Those participating in the PIC on VATSIM flight this sunday Sept. 22, please read the contengency plan for the start of the flight.http://ftp.avsim.com/dcforum/DCForumID33/1629.html#22

what happens if i show up in a 737 ?

you'll be shot =) just kidding, maybe

There are a number of things for all of us to think about in order to make this process as enjoyable as possible.1) Know your procedures - If you know and understand what to expect, then you will not be stumbling around when it's your turn, making everyone else wait for you.2) Depart VFR. There is a high pressure system moving into the region, and the forecast for Sunday is VFR with no ceiling. Take off VFR and get your IFR enroute - then there is no waiting for the guy ahead of you to clear the airspace.3) If you fly IN to Cranbrook, cancel IFR as early as possible. You can still use the LOC/GS to fly in to the airport, but as soon as you cancel IFR you open the airspace up to the next fellow behind you, or those on the ground.4) Climb like a bat out of hell. A 767 at only 265,000 gross on the scales climbs like a rocket ship anyhow - the quicker you go through 6000 and can get to center, the quicker they can give you your IFR, get you above the MEA, and onto the airway.5) Put your off-road tires on. If we can all taxi on the grass to the holding point (watch out for the picnic bench) it will save a lot of time as there is NO PARALLEL TAXIWAY. Basically larger aircraft have to taxi down the runway and turn around before taking off.6) Takeoff from somewhere else. Sure, you won't get a chance to work the FSS thing, but you will still get a chance to see some of the Canadian Rockies - a departure from Kelowna (CYLW) offers a short field takeoff with a tight right turn , and some great scenery. Departing from Vancouver (CYVR) adds about 30-35 minutes to your overall flight time, but also offers some great scenery. The ATC will be on to handle both these airports. I will post flight plans and make an addition to the chart pack for these routes.7) Be patient. There is no rush. The controllers will be up for a few hours, and if we are all 5nm apart they are going to separate us and hold anyhow. Plan on using the hold feature in your 767, especially for the PAR portion of the flight as it is one at a time. Be ready to take the shorter runway at CYYC (10/28) so that the controllers can run Simultaneous Runway Operations - fun fun fun fun.8) Have fun.Ian Elchitz CYWG

ROTFLMAO :-xxrotflmao :-xxrotflmao :-xxrotflmao

man I'm loving this.... come on Sunday hurry up and get here!

>>2) Depart VFR. There is a high pressure system moving into >the region, and the forecast for Sunday is VFR with no >ceiling. Take off VFR and get your IFR enroute - then there >is no waiting for the guy ahead of you to clear the >airspace. >>3) If you fly IN to Cranbrook, cancel IFR as early as >possible. You can still use the LOC/GS to fly in to the >airport, but as soon as you cancel IFR you open the airspace >up to the next fellow behind you, or those on the ground. Any chance someone could post the proper procedure/communications for points 2 and 3? I've always flown IFR and have not done any VFR online.Thanks,

Here's what I would do... Ian or someone correct me if I'm wrong. I haven't flown in a FSS environment in a while, fortunately after work I'll be going over to Gatineau for a refresher.Point 2. Stay VFR... look around and make sure you stay clear of other traffic. Give advisories that you are turning to the north-east and clearing the Cranbrook control zone. Probably safe to say that you can call Centre whenever you are ready to. Point 3. Advise Vancouver Centre that you wish to cancel your IFR clearance and go VFR. It is up to you at that point to vector yourself for a visual approach (or LOC/GS if you want). Let Cranbrook radio (FSS) know that you are in the area and your intentions. He will give you advisories of whats going on at Cranbrook. Welcome to the wonderful world of VFR

Murf,Basically, the issue here is that when an aircraft is on the IFR approach into Cranbrook, the center has to "protect" the entire airspace, all the way down to the ground. So if a guy is 35nm out on the PT for the ILS16 approach, no one else can be cleared for the IFR approach, and no one else can depart IFR from Cranbrook. What the pilots do in the real world (if the weather is nice) is cancel their IFR (usually at Skookum) and then they fly in on the ILS approach anyhow. Also, the guys on the ground put their clearance on request and then take off VFR.. once they climb out of the Cranbrook control zone they call up the center, who issues their IFR, radar identifies them, and then provides separation services.So basically, to reiterate what Dan already said - You depart VFR. That means you are responsible for your own separation from terrain AND other aircraft. Cranbrook Radio may give you advisories on other traffic in the area, but will NOT provide separation. You have to maintain an appropriate VFR altitude as well. Once you are clear of the FSS zone (6000' I believe) then you call up the center, tell him who you are, where you are, and what you want (IFR to Calgary) and he will issue you a code, radar ID you and give you your IFR clearance.This is much like operations at small fields at VATSIM. You take off on your own as a VFR aircraft, then call up the controller and tell them you want to pick up IFR (great way to get in the air at a busy center - but only works at small fields).If you listen to some of the online live ATC (I listen to Chicago Approach all the time hoping to hear a friend) - you often times here VFR aircraft calling for IFR clearance while they are in the air. Often it will sound like this:Approach, Baron 301TL 10 North east of Aurora Northbound VFR at 4500 "would like to pick up IFR enroute to Rockford.""Baron 301TL, Approach Squawk 3012 and ident.""3012 and the flash for 1TL""Baron 301TL Radar Contact, Aurora altimeter 3012. Maintain VFR at or below 4500 - your clearance is on request"."3012 and maintain VFR 4500 or below.""Baron 301TL cleared to Rockford airport via present position vectors to Rockford TODDY direct, turn left heading 320 receiving Rockford proceed direct, maintain 4000"Now N301TL is IFR.Hope this makes it more clear and not more confusing .Ian Elchitz CYWGACA301

Dan & Ian,Thanks for the reply. That clears it up for me. I was mostly unsure about how the communication worked. So if I understand correctly, I take off VFR and just transmit my intentions, just like on UNICOM, then when above the FSS area I contact center and request my IFR clearance. Same for landing, cancel my IFR with center and then switch to the FSS freq and state my intentions. Correct?Thanks again!