAO

If you wish to fly on two networks, you will need to install both XSquawkBox for IVAO and for VATSIM. Download both installations, but keep only one XSquawkBox plugin (.xpl) file in your plugins folder at a time. You may use one "XSquawkBox Resources" folder for both networks, but you will have to quit X-Plane, remove one XSquawkBox plugin from the plugins folder, and replace it with the other, before restarting X-Plane.

5.1.4.3_ What You Need To Do Before You Fly

Most of XSquawkBox configures automatically, however, there are three important things you must do:

• Get the Latest X-Plane. If you are not used to getting X-Plane updates, please see the "If you are new to X-Plane" web site. The XSquawkBox web site will indicate what versions of X-Plane work with XSquawkBox, but usually the latest non-beta X-Plane is best.
• For VATSIM voice, set up your default audio hardware. Pick the audio devices you want to use from the "Setup Audio" dialog box and then click "Setup Mic" to calibrate and test your microphone.
• For other networks, there may be additional plugins that allow XSquawkBox to use voice technology. See the XSquawkBox home page or network home page for more information. As of this writing, IVAO is developing a voice plugin for XSquawkBox.
• Get your pilot's ID and server IP address for your network. If you don't have a pilot's ID, visit the home page of your favorite network and register. Typically the networks will list server IP addresses on a home page and have an online form for receiving a pilot's ID by email.

Once you've installed XSquawkBox and done these things, you're ready to fly. Read the next section to learn how to use XSquawkBox; if you're not used to online flight, see the section for new users.

5.1.4.4_ Important X-Plane Settings (for X-Plane 7)

A few things you must set in X-Plane for normal operation:

1. In the rendering settings dialog box, set the number of planes to at least 8.
2. In the rendering settings dialog box, enable loading fixes (version 7.00 only).
3. In the rendering settings dialog box, turn off "draw aircraft on the ground" (7.10 and higher).
4. If you are using VATSIM with voice or another voice-over-IP system, you may want to turn off "background radio chatter" in the Sound dialog box.

5.1.5_ Using XSquawkBox

Please read this section completely before connecting to the network.

5.1.5.1_ Connecting to the Network

To connect to the network, please pick'Connect...' from the XSquawkBox submenu of the plugins menu in X-Plane. A dialog box will come up asking for the following fields:

• Callsign. The callsign you will be known as on the network. It must include only letters and/or numbers. Examples: N1943, DAL2024
• (Aircraft) Model. The ICAO equipment code of your aircraft. Pick a manufacturer from the left menu and then an aircraft model from the right menu.
• Real Name. Your full name. Examples: John Q. Smith
• Server. The IP address or domain name of your server. Examples: 65.1.160.227.87. You may also pick from a recent server.
• Port. The port for the server you will connect to. Nearly all major networks use port 6809; nearly all training servers use port 6820.
• ID: Your pilot's ID. You receive this from your flight simulation network. Example: 810123.
• Password: the password for your flight sim network. It will appear as stars so that other people cannot read it.

Click the connect button; you will see the prompt "connecting..."at the top of your screen. If the login is successful, you will then see the welcome message for your flight simulation network. If you cannot login, you will receive an error message. If the server cannot be reached at all, you will simply see "You have been disconnected."

5.1.5.2_ Disconnecting

To disconnect from the network, pick "Disconnect" from the XSquawkBox submenu of the Plugins menu. After a few seconds, the message "Disconnected" will appear on the screen.

You may also be disconnected inadvertently due to internet problems or if a supervisor removes you from the network.

5.1.5.3_ Operating the Transponder

A transponder is a radio transmitter and receiver on your airplane that helps air traffic controllers see you on their radar screens. The transponder transmits a four-digit code (often called a "squawk code") that identifies your aircraft.

The X-Plane transponder on your airplane's panel controls your squawk code as seen by air traffic control on the network. If you do not have a transponder on your plane's panel, you will not be able to change your transponder settings and may not be allowed on your network. You can add a transponder to your aircraft's panel using PlaneMaker.

Use the keyboard or mouse to change transponder codes as assigned by ATC. Do not ever let the transponder read 7500, 7600, or 7700; as in real life this will trigger alerts for ATC.

To put your transponder into ident mode, click the'ident' button on your transponder on the x-plane panel with the mouse.

