ATP CAREER ASSIGNMENT NOTES
FROM VARIOUS SOURCES
Note from Jim Ross (70235,143):
I originally compiled most of these notes from messages on the GAMEPUB
FORUM, section 9 (a few from GAMERS). A great many were originally from
Stamatis Vellis. I then submitted my file to Stamatis, he edited it, and
the following is the result.
*******************************************************
ATP Career assignments bug reports and general comments =======================================================
a) Career Assignment 10 (SEA-DEN): Descending towards DENVER I was
instructed to descend to 15,000 feet. As I was cruising at that altitude,
when at 35.4 nm from DEN VOR, on radial 109 (can't remember my heading at
that time, I think it was between 80 and 100 degrees), I simply went
through... a mountain! Shouldn't ATC have kept me at a much higher
altitude? And how come I didn't crash?
b) Career Assignment #13 (PIT-ATL): the clearance reads "Radar vectors to
EWC J91 ATL" EWC is NOT on J91 and in fact is at the exact opposite
direction of ATL. I flew to EWC and then back-tracked to AIR in order to
join J91 trying to outguess the route, and I was correct, but the clearance
definitely needs fixing.
c) Career Assignment #20 (PHL-MCI): Cannot be completed. a) Your clearance
is Radar Vectors to IHD J110 AIR J91 HNN J134 STL J24 MKC direct MCI.
Problem: You are told to proceed direct to IHD and resume own navigation at
a time IHD cannot be received by your receiver! b) The serious problem: As
you approach IHD, about 18 nm from it, you are suddenly and unexpectedly
given vectors all around the place, and in the end you end up being directed
to the exact opposite direction! To add insult to injury you are cautioned
for being off the Airway. If you attempt to continue as per your clearance,
the messages keep flashing up instructing you to turn...East! I tried the
Assignment all over again from the beginning, and I got the same bugs,
although this time the vectors were slightly different than the first time.
d) CA #21- After takeoff, and contacting departure, I was told to head 390?
Then got message to "Please maintain 390". So I restarted flight (with
switch to free flight, then ctrl-alt-0, then reselect assignment). That time
(after taking off from runway 9) I was told to head 190. This has happened a
few times, but if ignored, ATC "Catches" itself and gives sensible vectors.
(Ron Hegel)
e) CA #25 (SFO-SEA): The departure weather briefing reported destination
weather as 600 OVR with Surface Winds 180 at 5 and winds aloft at 6,000 ft
as 210 at 15. When I reached SEA and contacted the ATIS I got a zero zero
visibility report. I started the approach and upon reaching the OM I
executed a missed approach which I immediately reported to the tower. I was
instructed to climb to a certain FL and turn to a different heading, and a
couple of minutes later the assignment ended while I was in the air, and my
performance card appeared. I was VERY surpised to see a cross next to the
"Landed in unforcast zero zero" remark.
a) I did NOT land, I executed a missed approach WELL above the MDA
b) What was I supposed to do instead? The Ctrl-E command does not work, so
I could not ask for a deviation to my alternate destination airport. Was I
supposed to circle over SEA for ever? <g>
Note: SubLogic has not replied re this problem todate.
f) CA #33 (JFK-CLE): the clearance reads as follows:
Radar vectors to BWZ J146 IPT J584 DJB J82
I think that this clearance is either wrong or some parts of it are missing.
a) J146 does not go through either BWZ nor IPT. Why is it mentioned?
b) Assuming a) above has been "solved" and you manage to reach IPT, J584
does *not* go through DJB. You have to take J29-82 to reach DJB. Clearance
should say: ...IPT J584 J82 DJB.
c) What is the point of taking J82 *after* reaching DJB? Your destination
is CLE isn't it?
Later: I flew the trip as I thought the routing should be, just like I wrote
in my other memo, and I was right. The correct routing is the one provided
in my previous memo. (All ATP users take note!) However, I was instructed to
"Descend and maintain 10000 feet" when 28nm *before* SLT, i.e. 200nm from my
destination!! I decided to ignore the command, acknowledged all the numerous
"please expedite descent" commands, and started my descent at the exact
location I had calculated, approx. 100nm from the airport. Guess what: I was
not marked down at all! This way I got 100 for efficiency, but you can
imagine what the score would have been had I cruised for another 100nm at
10, 000 feet, instead of 24,000 feet.
Conclusions:
a) Follow the routing of my previous message for Assignment #33
b) Ignore the "Descend..." commands and start your desents whenever you
think appropriate!!
g) CA #35: I had reported to you in the past that when ATIS informs you of
000 visibility and you abort your landing by reporting and executing a missed
approach, you get marked down for "Landing in unforcast 00 weather". This
incident occured once more in Career Assignment #35. This time I reported
the missed approach the instant I was told to contact the tower, miles
before joining the localizer/glideslope. I was instructed to climb to a new
altitude and turn to a new heading, which I did. Then my "card" came on the
screen, and there it was: a cross next to "Landed in unforcast 00 weather"!!
Can you please tell us exactly *what* and *when* are we supposed to
do in such cases, in order to avoid being marked down for something we
didn't do?
Note: No reply yet.
h) CA #36: The Clearance for this Assignment reads:
Radar vectors to LDN J134 HNN J91 ATL J37 MSY.
