CactusDx

Peter,What type of error message are you getting? I use the DF 737 panel almost exclusively for my airliner flying and had no issues with it at all during the beta phase of RCv3. If you can provide more details it would be helpful!Mike CollierDispatcherSystem Operations ControlAmerica West Airlines

The first is, can someone explain to me the general rules for choosing alternate airports, re: distance from main destination, size/type of aircraft etc. Joe,There are two primary factors of equal importance that must be considered when selecting an alternate. First: Is the airport suitable for my type of aircraft? Runway length, navaid and instrument approach facilities, ground service and passenger facilities. Second: Will the weather be at or above landing minimums at my time of arrival should I need to divert there? The relevant FARs would be of help as well as how to choose one in the sim The FAR's you would want to look at are 121.619 for domestic operations and 121.621 for flag operationsWhen the airline dispatchers are planning flights they are limited to using the alternate airports that have been approved for use in their company operations specifications. We can't just use any airport that we feel like using. The goal is to find an alternate airport that is as close to the destination as possible while still remaining clear of the weather that's requiring the alternate in the first place. At times this can be difficult, especially when you have widespread area's of low ceilings and visibility. Often times the planned alternate may be 400-500 miles away from the destination. In order to be able to legally plan an alternate it must meet certain forecast weather minimums. (FAR 121.625). If you reference page 77 and 78 in the RCv3 manual I've briefly outlined some general rules of thumb for alternates as well as how to derive alternate airport weather minimums.Where could I find out real alternates used by particular airlines for particular flights. Unless you happen to know a pilot or dispatcher from a particular airline there's really no way to know which airports are approved alternates in their operations specifications.what if I'm flying to say Medeira or Nauru and the nearest alternate is really far away?? If the weather dictates that you must plan an alternate for arrival then you must carry the fuel to meet that requirement even if it (unfortunately) means leaving passengers or payload behind. Another alternate airport requirement that I'm sure many people don't think about is the alternate airport for departure, or takeoff alternate. Most airlines have provisions in their operations specifications for departures when the visibility is as low as 600 RVR. If the visibility at the time of takeoff is below that airports landing minimums then a departure alternate must be planned. (FAR 121.617). This is required in case something happens on takeoff that would require an immediate landing. You couldn't return to the aiport you just departed from because it would be below landing minimums. You'd need to have somewhere to go.I wrote a small article on alternate airports a while back. I could convert it to PDF and if JD and Doug are agreeable, perhaps it could be posted on the Radar Contact site for download. Hope this gets you started and feel free to ask more questions!Michael CollierDispatcherSystem Operations ControlAmerica West Airlines

Tom,That's a general misconception many folks have with how they think a STAR should work. As Doug mentioned, 99.99% of the time you will not fly the entire STAR as published. I always program my arrival into the FMC as it's shown on the arrival plate and fly it in as far as ATC needs me to. As soon as approach starts vectoring me for sequencing I switch over from LNAV to HDG SEL mode. At that point you can put away your arrival plate, it's finished. It did it's job just fine by getting you into approach airspace via a standard published route and now approach control is doing their job by getting you vectors for the approach and landing.Have a good flight!Mike CollierDispatcherSystem Operations ControlAmerica West Airlines

Lets see, from memory (I'm at work) I think one of the exchanges goes something like this:"When you see Henry Aldridge tell him Mike Martin said hello""Mike I'll do that, I know Henry real well, he's a good friend of mine. He had a lot of training in these old Cougars..""I know, he taught me to fly in one..""""Mike, can I run up right here?.." Nah, I haven't been using radar contact long.. :-roll :-lol :-lolMike CollierDispatcherSystem Operations ControlAmerica West Airlines

I'll assume Rush and RB211's would sound equally as good? :7:-waveMichael CollierDispatcherSystem Operations ControlAmerica West Airlines

Greetings Captain Fisher! :-waveActually, there is an add-on program called Flight Deck Companion that not only will give you proper V-Speed calls based on weight, but will give you a full set of checklists as well. Practically everything about the program is user definable. Using Flight Deck Companion and Radar Contact version 3 simultaneously gives you quite a realistic experience. I've created custom checklist and performance files for the CFM56-B1 powered 737-300 and hope to finish the Airbus and 757 fleet soon.Michael CollierDispatcherSystem Operations ControlAmerica West Airlines

LobaeuxA lot of folks don't understand how important and how much a part of a family a pet can be. Anyone who's spent much time with animals know that they have as much capacity (if not more in some cases) to love and show affection as our human brethren. Our pets are the true embodiment of unconditional love. My condolences on behalf of your "AWVA family".Mike C.KPHX