Before X-Plane version 7.10, X-Plane transponders did not have a working standby/Mode C switch. For these older versions of X-Plane, you cannot put your transponder into standby or normal mode-C operation using the X-Plane panel; you must do this using the "Standby" item on the XSquawkBox menu. When you connect, your transponder will be in standby mode; pick the menu item to toggle between normal and standby mode. The menu item will have a light next to it when you are in standby, indicating that you are in standby mode.

For X-Plane 7.10 and more recent versions, simply set the transponder to standby or mode C by clicking on the panel. The light on the transponder will blink when you are squawking mode C.

5.1.5.4_ Talking on the Radio

X-Plane allows you to talk on the radio using either text with the keyboard or voice, where available.

You will receive and send text and voice radio messages only on the frequency specified by your com1 radio. You must tune your com1 radio to the frequency you want to listen to. No other facilities except your com radio exist for changing frequencies in XSquawkBox; your com radio matters!

When someone sends a radio message to you via text, it appears on your windshield with tinting. The messages are color coded based on the origins of the message.

To broadcast, press return; a text entry field will appear. You can type messages or use the mouse to edit. Press return again to send the message, press escape to cancel sending. When you are typing, you cannot use keyboard shortcuts to control the sim. Keyboard focus will return to the sim when you press return or escape. Also, you cannot access X-Plane's built-in "AI ATC" functions while on XSquawkBox.

You can also send messages privately directly to a user by using the syntax

.msg <callsign> <message>

Use the tab key to bring up the last radio transmissions if they have disappeared and you must review one. You can use the page up/page down/end/home keys to scroll through a history of the last 1000 radio messages.

Note: X-Plane only provides 2 decimal places of tuning on the com radios, e.g. 134.12. XSquawkBox works to 25 khz intervals, so this will be treated as 134.125 mhz and tune correctly. Air Traffic Controllers should tune to the full 3 decimal-place frequency, e.g. 134.125. XSquawkBox cannot tune to 8 khz intervals.

5.1.5.5_ Filing a Flight Plan

You can file a flight plan from XSquawkBox. Pick the "Send Flightplan..." menu item from the XSquawkBox menu. A flight plan dialog box will appear. From this dialog box you can enter your flight plan and then press Send to send it to the network.

On VATSIM if ATC has edited your flight plan, sending a new one may have no effect. If you resend a flight plan and the controller does not receive it, notify the controller that he or she must refile the flight plan for you.

Tip: even if you have already filed a flight plan online via the VATSIM web page, or even if you are flying VFR and do not intend to request ATC services, you may still want to fill out the flight plan dialog box with a departure and destination airport; XSquawkBox will use this information to correctly set up weather from your departure and destination airports, rather than airports nearby your departure and destination.

5.1.5.6_ A Few Gotchas

Do not use X-Plane's ATC functions to check the local weather; the results will not be accurate. XSquawkBox does not download a metar.rwx file. Use the .metar command (listed below) to check weather online or use ServInfo.

Do not pause the sim or open modal dialog boxes; this will both freeze you in space and cause you to stop hearing voice transmissions (if on VATSIM).

5.1.5.7_ Using Voice on VATSIM

This section is for VATSIM users only. Other users should refer to their network's documentation on voice.

Before you can use voice online, you must choose and calibrate your audio hardware. Pick "Setup Audio..." from the XSquawkBox menu. Two popups will let you choose devices using either Wave or DirectSound input. Try DirectSound first, but try Wave if DirectSound does not work. You may use any audio device; if a device is not compatible with XSquawkBox, an error message will show below.

The volume slider reduces the volume of just voice transmissions; use it to balance volumes with the rest of X-Plane's sound. You may want to turn off X-Plane's built in radio chatter, etc.

Once you have picked hardware, pick'Test Mic'. This will take you through a wizard that sets up your squelch and mic levels and helps you diagnose problems. The squelch level is the level at which your mic does not transmit, and is important for reducing engine noise over the network.

Note: You must go through the mic wizard every time you pick a new input device!

Warning: Your push-to-talk keyboard key will block out any previously mapped X-Plane keystroke. But your push-to-talk joystick button will activate both push-to-talk and any other mapped X-Plane function!

Once your audio settings are set up, fly normally. When you tune into a controller with a voice room (using the com1 radio), you will see messages first that you are joining the voice room and then that you have joined. When you are connected to a voice room, hold down the ` key to talk. You will hear other controllers and pilots.