However, if you examine the SubLOGIC map or for this purpose a NOAA
Hi-Altitude map, you will notice that ATL is *not* on J37. After many
experiments I found out that the clearance should read: ...ATL direct MGM
J37 MSY. At least that's the only scenario in which you don't get yelled at
by ATC, and believe me I've tried many. (The most reasonable one seemed to
be to first fly from ATL along J43, meet J37 and then continue as per Flight
Plan: No dice!) In fact I got yelled at whenever I tried to join J37 before
MGM.
To fly the intended route you must fly along Radial 229 FROM ATL and Radial
045 TO MGM (track of 225).
i) CA #38: The Clearance for this assignment reads:
Radar Vectors to ARD J51 FAK J109 ILM J174 GNV J55 MIA
A) Re the route portion from JFK to FAK
If you take a look at the SubLOGIC map you'll see that there is no J51
depicted at all, and there is no Airway going through ARD. For the benefit
of the others, the Clearance up to FAK should read: ARD DQO OTT FAK
The courses to be flown are:
VOR Freq TO/FROM NM
JFK
ARD 108.2 vectors/233 57
DQO 114.0 233/233 47
OTT 113.7 232/226 79
FAK 113.3 222/187 87
I flew the trip so you can take the above for granted.
B) The portion of the route from FAK to GNV
a) FAK to ILM to CHS to STARY is fine. AS you can see in the SubLOGIC map,
the route does not go straight to GNV from STARY. There is a "kink" near
where Jacksonville is in real life. I had a look in a real High Altitude
map, and I noticed CRAIG (CRG) 114.5 VOR is there. I was later surprised to
find that the CRG VOR does in fact exist in ATP, although it is not depicted
on the map either!
b) When I reached STARY I tuned CRG and followed a 203 course TO the VOR,
and a 227 course FROM CRG becoming a 224 course TO GNV.
Here is where the problems started: From leaving STARY onwards, and until I
reached GNV (!) I was getting numerous "please remain within the airway"
messages.
What is the correct route to follow?
Answer: Disregard the "kink" in the depicted route anf fly straight from
STARY to GNV.
j) CA#41 (BOS-PHL in a B767): you are cleared to land to Rwy 27R. I
tuned the ILS to 109.3 and followed the localizer/glideslope needles as
usual. However, I immediately noticed that I was guided to Rwy 27L instead!
I looked up it's frequency and it was 109.3 also. As this is a Career
Assignment, and must have been tested by SubLOGIC, how do we deal with such
dual ILS frequencies in parallel runways?
Fm: Charlie Dusenberry 71241,2517
To: Stamatis Vellis 71020,2502 (X)
Stamatis:
In the "Introduction to Flight Assignment:A.T.P." page 6 has some "Tips
and Hints". One of these is as follows: "You must use frequency 109.35 to
track the ILS approach to runway 27R at Philadelphia Intl (PHL) airport. This
frequency is incorrectly listed in Appendix III (page 187) and on the
Philadelphia Intl ILS RWY 27R approach chart in the manual." Apparently there
are different versions of the Introduction and yours may not have this
information.
k) CA #45: the clearance reads:
Radar vectors to TNP J128 PGS J64 FMN J44 ALS J13 DEN
As depicted on the SubLogic maps, Jet Airway J128 does not connect TNP and
PGS, so the clearance should read: ...TNP direct PGS... , unless SubLogic
forgot to print on the map the "J128" indicator along the unidentified
Airway segment connecting TNP with PGS.
l) CA #47 (BOS-STL): while approaching STL for a 12R ILS landing, I noticed
that the ILS needle at a certain point veers fully to the right, with no
apparent reason. Because this assignment specifies a cross-wind on approach
I first thought it was my mistake, but after landing I flew a second
approach just to check this: There is definitely a bug. At location 15864.
8882 / 15693.0728 or 38 48'56.44''/ 90 30'14.12'' the needle does infact
shift completely to the right of the instrument for no apparent reason.
I then loaded IPS scenery and tested it again: exactly the same bug! Is
this a coincidence? I played with the ILS preferences in menu F7 to no
avail: same shift of the needle.
m) The Clearance for CA #53 reads:
Radar vectors to LIN-J84-MVA-J56-SLC-J173-EKR-J84-EST-J56-DEN.
Everything goes OK until you reach EKR. If you now take a look at your
Sublogic maps, you are simply...lost. There is no J84 through EKR in our
maps, there is no EST in our maps, and there is no J56 into DEN !!
a) Don't try to fly direct EKR->DEN, it won't work.
b) After a lot of experimentation, the correct route is to fly Radial 058
FROM EKR until intercepting Radial 313 TO DEN. (I followed this route and
wasn't yelled at by Roger.)
The explanation? After taking a look in my NOAA Hi-Altitude map, I noticed
there is in fact a J84 leaving EKR along radial 058, "meeting" J56 slightly
north of an Intersection called ESTUS (can it be our EST?). J84 does *not*
actually go through ESTUS, it misses the Intersection by nearly 4nm but
maybe Sublogic decided to simplify(?) matters. J56 goes to DEN along DEN
radial 313. But as I said, the Sublogic map does not have any J84, ESTUS, or
J56 depicted near DENVER! Watch out.
