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Post by Andrew Godden on Jan 7, 2009 17:39:56 GMT -5
Just wondering if any plans are in place to have a dedicated server for Multiplayer and Teamspeak use during the GAAR? This hasn't been one of my strong areas, personally, namely because of work commitments and time zone issues. In past years, some of the guys have got something together on an individual basis and I think Bill Von Sennet has also arranged something on Westcoast ATC if my memory serves me well. If anyone else can add to this please do so.
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Post by Andrew Godden on Jan 7, 2009 4:21:03 GMT -5
???Andrew, can you let me know how the "times" shown on the GAAR2009Weather information and TimesWorksheet relate to the flight briefings? Leg 1 is shown in the worksheet as TOT 311730Z, middle of the night in the Territory! robbie12-Alex Robertson PS do we need the rest of the information re winds, clouds, etc.? Robbie12, All the weather information is contained in the Weather download sheet. It is provided in METAR format, generally, but just in a table. There is a link to a METAR Help site which explains the format. The time for METARs is always recorded in Zulu Time, i.e. UTC (GMT). It merely represents the time of the weather report, which can be every three hours, six hours, etc depending on the weather station. Darwin is +9.5 hrs UTC, which makes the local time for the Flight Leg 1 weather report being 01, day of the month (Feb), 0300 hrs, local time. This would be the latest available report for your 0500 hr departure. All the information on winds, clouds and temperature are contained in the columns to the right of the Time column, again in METAR format. Using Flight Leg 5 as an example, the winds for Wind Layer 1 are from 293 degrees at 10 kts, gusting to 14 kts up to 6000 ft, etc. I hope this explains things. Have a look at the METAR Help link it's also pretty good with it's explanations.
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Post by Andrew Godden on Jan 6, 2009 17:56:41 GMT -5
Klaus, et al,
Firstly apologies for this frustrating situation. It is not intentional as part of the event. This situation appears to be as a result of the many vagaries with MSFS, based on individual computer settings, regional settings, time zone issues in FS, etc. These issues did not present during beta testing and I have not been able to replicate them since.
The exact time of departure for Flight Leg 1 is not critical. The intent of Flight Leg 1 was a pre-dawn departure with sunrise en route to YOEN to provide sufficient light for landing. This should present with a dark twilight at YPDN with cloud cover, buildings and other scenery around YPDN visible. If necessary, make whatever adjustments required to the time of departure to correct this.
As Rattler1 said, this was covered in the posts in "Sector - 1".
I have summarised my responses from that post here. The solution is simply adjusting the departure time.
Enjoy.
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Post by Andrew Godden on Jan 5, 2009 18:23:21 GMT -5
Andrew. Firstly, apologies if this is treading on any toes. Until I got involved here, Timor was pretty low on my consciousness radar. Now I'm learning more about it, I see that they are in need of real humanitarian help. Might I suggest to competitors that they could pay a real-world "landing fee" at Dili in the shape of a small donation to the charity of their choice? To get the ball rolling, here is a link to a local organisation that is doing a lot of work. www.timoraid.org/index.htmFeel free to shoot me down and remove this post if you think it inappropriate. Rattler1, Your post is considered more than appropriate. In past GAAR events, the Royal Flying Doctor Service (RFDS) has been highlighted if anyone wished to donate to a worthwhile cause. The RFDS provides medical services in these same remote areas the GAAR is conducted in and it's about the only place you can still get a doctor to make a 'house call' these days in Australia. As for East Timor, admittedly, whilst my planning for the event scenario was partially fact based, it was not intentional in highlighting the real humanitarian situation there. In a previous life, (not my current job) I was involved in the operational equipment planning for the original Australian led INTERFET (International Force for East Timor) UN deployment in Sep 99. Thanks for the link.
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Post by Andrew Godden on Jan 5, 2009 4:59:41 GMT -5
Hi Andrew, Completely understand your position - sorry for the stepping on of toes - this is my 2nd only GAAR (08 was the 1st), and I was not aware of the policy (or missed it in the guidelines). Adam. Adam, That's ok, you haven't stepped on any toes. As for the "policy", it's not enshrined anywhere in guidelines or rules as such, just a management policy that is applied. Glad to have you with us for the GAAR 2009. I hope you enjoy the event.
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Post by Andrew Godden on Jan 5, 2009 1:28:02 GMT -5
Thanks John for the heads up on this as it would have been a shock and confusing at best. I am not English but an Expat American living in the Philippines but have the same point of view as you about not taking a pre-flight looksee(it would ruin the fun!). The Philippines uses the PAPI system and I can not recall any other country using the T-VASI system. Is there other countries using this system besides Australia? Later, Ed Bleck Ed, The international airport in Tonga also has them, but as far as I know, that's it.