Thanks for the link. However, it looks like I'm required to pay a fee to join before I can get access to the review area.Regards,Mike C

How current are you on dispatching Hooter girls? Uh..well..ummm..ok, not current, but still qualified! :7Gives a whole new meaning to doing a few "touch and go's" to remain current eh? :-lolMike CKPHX

Wow! :-eek :-eekI should investigate dispatch career opportunities with them since I'm already current and qualified on the 737 and 757!! :7 :7Mike CKPHX

Greetings!I recommend checking out my friend Marc Brodbeck's web site.http://195.35.145.44/marcbrodbeck/index.htmMarc is a dispatcher at United. He's current and qualified on the B744. He's managed to amass quite a collection of performance data over the years including charts for planning step climbs in the B744.Excellent stuff there.:-waveMichael CollierDispatcherSystem Operations ControlAmerica West Airlines

Nice shot! I love the soft lighting in the analog gauges.:-waveMichael CollierDispatcherSystem Operations ControlAmerica West Airlines

"Cactus" is the correct ATC call sign for America West. :-waveMichael CollierDispatcherSystem Operations ControlAmerica West Airlines

Even off KORD it is not unusual to get an unrestricted climb to FL230 departing to the South.And we certainly thank you for it! :-lolMichael CollierDispatcherSystem Operations ControlAmerica West Airlines

Reduce the visibility. I believe FS2002 uses 1 mile visibility as the "trigger" to turn on runway and approach lighting in the daytime.FS2000 was the same way.Anytime you have daytime visibility of 1 mile or less then you should be seeing the runway and approach lighting.See if that doesn't work for you.Mike CollierKPHX

Scott,All of my ummm.."flight discrepancies" are stored in a file called moron.dat :-lolMike Chttp://jdtllc.com/images/RCbeta.jpg

:-eek :-eekI wonder if she'll be free for my Birthday next month? :7Happy Birthday Rick!Mike Chttp://jdtllc.com/images/RCbeta.jpg

Oh, sorry. I thought you were asking about NDB service volume. Michael CollierDispatcher System Operations ControlAmerica West Airlineshttp://jdtllc.com/images/RCbeta.jpg

Thanks Robert, that will be good news for our FLY! 757 drivers!:-waveMichael CollierDispatcher System Operations ControlAmerica West Airlineshttp://jdtllc.com/images/RCbeta.jpg

Here's a little info for Part 1 of your question.That "X" you see on the chart is called a mileage break. It's not an "official" intersection. There may or may not be a name associated with it, if there is it will most likely appear in brackets.This is what the Jeppesen chart legend says about it.Database identifiers are enclosed in brackets (ENODY). Database identifiers are officially designated by the controlling state authority or they may be derived by Jeppesen. In either case, these identifiers have no ATC function and should not be used in filing flight plans nor should they be used when communicating with ATC. They are shown only to enable the pilot to maintain orientation when using charts in concert with database navigation systems. In order to fly this route as published you'll need to create that "fix" with Nav3 or FSNav. Once it exists in your flight plan you'll be able to fly it as published on the en route chart without getting to visit with Mr. Stevens upon arrival. :7:-waveMichael CollierDispatcherSystem Operations ControlAmerica West Airlineshttp://jdtllc.com/images/RCbeta.jpg

That sample is the benchmark of what users should be hearing from their own systems.Michael Collierhttp://jdtllc.com/images/RCbeta.jpg

Christian,The reception range, or service volume, of an NDB will fall in to one of four categories.Compass Locator - 15NMMedium-High - 25NMHigh - 50NMHigh-High - 75NMSee table 1-1-2 from the Aeronautical Information Manual.http://www1.faa.gov/atpubs/AIM/Chap1/aim0101.html#1-1-8Regards,Michael CollierDispatcherSystem Operations ControlAmerica West Airlineshttp://jdtllc.com/images/RCbeta.jpg

:D:-waveMichael Collierhttp://jdtllc.com/images/RCbeta.jpg

my computer says: "Hello Master, how may I pleasure you today?":-eek I gotta get me one-o-them! Mikehttp://jdtllc.com/images/RCbeta.jpg

Steve,If you want flight crew calls I'd highly recommend Flight Deck Companion for that and let RCv3 do what it does best, ATC! :-)FDC is very flexible in that you can create your own custom aircraft performance and checklist files. So far I've created files for the 737-300 based on all my real world data. I hand entered the entire speed book for the -300 and now I get correct and accurate V-Speed callouts for the entire weight range.RCv3 and FDC work very well together now and between the two you get a very realistic environment. High workload, but very realistic! :7Mike Collierhttp://jdtllc.com/images/RCbeta.jpg