ROSS: This probably also applies to the SLC-DEN route in CA 8.
Also, for the IPS users, as you are *very* near the threshold of DENVER
Runway 17L, the ground suddenly seems to "come up" at you (the radio
altimeter needle drops very suddenly while you maintain a constant rate of
descent) and the glideslope needle suddenly goes "UP" at the same time. You
have to be careful not to touch down earlier. The ground "drops back" to
normal almost immediately. I am sure it is a bug, cause if it was normal
high terrain the glideslope would have accounted for it, and would be
steeper all the way. The needle wouldn't jump "UP" like that. I haven't
tried it with Default scenery yet.
General comments
1) When flying at accelerated simulation speeds, you may be asked to contact
the destination airport's approach when several hundreds nm (!) from the
destination airport. You will then be told to expect vectors for Runway X,
and then told you should have contacted the uncontactable ATIS first. The
"you must first contact ATIS" messages will keep appearing until you are
near the destination.
Solution: Don't fly at higly accelerated speeds (i.e. more than x4) or cancel
the flight when this happens, otherwise you will be marked down. This has
occured only twice in my ATP Career, so it is not very common.
2) If you arrive at your destination airport and find out through ATIS that
visibility is 00, ...cancel the flight plan, otherwise you will definitely
be marked down for landing in unreported 00 visibility, no matter whether
you land or execute a go-around.
3) List of wrong frequencies follows. It is by no means complete cause from a
certain point onwards I started getting the frequencies through the use of
the 122.20 generic flight service at every airport, and thus stopped
checking the maps.
a) The Approach/Departure frequency for SAN in ATP is 124.35 and not 127.3
as it should be, per the supplied maps.
b) The JFK Departure and Approach frequency is 120.8 and not 127.4 as it
should be, again per the supplied maps.
c) In the maps of the manual SFO has a Tower frequency of 120.50 and an
Approach frequency of 134.50 In ATP it is the other way around.
d) The SBN 115.40 VOR (NorthEast United States, east of Chicago) is not
operative, although it exists on the SubLOGIC map, and ATC includes it in
the instructions.
e) The Denver Tower frequency is 118.4 which is *not* mentioned anywhere in
any chart.
f) The SEA Departure frequency is 119.9 (same as the SEA Tower frequency)
and not 123.9 as it is written under "Approach" in the SEA approach charts.
g) The DTW (Detroit) Tower frequency is 135.0 and not 118.4
4) Point of Descent rule of thumb: Start your descent when approximately 4
times your altitude divided by 1,000. For example, if cruising at 32,000 ft,
start your descent when 4x32=128nm from the destination airport. Descent at
M.76 until IAS becomes 300 kts, and then at 300kts IAS until reaching 10,000
ft, then at 250kts IAS. Throughout the descent adjust power so as to
maintain a rate of descent of approx. 2,000 - 2,500 fpm. This means you
don't set power to idle as advised in the QRH. If ATC instructs you to
start descent earlier than this point, ...ignore it! You won't get marked
down, and your Efficiency score will be better than otherwise. (This "early
descent" profile is the most unrealistic aspect of ATP: in true life it is
usually the other way around. Maybe that's why we don't get marked down for
not obeying <g>)
5) To improve Efficiency:
a) Choose the highest cruising altitude with the best tailwinds
b) Try to cruise at a TAS (not Ground Speed !) of approx. 440-450 kts. To
compute TAS you need Mach speed and Indicated (or True) Temperature, which
are provided.
c) Climb as per the QRH instructions: set climb power (<I> key) after flap
retraction, use 250kts IAS up to 10,000 ft, then 300 kts IAS until reaching
M.70, then M.70 up to cruising altitude. Use Climb Power throughout the
climb. (press key <I>)
d) Descent as per 4) above
6) Scoring: According to a message by Chris Manrique, you composite score is
the average of your last 10 flights. This has the advantage of allowing you
to overcome bad flights long ago in your career, however, good flights early
on will also drop off the measure of your skill.
7) Altitude hold engagement of the A/P: Problematic at high Mach numbers and
High Altitudes. Suggestion:
a) Hit the Shift-C when the altimeter needle is right at the correct
altitude, but try to be in a shallow descent at that time (approx. 500 fpm)
b) Be prepared to immediately exercise down pressure on your stick to
counteract the initial nose-up pitching moment. This pressure will be
eased very gradually. Cannot be properly done with the keyboard controls.
All the above reports and comments were compiled at a time the author had
completed up to CA #56. Reports on the remaining Assignments must be
compiled by someone else, cause I will not pursue my Career any further for
the time being <g>.
&#26;
Information on ATP flight assignments 51 - 99
Introduction.
In addition to the compilation of bugs and remarks on ATP assignment 01 up
to 50 from Jim Ross (CompuServe: 70235,143), I planned to make a compilation
of flight data for the remaining assignments 51 - 99.
Here are assignments 51-75 to start with.
I flew every assignment with the standard ATP scenery and then again with
the USA East/West-scenery. For most assignments that didn't make any
difference (other then a nicer few), but in some cases VORs couldn't be
found (at least not at the same location as the standard scenery). Some VORs
have other frequencies, some runways are slightly differently positioned and
a few mountain peaks are higher (that gave quite a shock).