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Post by Andrew Godden on Jan 5, 2009 1:21:54 GMT -5
I have a query about the 'Test Flight Average Speed (kts) As an example I will use my test average speed which says 197.65kts when in actual fact I would say it was more like around the 180kts when flown. Is this a ground speed versus indicated speed thing. As I wasn't sure I did a test run of the first leg at 180kts and came pretty close to the target time for it. Didnt fly at 197kts yet. So what's the theory I wonder...? cheers Smithy, You are correct in assuming the difference is indicated air speed (IAS) versus ground speed (GS). In technical terms, unless an aircraft is at a sufficient sea level under International Standard Atmosphere conditions (15°C, 1013 hPa, 0% humidity) and no wind, the IAS bears little relation to how fast an aircraft is moving in reference to the ground. For navigation, it is necessary to convert IAS to GS using several steps: - correct IAS to calibrated airspeed (CAS) using an aircraft-specific correction table; - convert CAS to equivalent airspeed (EAS) by allowing for compressibility effects (not necessary at slow speed or low altitude); - convert EAS to true airspeed (TAS) by allowing for differences in density altitude; and - convert TAS to ground speed (GS) by allowing for the effect of wind. In the post on "Cruise Altitude and ATC" I posted a response, part of which I think also answers your question, as follows. "...As your timing is based on overflying the Runway at YPKU and YARG, it obviously only provides an accurate calculation of cruise speed (which, of course, will vary at different altitudes) and without any affect from weather. Your Target Time for each Flight Leg is based on this cruise speed and Leg distance and factors in components, based on an average, for the following phases of flight: - take-off; - climb: speed and distance; and - circuit: speed and distance. For the event, descent is considered to occur at cruise speed, and the circuit is based on a combined crosswind, downwind, base and approach of 12 nm, with a 5 nm approach. Variables for weather and ATC are not included in the Target Time...". The cruise speed derived from the Test Flight is Ground Speed. The altitude was specified as 4500', so as to provide a reference (higher will increase GS, lower will decrease GS) for flight planning based on the provided weather reports (on the "GAAR Downloads" page). Obviously, none of us have the detailed information required to perform the above conversion steps, so it's back to good old Aussie "thumb in the air, that's about right and she'll get us there" stuff. Everything this great country is famous for. My most humble apologies for such a long response. Hopefully, this answers your question rather than raising more.
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Scenery
Jan 3, 2009 16:32:24 GMT -5
Post by Andrew Godden on Jan 3, 2009 16:32:24 GMT -5
Hi all, Can I please mention the fact that the FSX users amongst us would benefit greatly from the wonderful FTX scenery product? While it's payware, it's well worth the cost if you plan on flying in Australia long term. Take a look at fullterrain.com/ for more details, or just ask me any questions here. (Please note that I am in no way affiliated with FTX - just a very satisfied customer)Divot, I will let your post speak for itself. Over the years of the conduct of the GAAR, it has been a policy to not promote any specific payware product. If a company / web site has provided support to the GAAR by way of prizes, we have simply recognised that support. Consistent with this policy, you will note that all suggested scenery options are freeware. Whilst I agree with your comments on the FTX AU range, I hope you understand our position.
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Post by Andrew Godden on Jan 3, 2009 6:27:24 GMT -5
So we load the relief supplies at Darwin and carry them with us to YOEN and YGPT and on to Dili? I can't carry as much in my Apache as some, but I'll load her up give it a go. I'll send my companions on to Troughton Island and pick them up there on my flight back. I assume we can record the payload weight in the PIREP from Dili somehow? Allen, Yes, load the Dili relief cargo in Darwin and carry it for Flight Legs 1 to 3. I thought about having it pre-positioned at YGPT, but security was a problem and the fuel logistics issue is a big enough nightmare. Cargo load will be reportable and the PIREP page on the web site will advise how in due course.
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Post by Andrew Godden on Jan 2, 2009 23:35:18 GMT -5
The test flight was at 4500' AGL. Are my Target Times calculated using 4500' as the cruise alt? Normal cruise alt for my DHC4 Caribou is about 8000' so the climb and descent times are nearly doubled. Do I have to allow for that myself or have you taken it into account in the target time calculation? Also is there any allowance for vectoring by ATC. I appreciate this is VFR but several of the airfields are controlled airspace or shall we just land and claim ignorance? Thanks for all your efforts. Benelong Benelong, et al, This is a good question, particularly if you have not competed in the GAAR previously. For VFR flying and taking into account the expected weather, 4500 feet AMSL was considered a good average for the test flight. As your timing is based on overflying the Runway at YPKU and YARG, it obviously only provides an accurate calculation of cruise speed (which, of course, will vary at different altitudes) and without any affect from weather. Your Target Time for each Flight Leg is based on this cruise speed and Leg distance and factors in components, based on an average, for the following phases of flight: - take-off; - climb: speed and distance; and - circuit: speed and distance. For the event, descent is considered to occur at cruise speed, and the circuit is based on a combined crosswind, downwind, base and approach of 12 nm, with a 5 nm approach. Variables for weather and ATC are not included in the Target Time. The use of ATC adds a complete unknown, so, whilst some airports in the GAAR 2009 are controlled, they are treated as being uncontrolled for the purposes of the event. However, if participants want to use ATC that's also okay. Standard FS AI aircraft and any additional installed AI aircraft could also be a factor, particularly if they get in your way on 'finals' or 'short finals' - you don't want to become a statistic or the subject of an ATSB (Aussie safety authority) investigation. Hopefully that answers your question and you might have to do some flight planning and pull out the old E-6B calculator. But knowing you, I am sure you already have it packed in your flight bag, along with a sufficient supply of 'Viagra Beer' - marketed and sold as VB, Victoria Bitter - and Barossa Valley Shiraz, hmmm, probably a 2005 vintage if my nose serves me well.