5.1.5.8_ Using Voice on Other Networks

While XSquawkBox does not have built-in support for voice on networks other than VATSIM, various developers are writing plugins that add voice capability to XSquawkBox. To find these plugins, visit the XSquawkBox home page or your network's home page.


5.1.6_ Troubleshooting

The online flight environment is a complex one with lots of interoperating software; here are a few tips for trouble-shooting XSquawkBox problems.

5.1.6.1_ An aircraft does not look right, or another aircraft looks like my aircraft or my control surfaces move wildly.

This can be caused by not having enough airplanes enabled in X-plane 7. Make sure all 10 airplanes enabled are enabled.

An airplane may also not look right if the user simply has not signed on as the right kind of airplane. The text files that configure online aircraft are not always correct. The XSB_Aircraft.txt file maps ICAO codes of aircraft to one of seven models. If the mapping isn't ideal or there is a typo or missing aircraft, please email me. But please remember, with only seven aircraft a lot of the matches are going to be poor.

If you want to trouble-shoot plane models, you can type:

.debug models=1
.debug csl

The first command will cause XSquawkBox to show the ICAO code it has for incoming aircraft. If an incoming aircraft has the wrong ICAO code, that can cause its model to be wrong. The second command dumps a list of every plane's ICAO code and X-Plane model to the Error.out text file. If, upon inspecting this list, you are not happy with the matches, edit the XSB_Aircraft.txt file.

5.1.6.2_ Distorted audio while using integrated VATSIM voice

Sometimes this is caused by the sum of VATSIM voice and X-Plane sounds overloading your sound card. For X-Planes versions older than 7.10, try using the'wear headsets' option in the sound configuration dialog box to turn down X-Plane's sound effects. For X-Plane 7.10 and on, turn down the master volume slider for X-Plane (and for XSquawkBox in the Audio Setup dialog). If you have two sound output devices, put XSquawkBox on the sound output device X-Plane does not use to improve audio a lot.

5.1.6.3_ Macintosh Crashes while using integrated VATSIM voice

This is a known and unfortunate problem that often happens after 3-4 hours of flight. If you would like to use XSquawkBox for VATSIM without integrated voice support, open the XSquawkBox preferences file. Under the [debug[ section, change the line disable_audio=false to disable_audio=true. Restart X-Plane; XSquawkBox will not initialize voice support.

5.1.6.4_ Weather appears wrong

First let me clarify a few things:

• XSquawkBox does not use X-Plane's real weather system. XSquawkBox does not download or create a metar.rwx file, and it will disable RealWeather while you are connected to the network. You can use WeatherMe while flying XSquawkBox, but since RealWeather will be off, doing so will have no effect and simply wastes CPU cycles.
• You will see the local weather reflected in your weather configuration screen.
• XSquawkBox's weather is very much limited by the network; it can only get weather from a station that is reported on the network, and part of the METAR analysis is done by the servers. If the servers analyse the weather incorrectly, XSquawkBox will often show the wrong thing.

XSquawkBox will load the nearest weather station it can find (based on X-Plane's list of airports) every few minutes; this time can be set in the preferences. If you have filed a flight plan, your departure and arrival airports are preferred to the nearest one so you do not pick up the weather of a satelite airport you fly over on final approach. If X-Plane cannot find weather for an airport, it picks the next one and keeps trying.

You can view this process by using the .debug command to enable weather viewing:

.debug weather=1

to enable weather loading. You will see weather messages show up on the screen as XSquawkBox loads new weather.

If XSquawkBox ever says it loads a METAR but the weather does not reflect this (e.g. the METAR says rain but it is sunny out), email me the METAR and I wil investigate. There is a known bug right now (fixed on VATSIM, unknown for other networks). If a METAR is in the form:

EGNS 170620Z 09007KT 060V120 CAVOK 16/13 Q1015

You may see an outside air temperature of zero degrees Celsius.

If XSquawkBox does not find the weather for your favorite airport, but rather a nearby one, this is due to the network's set of reported weather, not an XSquawkBox issue. You can ask your favorite network administrator to try to find weather for this airport, but this is not an easy task and they may not be able to help you immediately. Some smaller airports do not have weather available online for networks to use.

In summary: what XSquawkBox says it loads in red is what you should see; if what it says it is loading is wrong, this is a network problem; if the loading doesn't match what it says it will load, this is either an XSquawkBox or network bug, but either way report it to me. You will see the latest weather in the weather setup dialog box, but no METAR.rwx will be created.