All these differences (and other noticeable facts/findings) are mentioned in
the "remarks" at the end of every assignment I describe.
Next to this information I added most of the radio- and VOR-frequencies
necessary for the departure, en route flight, and the destination.
General remarks/tips:
- For every assignment I've tried to find the most economic solution. That
often resulted in a request for another runway, and sometimes in a
request for another cruising altitude. All this is noted in the remarks.
- After takeoff you're asked to switch to the departure-frequency (just
while you're trying to keep this plane up and going!). To make things
easier, I always tune COM2 to this frequency before takeoff.
- During the approach you're asked to switch to the tower-frequency. In
most assignments that's also the moment the vertical ILS-needle is about
to start moving. If you fly the 767, then you have to switch to the other
view-window to tune in a new frequency and you won't even notice the ILS
catching up while you're busy tuning in the right frequency. So my advice
is to set COM2 to the tower-frequency before you get this message.
- Sometimes the whole (ATP)system goes on tilt. Most of the time you'll get
it awake again if you press [Ctrl] + [Break]. This will generate the
message "ATP Shutdown?". Press 2 (No) and ATP is up and running again.
- When using the USA West/East sceneries and when the departure airfield
and the destination airfield are in two different sceneries, be sure not
only to select the right scenery, but also activate the "auto scenery
selection" ([F1], [1], [A]).
If you have any comments, additional information, or just remarks or
suggestions I'll be pleased to receive them at:
rkooman@caiw.nl
By the way, if you want to read a comparison between flying the ATP-737 and
a real 737, then surf to http://www.microwings.com/mwtfd.html
Assignment 51: Seattle (SEA) to San Francisco (SFO)
Aircraft type: 737
Departure En route Destination
--------- ------- -----------
Clear 28,200 SCT Clear
S.winds: 300/10 fl 18: 240/30 S.winds: 220/12
6000 ft: 300/25 fl 24: 240/30 6000 ft: 250/30
fl 34: 300/40
QNH : 30.19 Dep.freq: 119.90 ATIS : 127.00
ATIS : 118.00 Tower : 120.50
Rwy : 34R->16L climb to 16,000 ft Rwy : 19L (191)
Clear : 128.00 expect fl 330 ILS : 108.90 (ISIA)
Ground : 121.70 descend to 10,000 ft VOR : 115.80 (SFO)
Tower : 119.90 4,000 ft - 2,200 ft NDB :
Fuel : 14,000 lbs
Weight : 099,210 lbs
Navigation : radar-vectored
Route:
Distance to Ident. freq. from
095 BTG 116.60 163
197 165 OED 113.60 149
146 150 RBL 115.70 162
150 163 OAK 116.80
REMARKS:
- At Seattle request other runway (Rwy 16L). That's more economic as that's
in the right direction towards BTG.
Assignment 52: San Francisco (SFO) to Albuquerque (ABQ)
Aircraft type: 737
Departure En route Destination
--------- ------- -----------
Clear 20,300 SCT 5,800 OVR
S.winds: calm fl 18: 180/20 S.winds: 160/12
6000 ft: calm fl 24: 180/20 9000 ft: 190/30
fl 34: 210/30
QNH : 30.00 Dep.freq: 120.50 ATIS : 118.00
ATIS : 127.00 Tower : 118.30
Rwy : 28R->10R climb to 5,000 ft Rwy : 8 (077)
Clear : 118.20 expect fl 330 ILS : 111.90 (ISPT)
Ground : 120.50 descend to 10,000 ft VOR : 113.20 (ABQ)
Tower : 120.50 7,900 ft NDB :
Fuel : 16,000 lbs
Weight : 096,210 lbs
Navigation : radar-vectored
Route:
Distance to Ident. freq. from
120 CZQ 112.90 086
245 089 LAS 116.90 094
010 094 BLD 116.70 094
068 094 RGS 112.00 088
139 091 INW 112.60 078
080 080 ZUN 113.40 073
110 075 ABQ 113.20
REMARKS:
- At San Francisco request other runway (Rwy 10R). That's more economic as
that's in the right direction towards CZQ.
Assignment 53: San Francisco (SFO) to Denver (DEN)
Aircraft type: 767
Departure En route Destination
--------- ------- -----------
Clear 182,200 SCT Clear
S.winds: 230/04 fl 18: 210/30 S.winds: 150/20
6000 ft: 210/20 fl 24: 210/30 9000 ft: 180/30
fl 34: 240/40
QNH : 30.00 Dep.freq: 120.50 ATIS : 125.60
ATIS : 127.00 Tower : 119.50
Rwy : 28R->10R climb to 5,000 ft Rwy : 17L (171)
Clear : 118.20 expect fl 330 ILS : 111.10 (IHMX)
Ground : 120.50 descend to 15,000 ft VOR : 117.00 (DEN)
Tower : 120.50 7,700 ft NDB : 281 (TOT)
Fuel : 27,000 lbs
Weight : 174,100 lbs
Navigation : radar-vectored
Route:
Distance to Ident. freq. from
050 LIN 114.80 060
143 062 MVA 115.10 045
312 050 SLC 116.80 087
192 090 EKR 115.20 081
141 085 DEN 117.00
REMARKS:
- At San Francisco request other runway (Rwy 10R). That's more economic as
that's in the right direction towards LIN.
