Depends on the VA. The ones that model themselves on real world airlines certainly, but there are VAs and flying clubs around that will let you fly what you want where you want. It's supposed to be fun, if it wasn't nobody would do it

 

sure you could also play cricket with a tennis Raquet and have fun but not quite the same is it

I never understood this topic - it's FSX; you can fly it from Panshanger Aerodrome to Oxford Airport if you want :LMAO:

 

Absolutely. I'd never have been able to take a 767 into runway 33 at CGCY with a reality based VA but it was a blast in Level D's just because I could, then it was a doddle in the NGX with all the HUD wizardry just because I wanted to, and I don't know whether I'm looking forward to trying it more in the T7 or the DC-6 !

Depends on the VA. The ones that model themselves on real world airlines certainly, but there are VAs and flying clubs around that will let you fly what you want where you want. It's supposed to be fun, if it wasn't nobody would do it

 

Unless they model themselves on ANA or JAL . Or do like my VA and allow you to fly for many different airlines, I know of at least one other besides my VA that does that. We have something like 700-800 sub 3 hour 777 flights.

 

Sure you can in FS of course do what you like, but many people prefer to model real world operations.

Sure you can in FS of course do what you like, but many people prefer to model real world operations.

 

Exactly. Even I've flown a Cessna under the New River Gorge Bridge in the sim because I'm sure that would be frowned upon in real life, but that doesn't mean that I'm going to ignore realistic routes and operations the rest of the time.

 

The only problem is that 95% of them base "real" on assumptions they make themselves instead of actual reality.

 

Case in point:

That ravenous "my MD-11 doesn't follow the 250 knot restriction under 10,000" post. Assumed reality. Never bothered to check the regs to see that it was following a very realistic exemption to that rule, provided in the rule itself...oh well.

Air New Zealand: Auckland NZAA --> Melbourne YMML

 

Case in point:

That ravenous "my MD-11 doesn't follow the 250 knot restriction under 10,000" post. Assumed reality. Never bothered to check the regs to see that it was following a very realistic exemption to that rule, provided in the rule itself...oh well.

 

Well, as you know, that is the reg unless you inform ATC about your operating limits. I think people forget the "unless" part of the rules.

Well, as you know, that is the reg unless you inform ATC about your operating limits. I think people forget the "unless" part of the rules.

 

Actually, it's not required in the United States, if you're complying with .117(d). Common misconception.

Even the 7110.65 makes a note to controllers that they should not expect pilots to report intentions while complying with the regulations contained in 91.117. Just because you may hear it on occasion doesn't mean it's required. In fact, the only time it vaguely refers to the controller having control over the matter would be in the Class C and D surface areas, and even then, it noted the exemption "when so required or recommended in the AFM [...]."

 

Further, 7110.65 5-7-2 Note 1 states:

"A pilot operating at or above 10,000 feet MSL on an assigned speed adjustment greater than 250 knots is expected to comply with 14 CFR Section 91.117(a) when cleared below 10,000 feet MSL, within domestic airspace, without notifying ATC. Pilots are expected to comply with the other provisions of 14 CFR Section 91.117 without notification."

(emphasis mine)

 

There's a lot in aviation that are results of misinformation, and misinterpretation that just get perpetuated, unchecked.

 

As I always say, when was the last time someone told you that you were required to have current charts at all times?

Not saying it would be smart to go blasting around without charts, but it's not a regulatory requirement.

Thanks. Did not know that. For some reason I thought there was some requirement to put a minimum speed on the flight plan remarks if it was over 250, too. Maybe not. And yes, I do hear the heavies around KIAD noting their speed when they are climbing at low altitude and +250k.

 

As for charts, I knew that. Personally, I never throw away an old chart until I buy the new one. I tend to fly the same areas and always have those charts on hand. But, my good friends at New York Center have sent me on some goofy reroutes that get outside that chart. It doesn't happen often, but when it does, I'm glad I have something to see where I'm going (other than the GPS, of course), while I curse them for adding 45 minutes to my trip.

Some years ago, returning to London after spending Christmas in Ireland, I walked down the jetway at Dublin only to find myself inside a 747. Nervous at the possibility of finding myself in JFK or Boston without visa or luggage, I double-checked with the stewardess who assured me that yes, I was on the right aircraft. EIDW to EGLL is about an hour, with not much time spent at cruise. I suppose they put the 747 on that route to deal with the additional demand for the time of year.

 

H

Thanks. Did not know that. For some reason I thought there was some requirement to put a minimum speed on the flight plan remarks if it was over 250, too. Maybe not. And yes, I do hear the heavies around KIAD noting their speed when they are climbing at low altitude and +250k.

 

Yeah, most people don't. I swear some heavy drivers assume ATC has never heard of the aircraft type before. There could very well be that type of requirement for certain operators and certain aircraft. If the exemption (speed required or recommended) is in the AFM, there's no requirement to notify/remark. If it's not, and it's an exception provided by the FAA administrator (.117a - "unless authorized by the Administrator"), it's subject to the conditions of that exemption, which may require that.

 

As for charts, I knew that. Personally, I never throw away an old chart until I buy the new one. I tend to fly the same areas and always have those charts on hand. But, my good friends at New York Center have sent me on some goofy reroutes that get outside that chart. It doesn't happen often, but when it does, I'm glad I have something to see where I'm going (other than the GPS, of course), while I curse them for adding 45 minutes to my trip.

Yeah, the NY Area is pretty much at the center of my job now. Rest assured, it's being worked on.

Not sure if someone has sent you this before or not, but if you frequent the N90 area, being familiar with the playbooks might be helpful:

http://www.fly.faa.g...OK/pbindex.html (specifically the SERMN South - Playbook>Airway Closures>SERMN South)

The rest are probably just different sorts of PREFROUTES (which, if you look are severely outdated - there are PREFROUTES for airports/IDs that no longer exist)

Couple routes for you guys.

 

EIN A330 DUB-AGP-DUB (Summer)

EIN A330 DUB-LHR-DUB

EIN A330 DUB-SZG-DUB (Winter)

EIN A330 DUB-SNN-DUB (Maintainence Positioning Flight)

EIN B747 DUB-LDE-DUB (Historic)

IBE A340 MAD-LHR-MAD

IBE A340 MAD-FRA-MAD

KLM A330 AMS-LHR-AMS

OAL A340 ATH-LHR-ATH (No longer operating)

 

Regards,

Ró.

My personal shortest flight was 15 minutes in a C5B Galaxy. We left Dover AFB on our way to Hawaii full of K Loaders (vehicles used to unload pallets from cargo planes) with a stopover to unload them at Andrews AFB...a distance of about 90 miles. Flew the rest of the way empty!

Mine was either 14 or 15 minutes, Dayton OH to Cincy on a Comair CRJ2. Yeah I dunno how you can make any money on flight that short. There were only 2 other pax besides myself.

Their fleet overlap and inefficiency makes me cringe...

 

Yea they use the A380 between Auckland (NZ) and Australia (Sydney/Melbourne etc) which is a 3 hour flight at best. Seems woefully short and uneconomical for such a massive plane but I guess it works or else they wouldn't be doing it =S.

Yea they use the A380 between Auckland (NZ) and Australia (Sydney/Melbourne etc) which is a 3 hour flight at best. Seems woefully short and uneconomical for such a massive plane but I guess it works or else they wouldn't be doing it =S.

 

It's not as if they just fly up and down between Auckland and Oz all day, Auckland is tacked at the end of a long-haul leg. This way they can combine customers from Auckland with those from Sydney or Melbourne and have a higher frequency into Auckland that they couldn't support with just an Auckland-Dubai flight.