5.1.7_ Reference

5.1.7.1_ Commands In the Text Radio

From the text radio you can use the following commands:

.msg <callsign> <msg>

This sends a private message to the specified callsign. Note: you do not get a warning if the message did not go through. You can message someone anywhere in the world even if you cannot see them (because they are out of range).
.msg N1975 Hey George, haven't seen you in a while!

.atis <controller>

This retrieves the "ATIS" of a controller. The "ATIS" is a personal message that each controller sets in his or her radar client. It is automatically displayed when you tune that controller's frequency.
.atis BOS_V_APP

.metar <ICAO>

This fetches a weather report for an airport.
.metar KBOS

//<frequency>

This lets you tune your com1 radio to any radio frequency, including a 25 khz frequency like 134.125. Note: once you tune to a 25 khz frequency, X-Plane will jump from 25 to 75 khz instead of 0 to 50 khz. Tune to a 50 khz frequency using the // command to restore X-Plane to its normal operation mode.

//134.125
//120.6
//135.05

.debug <function>

This command allows you to debug various functions in XSquawkBox. For advanced users only.

.debug weather=0
.debug weather=1
.debug models=0
.debug models=1
.debug csl

5.1.7.2_ Menus

• Connect. Opens up the connection dialog to connect to the network.
• Disconnect. Disconnects you from the network when connected.
• Squawk Standby. Controls your transponder's mode. In standby mode radar controllers cannot see you.
• Send FlightPlan. Brings up the flight plan dialog box, which lets you edit your flight plan.
• Resend FlightPlan. Resends an already sent flight plan in case ATC did not receive it. This is usually not necessary but is provided as a fallback.
• Show Who's Online. This toggles a directory of online ATC in your area. Green = working, yellow = observers, red = supervisors.
• Update Weather. This immediately downloads new weather.
• Update Voice Room. This rechecks which voice room you should be in, in case a controller changed it.
• Setup Audio... Brings up the audio setup dialog, which lets you pick audio hardware.
• Preferences... Brings up the preferences dialog box, which lets you configure XSquawkBox.

5.1.7.3_ Connection Dialog

• Callsign. The name you will use on the network for this flight.
• Model. The make and model of your aircraft; this is what other users will see you as. It should match the plane you are flying in X-Plane.
• Server. The IP address or DNS name of your server, e.g. 123.45.67.89.
• Port. The port to contact the server on. Should be 6809.
• ID. Your pilots ID or controller ID.
• Password. Your user password.

5.1.7.4_ Flight Plan Dialog

• Cancel. Dismisses the dialog box without filing.
• Send. Sends the flight plan and dismisses the dialog box.

5.1.7.5_ Setup Audio Dialog

• Input. Pick the device to use as a microphone with this.
• Output. Pick the speakers with which you want to hear ATC.
• Volume. Set the level of incoming ATC voice (relative to the rest of X-Plane). Use your sound control panel to set the overall volume of the computer.
• Test Mic. Press this button to run through the mic setup wizard. Do this once every time you pick new hardware!

5.1.7.6_ Preferences Dialog

• Push to talk key. This is the keyboard key to press to turn on your microphone when using voice extensions.
• Push to talk button. This is a button on a joystick or yoke to press to turn on your microphone when using voice extensions.
• Text Radio History. The number of lines the text radios remember.
• Text Window Size. The number of lines displayed in the text radio at any one time.
• Radio Transmission Hold Time. How long the text radio display stays visible after a transmission is received.
• Check Weather Every n Minutes. This is how often to recheck for weather. Five minutes provides a good balance of not missing important weather changes and still checking weather regularly.
• Maximum visibility. This is the maximum visibility that XSquawkBox will set X-Plane to when the weather is reported as perfectly clear (with no clouds, rain, etc.). You can reduce this to limit your total visibility to improve X-Plane's frame rate (e.g. set this to 3 miles).
• Show full planes at. This is how far a plane must be from you to be drawn as a full plane instead of landing lights. 2.5 - 3 miles provides a good transition to a full plane, but if too many planes are slowing down your frame rate, you can decrease this distance to draw planes as lights whhen closer. (You may see a series of lights with no plane body!) XSquawkBox does not draw planes that are offscreen, and it takes into account field of view settings and zoom when deciding how to draw a plane.
• Max number of full planes. This is the total number of full planes that XSquawkBox will ever draw. If too many planes are eligible to be drawn fully, the closest ones are drawn fully and farther ones are not. You can decrease this number to keep your frame rate from getting sluggish when taxiing with lots of other planes in sight.