- 18 miles after VOR EKR, atc starts screaming about "remaining within your
airway", even when you're right on course. So, ignore her.
Another possibility (from Jim Ross) is to fly radial 058 from EKR until
intercepting radial 313 to DEN.
Assignment 54: Denver (DEN) to St. Louis (STL)
Aircraft type: 737
Departure En route Destination
--------- ------- -----------
Clear Clear Ceiling 1000 ft
S.winds: 160/10 fl 18: 210/30 S.winds: 170/14
6000 ft: 160/10 fl 24: 210/30 6000 ft: 230/25
fl 34: 230/40
QNH : 29.87 Dep.freq: 120.80 ATIS : 120.45
ATIS : 125.60 Tower : 120.05
Rwy : 17L->8R climb to 16,000 ft Rwy : 30R->12R(119)
Clear : 127.60 expect fl 330 ILS : 109.70 (ILMR)
Ground : 121.90 descend to fl 10,000 VOR : 117.40 (STL)
Tower : 118.30 3,000 NDB : 338 (LM)
2,800
Fuel : 14,819 lbs
Weight : 098,028 lbs
Navigation : radar-vectored
Route:
Distance to Ident. freq. from
150 GLD 115.10 084
070 086 HLC 113.70 077
263 084 MKC 112.60 088
194 094 STL 117.40
REMARKS:
- At Denver request other runway (Rwy 8R). That's more economic as that's
in the right direction towards LIN.
- STL approach control will assign you runway 30R.
Request runway 12R for a straight-in landing (to save fuel & time).
I you prefer 30R then 14,819 lbs of fuel will maybe be just enough (or
not; there is only one way to find out..).
- As the ceiling of the clouds at St. Louis is at 1000 ft and the decision
height of Rwy 12R is 750 ft (250 ft) at the Medium Marker, you probably
cannot see the runway at that point. At least I didn't. So you had better
report and execute a missed approach.
Assignment 55: Cleveland (CLE) to Detroit (DTW)
Aircraft type: 737
Departure En route Destination
--------- ------- -----------
Clear 15,000 SCT Clear
S.winds: 340/07 fl 18: 310/25 S.winds: 300/20
6000 ft: 310/20 fl 24: 310/25 6000 ft: 270/30
fl 34: 310/25
QNH : 29.93 Dep.freq: 124.00 ATIS : 124.55
ATIS : 127.85 Tower : 118.40
Rwy : 5R->36 climb to 5,000 ft Rwy : 27 (274)
Clear : 125.05 expect 10,000 ft ILS : 108.50 (IDMI)
Ground : 121.70 descend to 4,000 ft VOR : 115.70 (CRL)
Tower : 120.90 3,000 ft NDB : 223 (DM)
2,800 ft
Fuel : 8,000 lbs
Weight : 088,210 lbs
Navigation : radio-vectored
REMARKS:
- At Cleveland request other runway (Rwy 36). That's more economic as
that's in the right direction towards Detroit.
Assignment 56: Houston (IAH) to Los Angeles (LAX)
Aircraft type: 747
Departure En route Destination
--------- ------- -----------
Clear 24,500 SCT Ceiling 800 ft OVR
S.winds: 180/10 fl 18: 210/30 S.winds: 240/08
6000 ft: 210/30 fl 24: 210/30 6000 ft: 210/30
fl 34: 240/40
QNH : 29.94 Dep.freq: 120.05 ATIS : 133.80
ATIS : 124.05 Tower : 133.90
Rwy : 14L->27 climb to 5,000 ft Rwy : 25L (249)
Clear : 128.10 expect fl 350->240 ILS : 109.90 (ILAX)
Ground : 121.70 descend to fl 130 VOR : 113.60 (LAX)
Tower : 118.10 2,400 NDB :
Decis.Height: 201 (100)
Fuel : 120,000 lbs at the Inner Marker
Weight : 680,460 lbs
Navigation : radar-vectored
Route:
Distance to Ident. freq. from
120 AUS 114.60 273 ! For USA-W-Scenery 117.10
111 271 JCT 116.00 286
192 282 INK 112.10 311
112 309 ROW 116.10 257
134 255 TCS 112.70 260
232 257 SRP 115.60 325
082 325 DRK 114.10 248
167 240 TNP 114.20 254
130 248 LAX 113.60
REMARKS:
- Sometimes this assignment starts with an A320 instead of the 747. The
"maximum recommended takeoff weight" tells you if ATP uses the 747 (max.
takeoff w: 800,969 lbs) or the A320 (max. takeoff w: 162,193 lbs).
Perhaps this is only the case with ATP + 3DAGS. Anyway, the solution is:
go back to the [F1]-menu and start again until the program is so kind to
offer you the right type of aircraft.
- At Houston request other runway (Rwy 27). That's more economic as that's
in the right direction towards AUS.
If you use the USA-West scenery, you'll notice that the inner marker is
right on the spot where you want to position your 747! It sounds loud and
clear. Turn down the sound volume before you get nuts.
Oeps! 9,999 feet is a bit short for such a huge aircraft. Remember to
rotate on time. Maybe using runway 14L wasn't such a bad idea after all,
or even better: 32R.
