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About PeteP

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  1. PeteP

    RC Transition Level

    Nothing, you're just confusing the terms Transition Altitude and Transition Level. What RC shows on the controller page is the Transition Altitude for a particular airport and this is a fixed value - the basic UK Transition Altitude is 3000ft but, as you mention, many UK airports have a TA of 6000ft. However, what RC shows in the display window is the Transition Level which is a calculated value obtained by applying the local pressure (QNH) to the Transition Altitude to give the lowest usable flight level that will provide the required separation from the Transition Altitude. By definition in the UK the Transition Altitude is the altitude at and below which vertical reference is by altitude (i.e. vertical distance above sea level in thousands of feet) and the Transition Level is the flight level at and above which vertical reference is by flight level (i.e. vertical distance above the 1013Hpa pressure line). So, in the example you give (TA 6000ft, TL FL80), climb clearances up to 6000ft on the climb out will be passed as altitudes in thousands of feet and above that, the instructions will be in flight levels. It works in reverse coming down with descent clearances down to FL80 being given as flight levels and below that once again as altitudes in thousands of feet. Although it's good to know, it's not really necessary to understand it as RC does the work for you. When it's time to change from QNH to standard pressure as you are cleared above the Transition Altitude or vice versa on descent below the Transition Level, you'll receive an "altimeter check" call from your co-pilot. Also, the controller will prefix his climb/descent clearances with the word "altitude" for altitudes at and below the Transition Altitude and the words "Flight Level" for levels at and above the Transition Level. Pete
  2. PeteP

    A quick fly by of Pro ATC

    LOL, I hope not Al as the states of the Russian Federation (and Mongolia, I think) abandoned metres and changed to flight levels based on feet for IFR traffic in November last year. I think the question about ICAO as opposed to FAA procedures relates as much to altimetry as phraseology - e.g. pressure settings in hectopascals as opposed to in/Hg, variable Transition Al**udes from country to country (and sometimes airport to airport) as opposed to a fixed one of 18000ft in the US and so on. Any reports on this aspect? Pete
  3. That looks fine - I'd say that was problem solved. :-)
  4. Fortunately, as well as being on the RC beta team, I was also on the FSBuild beta team so I'm sure we can solve your problem.First, as Ray has pointed out, RC4 uses the standard MS FS2000/02/04 .pln format - the Radar Contact format is simply for backward compatibility with RC version 2.The most likely reason you're getting the error message is that you've not correctly set and saved your FS path in FSbuild. Start Fsbuild and in the "Folder Items" window on the left hand side, select "Options". When the options window opens, click on the "Export Directories" tab and set your path to the FS root directory. Then, click on the "Settings" tab and click the "SAVE CONFIG OPTIONS" button. Finally, and this is important, close down and re-open FSBuild for the new options to take effect.Select FS2000/02/04 in the "Export to..." menu then build your plan. Load the resulting file to RC and all should be well.Pete
  5. In the real world, would a command like that likely be given for traffic separation,"Yes, it's a method of achieving separation by using aircraft performance. It's a perfectly valid control method but it has to be used with great caution not least because there is no laid down definition of the climb/descent rate increase required. So, when told to expedite a climb, for example, the results are entirely in the hands of individual pilots and can vary between the aircraft going up like a f art in a bath to a barely perceptible increase in the climb rate. It's best used over a very short vertical range - say, 2-3000ft - and my advice to trainees was always if you need an expedited climb over more than 5000ft, forget it and use another method to achieve separation.Pete
  6. PeteP

    Crotchety Controller

    Hi Norman,Yes, jd copied the email to me. Thanks very much for taking the time and trouble to produce a log and send it in. Pete
  7. PeteP

    Crotchety Controller

    Bless you, Norman.All the best for Christmas and the New Year.Pete
  8. PeteP

    Crotchety Controller

    "This is is a regular occurance in European skies.Great, then would someone PLEASE, PLEASE, PLEASE make one of these flights with de-bug ON and send the log to jd so that we can get this sorted.ThanksPete
  9. PeteP

    Crotchety Controller

    !Absolutely positive!"In that case would you please repeat this flight with the same weather (de-bug on) and send the log to jd.What's worrying me is that you also say that you were cleared to 9000ft which, with a TA of 4000ft at Leeds is a major error. To be honest, I have my doubts but if your recollection of this and being given the QNH at a flight level are correct, then you've discovered the first bug in the altimetry system that's come to light in the 2 years since RC4's release and it needs to be put right.Only the log will clear this up so I really would be grateful if you could repeat the flight under identical conditions to get one.ThanksPete
  10. PeteP