5.1.7.7_ Keystrokes

• ` - talk via voice (configurable).
• return - start a new transmission, close transmission window (if nothing typed), or send a transmission.
• escape - abort the current typing.
• page up/down/end/home - scroll the text radio display.
• tab - toggle the text radio display.

.debug <function>

This command allows you to debug various functions in XSquawkBox. For advanced users only.

.debug weather=0
.debug weather=1
.debug models=0
.debug models=1
.debug csl

5.1.7.2_ Menus

• Connect. Opens up the connection dialog to connect to the network.
• Disconnect. Disconnects you from the network when connected.
• Squawk Standby. Controls your transponder's mode. In standby mode radar controllers cannot see you.
• Send FlightPlan. Brings up the flight plan dialog box, which lets you edit your flight plan.
• Resend FlightPlan. Resends an already sent flight plan in case ATC did not receive it. This is usually not necessary but is provided as a fallback.
• Show Who's Online. This toggles a directory of online ATC in your area. Green = working, yellow = observers, red = supervisors.
• Update Weather. This immediately downloads new weather.
• Update Voice Room. This rechecks which voice room you should be in, in case a controller changed it.
• Setup Audio... Brings up the audio setup dialog, which lets you pick audio hardware.
• Preferences... Brings up the preferences dialog box, which lets you configure XSquawkBox.

5.1.7.3_ Connection Dialog

• Callsign. The name you will use on the network for this flight.
• Model. The make and model of your aircraft; this is what other users will see you as. It should match the plane you are flying in X-Plane.
• Server. The IP address or DNS name of your server, e.g. 123.45.67.89.
• Port. The port to contact the server on. Should be 6809.
• ID. Your pilots ID or controller ID.
• Password. Your user password.

5.1.7.4_ Flight Plan Dialog

• Cancel. Dismisses the dialog box without filing.
• Send. Sends the flight plan and dismisses the dialog box.

5.1.7.5_ Setup Audio Dialog

• Input. Pick the device to use as a microphone with this.
• Output. Pick the speakers with which you want to hear ATC.
• Volume. Set the level of incoming ATC voice (relative to the rest of X-Plane). Use your sound control panel to set the overall volume of the computer.
• Test Mic. Press this button to run through the mic setup wizard. Do this once every time you pick new hardware!

5.1.7.6_ Preferences Dialog

• Push to talk key. This is the keyboard key to press to turn on your microphone when using voice extensions.
• Push to talk button. This is a button on a joystick or yoke to press to turn on your microphone when using voice extensions.
• Text Radio History. The number of lines the text radios remember.
• Text Window Size. The number of lines displayed in the text radio at any one time.
• Radio Transmission Hold Time. How long the text radio display stays visible after a transmission is received.
• Check Weather Every n Minutes. This is how often to recheck for weather. Five minutes provides a good balance of not missing important weather changes and still checking weather regularly.
• Maximum visibility. This is the maximum visibility that XSquawkBox will set X-Plane to when the weather is reported as perfectly clear (with no clouds, rain, etc.). You can reduce this to limit your total visibility to improve X-Plane's frame rate (e.g. set this to 3 miles).
• Show full planes at. This is how far a plane must be from you to be drawn as a full plane instead of landing lights. 2.5 - 3 miles provides a good transition to a full plane, but if too many planes are slowing down your frame rate, you can decrease this distance to draw planes as lights whhen closer. (You may see a series of lights with no plane body!) XSquawkBox does not draw planes that are offscreen, and it takes into account field of view settings and zoom when deciding how to draw a plane.
• Max number of full planes. This is the total number of full planes that XSquawkBox will ever draw. If too many planes are eligible to be drawn fully, the closest ones are drawn fully and farther ones are not. You can decrease this number to keep your frame rate from getting sluggish when taxiing with lots of other planes in sight.

5.1.7.7_ Keystrokes

• ` - talk via voice (configurable).
• return - start a new transmission, close transmission window (if nothing typed), or send a transmission.
• escape - abort the current typing.
• page up/down/end/home - scroll the text radio display.
• tab - toggle the text radio display.