- The frequency of VOR AUS in the USA-West scenery differs from the
frequency in the standard ATP-scenery (117.10 instead of 114.60)
- En route altitude fl 350 is not very economic in this assignment. The
aircraft is heavy loaded and the wind is 240/40 at fl 350. I prefer an
altitude of 24,000 where the wind is 210/30.
Request a lower altitude (fl 240) before you reach fl 240.
- The Decision Height is 201 ft (100 ft) at the Inner Marker. You can see
the runway through the clouds at that point, so a missed approach
procedure is not necessary.
Assignment 57: Denver (DEN) to Salt Lake City (SLC)
Aircraft type: 737
Departure En route Destination
--------- ------- -----------
Clear Clear Clear
S.winds: 330/20 fl 18: 320/25 S.winds: 320/25
6000 ft: 330/20 fl 24: 320/25 6000 ft: 320/25
fl 34: 320/25
QNH : 30.01 Dep.freq: 120.80 ATIS : 124.75
ATIS : 125.60 Tower : 118.30
Rwy : 17L->35L climb to 16,000 ft Rwy : 34L (340)
Clear : 127.60 expect fl 310->240 ILS : 109.50 (ISLC)
Ground : 121.90 descend to fl 120 VOR : 116.80 (SLC)
Tower : 118.30 6,600 NDB : 338 (SL)
Fuel : 11,000 lbs
Weight : 094,210 lbs
Navigation : radar-vectored
Route:
Distance to Ident. freq. from
141 EKR 115.20 270
192 267 SLC 116.80
REMARKS:
- At Denver request other runway (Rwy 35L) otherwise you'll have a tailwind
of 20 knots! (Surface winds: 330/20).
- En route altitude fl 310 is a bit overdone for such a short ride. Fl 240
is more economic. Request a lower altitude (fl 240) before you reach fl
240.
- When using the USA-WEST-Scenery you'll collide with a 11,300 ft high
mountain (about 30 miles to SLC, and 20 miles to FFU (116.60)).
There are two ways to avoid this collision:
a)Switch off the "Crash Detect"-option ([F6], code 2) and fly through the
mountain, or
b)Do not descend to 6,600 ft but stay at 12,000 ft.
This of course will result in remarks from ATC to expedite descend.
Staying at 12,000 ft however will not result in a lower score.
Tune in on VOR FFU (116.60) and watch the distance to this VOR.
Keep a course of 230 degrees.
At 17 miles to FFU it is save to change course and descend (steeply
Otherwise, you'll be too high for the ILS-approach of runway 34L).
Assignment 58: Chicago(ORD) to Detroit(DTW)
Aircraft type: 737
Departure En route Destination
--------- ------- -----------
Clear 8,000 SCT Clear
S.winds: 80/8 fl 18: light S.winds: 60/10
6000 ft: 80/8 fl 24: light 6000 ft: light
fl 34: light
QNH : 29.77 Dep.freq: 119.00 ATIS : 124.55
ATIS : 135.40 Tower : 118.40
Rwy : 14R climb to 6000 ft Rwy : 3L (033)
Clear : 121.60 expect fl 130 ILS : 110.70 (IDTW)
Ground : 121.90 descend to 10,000 ft VOR : 115.70 (CRL)
Tower : 126.90 4,000 - 3,100 NDB : 388 (DT)
Fuel : 11,000 lbs
Weight : 96,211 lbs
Navigation : radio-vectored
REMARKS:
- When using the [~]-key (auto-taxi to the preferred runway) with the West-Scenery, the aircraft is positioned several metres in front of the
runway. The Inner Marker sounds loud and clear!
Advice: taxi to the runway instead of using the [~]-key.
- A few miles before touchdown you are ordered by tower control to execute
a missed approach. You had better do so, or it will cost you points.
Assignment 59: Detroit(DTW) to Washington (IAD)
Aircraft type: 767
Departure En route Destination
--------- ------- -----------
10,000 SCT 10,000 SCT Ceiling 1,100 OVR
S.winds: 350/5 fl 18: 330/25 S.winds: 340/20
6000 ft: 330/20 fl 24: 310/40 6000 ft: 310/30
fl 34: 310/40
QNH : 29.89 Dep.freq: 124.05 ATIS : 134.85
ATIS : 124.55 Tower : 120.10
Rwy : 3L climb to 5000 ft Rwy : 1R (010)
Clear : 120.65 expect fl 290 ILS : 110.10 (IIAD)
Ground : 119.45 descend to 10,000 ft VOR : 113.50 (AML)
Tower : 135.00 4,000 - 2,300 NDB : 346 (IA)
Fuel : 19,000 lbs
Weight : 166,101 lbs
Navigation : radar-vectored
Route:
Distance to Ident. freq. from
070 DJB 113.60 127
140 130 IHD 108.20 131
110 130 AML 113.50
REMARKS:
- When using the [~]-key (auto-taxi to preferred runway) with the East-Scenery, the aircraft is positioned several metres next to the runway.
Advice: taxi to the runway instead of using the [~]-key.