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Post by Andrew Godden on Jan 2, 2009 22:06:51 GMT -5
Speaking of fuel, I think I read somewhere that fuel will be available at all airports but at some it will have to be hand pumped. Is that correct? I've looked through all of the posts but couldn't find anything. I need to manage my fuel if I'm going to get the maximum relief payload to Dili. Allen, Fuel in these remote areas is a problem at the best of times. The logistic support for the GAAR 2009 has taken this into account with a massive pre-positioning exercise, so you don't have to worry - we won't even make you hand pump it. Just bring your 'plastic card' and make sure you have enough credit on it. We don't have the KGB along just for the ride - they don't take too kindly to credit defaulters. In relation to cargo payload for the Dili relief effort, the bigger issue will be Runway length at YOEN and YGPT.
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Post by Andrew Godden on Jan 2, 2009 20:30:01 GMT -5
Sorry Bud,
Pallet of Foster's has arrived and is sitting in the Bond Store for you for the GAAR. Couldn't even give it away now if I tried, unless there are some unsuspecting 'backpackers' in Darwin.
Maybe you could do a deal with CAPT Zlogg and see if he can add it to his special fuel mix for his Spartan Executive 7W.
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Post by Andrew Godden on Jan 2, 2009 19:36:17 GMT -5
Everyone,
First and foremost, thank you for the comments and feedback. I am an Aussie (and proud of it) and believe me, your comments are in no way taken negatively or offensively - 'like water of a ducks back" - but valued.
I have continued to investigate this since Lee first raised it, but have not been able to replicate the problem. Certainly, as far as I can deduce, there are many potential vagaries as to why this could be occurring, including individual computer settings, regional settings in FS, time zone issues in FS (this was a particular problem with the Airline Pilot add-on from Just Flight and is covered in detail there), etc.
All the Flight Situation files were created on a clean and patched install of FS9 on a computer with regional Australia and Sydney (AUS Eastern Standard Time) zone settings, with the system time manually adjusted for current Daylight Savings Time and with FS settings for this region / hemisphere and the corresponding Season the GAAR is conducted, Summer. The files were then ported to FSX and saved again.
Once you have loaded the Flight Situation File, all I can suggest is that you check the time and season in your FS version by pressing ALT + W, clicking Time & Season and ensuring that Summer is the season and 0500 hrs is the Local Time.
As mentioned in an earlier post, the intent if Flight Leg 1 was a pre-dawn departure with sunrise en route to YOEN. This should present with a dark twilight at YPDN with cloud cover, buildings and other scenery around YPDN visible. If not, make minor adjustments to the time of departure to correct this.
The only other Flight Leg that could present a problem like this, i.e. destination airport with no lighting, is on Flight Leg 11, but slightly different as it is a late afternoon arrival.
Good Luck.
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Post by Andrew Godden on Jan 1, 2009 18:09:05 GMT -5
Lee,
I have flown this Leg time and time again during development and have never had the problem of arriving at YOEN at 0600 hrs and it still being dark. The situation files are deliberately designed to be mildly challenging, at worst, not impossible.
I started to think of different reasons why that might occur and tried different settings, northern and western hemispheres, system time, etc, but couldn't replicate the problem.
The important thing is flying to your target time and the clock doesn't start ticking until you hit 35 kts on the TO roll. If you need to make a minor adjustment to the clock / departure time, that's fine.
This event is about fun and challenging yourself and your flying abilities, not about me "getting rapt around the ankles" about absolute and strict adherence to rules. Other organisations excel at that, which is why I am here at Bluegrass and coordinating the GAAR.
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Post by Andrew Godden on Jan 1, 2009 13:10:51 GMT -5
Bud,
Got your order for cases of Foster's waiting. In fact, you can have all the cases you like. Aussies don't really drink it anymore, that's why we export it.
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