JamesC

Hi All Just for interest, but living in Perth (WA) can have its downsides. Especially when we get those winter fogs. EK424 dep OMDB 19/Jun got to TD for YPPH after a long slog across the Indian Ocean but thick fog below minimums caused it to divert. Where to? Alice Springs (YBAS) - about 2 hrs from here. Fancy that when you think you're almost done! These fog events occur around 2-3 times in the winter and always generate some pain. Sometimes flights will try to land the need to divert to places like Adelaide. EK couldn't do that in this case because of the curfew in YPAD. Makes for interesting planning. Cheers James

Thanks for the responses. Good to hear. Keep up the good work, it's all much appreciated. James YPPH Sent from my iPhone using Tapatalk

Hi All, Not sure if this was ever looked at but Perth today is a good example of weather that could do with processing the RMK section of METARs. There is complete thick overcast but > 10,000 feet which is rendered as clear sky in OpusFSX. YPPH 240500Z 23005KT CAVOK 24/08 Q1008 RMK RF00.0/000.0 8AC150 NOSIG 8AC150 = 8 okta Alto-cumulus at FL150 I know this was discussed at some point in the Canadian context. Of course the trick will be that only manned metar stations have this information so it maybe just too hard to figure the logic? Anyway just an interesting heads up that made me think about this again. Cheers James

From ACA033 just about to push at YSSY. James YPPH Sent from my iPhone using Tapatalk That should be ACA034. My bad! James YPPH Sent from my iPhone using Tapatalk

For those interested there is some good commentary on this incident, and potential implications, over at Ben Sandiland's blog http://blogs.crikey.com.au/planetalking/ I think the critical question will be how Australian domestic carriers treat their fueling policies. No forecast fog and otherwise fantastic weather, no need for an alternate - right?!? Oz dispatchers enter here ... Cheers James

Certainly in Oz the ATIS records the current runway use and this can be found on the airservices Australia website. However here in Perth it's not uncommon for the runway to be switched very suddenly as the strong SW sea-breeze pushes the hot NE wind out! Imagine being at FL100 and suddenly being told you are landing on the opposite runway ......

In the southern lands, and with Orbx on board then YSSY-YSCB is good for a short practice it all route. Normally flown at ~ FL200.

Thinking about my experiences somewhere between 10-15 mins for Qantas. Sometimes of course this blows out. My limited AA experience looks like its longer while you wait for people to find space for there suitcases as carry on!!!! :-) Cheers James

Haha. I thought the shot from 1A was good enough but I've just been trumped by a shot from seat 0A!! :-)

Glad to see it caused a stir of photo taking!! This wasn't a red eye flight - that's too much for me to bear on the trans-continental. The rego was VH-VYI. Despite plenty of time in these I still haven't snagged one of the sky interior fitted versions.

Not the best photo but an early morning shot this morning climbing out of YBCS to YBBN on QFA799. I don't like the pre-dawn flights but this makes it bearable!

Thank-you very very much. I will give this a shot tonight but looking at the raw file I can see that this captures what was needed ... It also reassures me Im not going mad!! Cheers and all the best, James

G'day Ladies and Gents, First up it is entirely possible I am completely confused here, and its also possible that this is a question for Navigraph. If so let me know. I have been training using the VOZ 738 by flying the RNAV (GNSS) 32 approach into Hamilton Island (YBHM) using the chart data from Airservices Australia (http://www.airservic...BHMGN02-130.pdf) [i would post a picture of that plate but I think that is against copywrite]. This approach requires flight at a 10 degree offset from the runway (heading 304o) from the IAF (BHMSI @ 3900') to the FAF (BHMSF @ 2410'). So far so good. The approach plate then requires a further descent to MDA following 304o towards the MAPt (BHMSM). However the RNAV32 procedure from Navigraph (cycle 1207) does not include BHMSM and instead commands a turn towards a runway threshold fix after the FAF. MDA is listed as 910' so I am typically turning off automation at ~1300-1000'. My question: Am I misinterpreting how to fly the approach from the charts vs the procedure as defined in an FMC equipped aircraft OR is this type of approach outside the scope of the Navigraph supplied formats and hence they have to program something different? By following a direct track from the FAF to the runway using Navigraph format it means I have to turn left then right to line up, using the approach plat method I can get away with a gentle descending right turn onto final. Like I said I’m happy to push this over to Navigraph is that is where the confusion lies but I wasn’t sure if I had misunderstood the way to actually fly this in the aircraft. Thanks in advance for any tips/help/clarification. Cheers James C

Virgin Australia just announced orders for the MAX for delivery in 2019-2021. I'm hoping we see a succession for FSX engine by then, let alone PMDG doing this add on :-) Cheers James C

kevinMM ... Naa that's a Metro (http://en.wikipedia.org/wiki/Fairchild_Swearingen_Metroliner) .. Common mine site FIFO aircraft here in Oz. bloody robust and quick as hell ... But no toilet so you always need to think ahead before boarding! Cheers James