Assignment 60: Washington(IAD) to New York(JFK)
Aircraft type: 737
Departure En route Destination
--------- ------- -----------
Clear Clear Clear
S.winds: calm fl 18: light S.winds: calm
6000 ft: light fl 24: light 6000 ft: light
fl 34: light
QNH : 30.00 Dep.freq: 120.45 ATIS : 127.00
ATIS : 134.85 Tower : 119.10
Rwy : 19R climb to 5,000 ft Rwy : 4R (043)
Clear : 127.35 expect fl 110 ILS : 109.50 (IJFK)
Ground : 121.90 descend to 4,000 ft VOR : 115.90 (JFK)
Tower : 120.10 2,100 NDB : 373 (JF)
Fuel : 9,000 lbs
Weight : 94,711 lbs
Navigation : radio-vectored
REMARKS:
- JFK approach control will assign you runway 31L.
Request runway 4R for a straight-in landing (to save fuel & time).
I you prefer 31L then 9,000 lbs of fuel will not be enough.
Assignment 61: New Orleans (MSY) to Dallas (DFW)
Aircraft type: 737
Departure En route Destination
--------- ------- -----------
11,000 SCT 11,000 SCT Ceiling 1,300 OVR
S.winds: 180/9 fl 18: 220/30 S.winds: 160/10
6000 ft: 220/25 fl 24: 250/40 6000 ft: 220/25
fl 34: 250/40
QNH : 29.89 Dep.freq: 125.50 ATIS : 127.00
ATIS : 127.55 Tower : 126.55
Rwy : 28 climb to 4000 ft Rwy : 18R (173)
Clear : 127.20 expect fl 220->280 ILS : 111.90 (IVYN)
Ground : 121.90 descend to 10,000 ft VOR : 117.00 (DFW)
Tower : 119.50 4,000 - 2,800 NDB :
Fuel : 12,000 lbs
Weight : 097,210 lbs
Navigation : radar-vectored
Route:
Distance to Ident. freq. from
130 AEX 116.10 287
250 283 DFW 117.00
REMARKS:
- When using the [~]-key (auto-taxi to preferred runway) with the USA-WEST-Scenery, the aircraft is positioned at the right-hand edge of the runway,
but no harm done. You can take off as planned.
- Decision Height is 703 ft (100 ft) at the Inner Marker. You can see the
runway through the clouds at that point, so a missed approach procedure
is not necessary.
Assignment 62: San Diego (SAN) to Houston (IAH)
Aircraft type: 747
Departure En route Destination
--------- ------- -----------
Clear 20,000 SCT Clear
S.winds: calm fl 18: 270/30 S.winds: 220/30
6000 ft: light fl 24: 270/30 6000 ft: 220/30
fl 34: 290/60
QNH : 30.07 Dep.freq: 124.35 ATIS : 124.05
ATIS : 134.80 Tower : 118.10
Rwy : 9 climb to 4,000 ft Rwy : 14L (146)
Clear : 125.90 expect fl 330 ILS : 119.90 (IHSQ)
Ground : 123.90 descend to 10,00 ft VOR : 116.60 (IAH)
Tower : 118.30 4,000 - 2,500 NDB : 379 (HS)
Fuel : 82,000 lbs
Weight : 620,000 lbs
Navigation : radar-vectored
Route:
Distance to Ident. freq. from
085 IPL 115.90 074
046 075 BZA 116.80 072 (and not 075)
098 067 GBN 116.60 082
040 084 TFD 114.80 093
139 093 SSO 115.40 083 (085 in the USA West scenery)
154 086 ELP 115.20 079 (078 in the USA West scenery)
155 082 INK 112.10 102
192 106 JCT 116.00 091
111 093 AUS 114.60 092 (freq=117.10 in the USA-West scenery)
125 091 IAH 116.60
REMARKS:
- Sometimes this assignment starts with an A320 instead of the 747. The
"maximum recommended takeoff weight" tells you if ATP uses the 747 (max.
takeoff w: 800,969 lbs) or the A320 (max. takeoff w: 162,193 lbs).
If this happens then go to the [F1]-menu and start again until the
program is so kind to offer you the right type of aircraft.
- Runway 9 is a bit short (9,400 feet) for a 747. You had better rotate on
time, or you'll destroy a few landing lights.
- At 330,000 ft you'll have a nice push in the back (wind: 290/60), so
watch the airspeed indicator. You'll be at the speed limit before you
know it. Nice circumstances to save some fuel!
- On the ATP-flight chart airway J2-18 indicates radial 075 from BZA. If
you do so, you'll get out of the airway (and ATC will notice!). The
radial should be 072
- When using the USA West scenery some VORs have a radial different from
the standard ATP scenery: SSO from radial is 085 instead of 083, ELP from
radial is 078 instead of 079.
- The ATP-flight chart doesn't show the distance between AUS and IAH. This
should be 125 miles.
- The frequency of VOR AUS in the USA-West scenery differs from the
frequency in the standard ATP-scenery (117.10 instead of 114.60)
- Beware of the strong crosswind (220/30) at the landing at runway 14L.