    Crotchety Controller

    "So what you are saying is that I must make note of the transition altitude."Well, it would certainly help to know the TA at the airfields you're operating to and from (RC will tell you what Transition Level it has calculated for them on start-up) but it's not essential in RC. The most important thing is to listen carefully to the clearances - the controller and your co-pilot tell you everything you need to know."...then and only then would I change the QNH regardless of when I was told what that QNH was/is?"The RC controller will normally only give you the QNH the first time you're cleared to an altitude from a flight level and then when there is a significant change in its value. Are you absolutely sure that the RC controller gave you the QNH when you were cleared to FL110 and FL90? If you're certain he did then perhaps you could try to reproduce this flight with de-bug on.Pete
  11. PeteP

    Crotchety Controller

    Hi Ken,The cause of your problem is very straightforward - you had your altimeter incorrectly set to QNH (1027mB) when you should have been on standard setting (1013.2mB). Doing this meant that you were approximately 400ft lower than you thought you were!The Transition Altitude at Leeds is 4000ft (unless you've modified the m4.csv file) so you would not have been cleared to 9000ft but to FL90. As I mention above, with that QNH, there is a 400ft vertical difference between these two positions which is why the controller was getting grumpy with you. Radar Contact gives you a lot of help in deciding which pressure setting you should be using but, as 'Michelle of the Resistance' would say, you must listen very carefully. :-) In simple terms, you are operating at and below the Transition Altitude, you should have the QNH set. The controller will always precede vertical clearances which need QNH set with the word "altitude" for example, "descend to altitude 6000ft" or "climb to altitude 3000ft". Whenever you here the word altitude before a vertical clearance make sure you have QNH set.When you're operating above the Transition Altitude, the controller will give vertical clearances as Flight Levels and these require the standard setting of 1013.2mB to be on your altimeter to be flown correctly. As with altitudes, the controller always precedes a vertical clearance to a flight level with the words "flight level" for example, "climb flight level 90", "descend flight level 330". If you listen very carefully, you'll also notice that the preposition "to" is used only with altitudes and not flight levels.Your co-pilot also helps. When you pass the Transition Altitude climbing, he'll say "altimeter check". This is not an instruction to change your setting but a reminder to check that you've already set 1013.2mB. The same happens on descent - the co-pilot will say "altimeter check as you pass below the Transition Level as a reminder that you should now have the QNH set.As to your question about logging, it's probably a good idea to do that while you're at the early learning stage. I know you get a warning about reduced performance but I've never seen that happen and de-bug is forced "on" on every flight in beta test versions. Each time you re-start RC, the old log is overwritten, unless you give it a new name so, if you want to save a log for jd it's probably best if you save it with a meaningful name.Pete
  12. Is the last VOR within 5nms of the destination and have you selected Holding "On" before you start RC?Pete
  13. "I did read that before"Then why ask the question? :-hmmm "what about the AI bumping in right in front of me?"I'll leave that to one of the ai experts on the team to answer.Pete
  14. "As advertised the ATC will put you on hold if there is traffic circling around at the airport. I however never get the HOLD instruction." This series of posts from 2 days ago may help to answer this question: will this FAQ:
  15. PeteP

    Not receiving holding instructions

    Rory,I'm afraid, because of the requirement for the last waypoint to be a VOR within 5nm of the airport, you'll never be given a hold inbound EGAC. The nearest VOR that I can think of is the BEL which must be about 12 miles away so of no use whatsoever in this case.If you're puzzled by such an unrealistic requirement in a program such as Radar Contact, you must understand that it goes back to the early years of RC when very few, if any, Flight Sim users flew aircraft with some form of RNAV. In those days, the only way for most sim pilots to fly the type of hold required by RC was to use a VOR/DME. Now, I don't think that I'm giving away any secrets if I tell you that there has recently been a considerable amount of discussion amongst the Beta Team about this very point. Only jd can say whether or not it will change in v5, or any future version for that matter, but be assured, it's been "flagged". ;-) There is a simple workaround for EGCC - just add the MCT as the last waypoint in any flight plans with that destination. Although unrealistic in real-world flight planning terms, it will work perfectly in RC and has the added advantage of giving you a better descent clearance level restriction - try it and see what the controller says.As far as Sydenham (it'll always be that or Belfast Harbour to me - is it true they're now calling it George Best Belfast (City) airport?) goes, the only option I can think of is to put a fake VOR on the airfield. There are a number of scenery programs - both freeware and payware - that will allow you to do this and it's a very straightforward process. I guess it just depends on how much you want to fly holds at EGAC. :)Please pass on my best wishes to "Yvette" at Le Candide.Pete