Assignment 63: Houston (IAH) to New Orleans (MSY)
Aircraft type: 737
Departure En route Destination
--------- ------- -----------
19,000 SCT 19,000 SCT Ceiling 1,000 OVR
S.winds: 180/12 fl 18: 250/40 S.winds: 230/10
6000 ft: 230/25 fl 24: 250/40 6000 ft: 270/25
fl 34: 270/60
QNH : 29.87 Dep.freq: 120.05 ATIS : 127.55
ATIS : 124.05 Tower : 119.50
Rwy : 14L->8 climb to 5000 ft Rwy : 19 (192)
Clear : 128.10 expect fl 290->230 ILS : 111.70 (IJFI)
Ground : 118.10 descend to 10,000 ft VOR : 113.20 (MSY)
Tower : 118.10 3,000 - 2,500 NDB :
Fuel : 11,000 lbs
Weight : 097,210 lbs
Navigation : radar-vectored
Route:
Distance to Ident. freq. from
120 LCH 113.40 082
153 089 MSY 113.20
REMARKS:
- At Houston request other runway (Rwy 8). That's more economic as that's
in the right direction towards LCH.
- Request other altitude as fl 290 is far too high a climb for such a short
distance. I used fl 230, but even that's to high because a few miles from
LCH you're already told to descend to 10,000 ft. FL 180 might be better.
- Decision Height is 700 ft at checkpoint SHORE. Point SHORE can be
determent via radial 273 of VOR MSY (113.20). You can see the runway
coming through the clouds at that point (at least with the standard ATP-scenery), so a missed approach procedure is not necessary. When using the
USA-East-scenery the clouds are a bit lower. But don't worry, you'll see
the runway just in time.
- The ILS of runway 19 is wrongly positioned.
In fact it's the ILS of runway 1!
So things are a bit mixed up. If you follow the glide slope deviation
index, you'll end up at the threshold of runway 1 (the end of runway 19).
So keep the glide slope needle above the middle and use the Visual
Approach Slope Indicator (the red/white glide slope system) the moment
you are through the clouds.
The localizer works the other way around. When it's left of the middle,
you must head to the right and vice versa. Quite confusing isn't,
especially as you're in the clouds with no sight at all, depending on the
instruments, until you reach 1,000 ft. But at that time you're very close
to the runway! So, no mistakes allowed.
Assignment 64: Chicago (ORD) to Philadelphia (PHL)
Aircraft type: 737
Departure En route Destination
--------- ------- -----------
Clear 18,200 SCT Ceiling 200 OVR
S.winds: 170/08 fl 18: 230/30 S.winds: 220/04
6000 ft: 230/20 fl 24: 230/30 6000 ft: 230/20
fl 34: 270/65
QNH : 29.97 Dep.freq: 119.00 ATIS : 133.40
ATIS : 135.40 Tower : 118.50
Rwy : 14R climb to 6000 ft Rwy : 27R (165)
Clear : 121.60 expect fl 290->330 ILS : 109.35 (IPDP)
Ground : 121.90 descend to 10,000 ft VOR : 112.80 (OOD)
Tower : 126.90 4,000 - 2,600 NDB : 222 (PD)
Fuel : 15,000 lbs takeoff at : 09h.06
Weight : 099,210 lbs full stop at: 11h.03
Navigation : radar-vectored
Route:
Distance to Ident. freq. from
200 CRL 115.70 128
075 131 DJB 113.60 127
153 130 IHD 108.20 096
171 100 MXE 113.20
REMARKS:
- When using the [~]-key (auto-taxi to preferred runway) with the East-Scenery, the aircraft is positioned several metres in front of the
runway. The Inner Marker sounds loud and clear!
Advice: taxi to the runway instead of using the [~]-key.
- Request an other/higher altitude (fl 330). At that height you'll fully
benefit from a strong tailwind (270/65). Easy on the throttle, you'll hit
the sound barrier before you know it!
- Looking at the standard ATP flight chart you'll notice that the distance
between CRL and DJB is not mentioned. The distance is 75 miles.
The same goes for the distance between DJB and IHD. This is 153 miles.
According to the clearance message you are supposed to keep the airway
from IHD to MXE. The only problem is that the map doesn't show any airway
between those two VORs. So I made up one myself. Stay on radial 096 from
IHD and radial 100 to MXE and you'll be fine. The distance is 171 miles.
So, all together, it's quite a mess in this assignment. But now you know
why the manufacture of the map warns you not to use this map for real
world navigation!
- When you are ordered to descend to 10,000 ft, the QNH is not given in
time. Also, tuning in on 127.00 doesn't give you the required
information. Tuning in on 133.40 (the ATIS-frequency) does the trick. By
the way, the QNH is 29.90
- The Decision Height for runway 27R is 261 ft (250) at the Medium Marker,
.... at least that's what the approach-chart in the ATP-manual tells you.
But ATP considers that far too late to make this decision. So, you'd
better report and execute a missed approach at the Outer Marker.
- When using the USA East-scenery there you'll encounter the following
problems:
1. The VORs THD and MXE don't reach far enough.
There is quite a distance between those two VORs where you'll have to do
without the guidance of these VORs. But as long as you keep the same
heading (102) you'll eventually catch up with MXE.
2. The ILS-frequency of runway 27R (109.35) doesn't react.
As you are flying in the blind, completely depending on your instruments,
this definitely can be called a problem. The solution is to request for
another runway (with an operational ILS): runway 27L.
The information for Rwy 27L is:
ILS : 109.30 (IGLC)
VOR : 112.80 (OOD)
NDB :
Assignment 65: Philadelphia (PHL) to Boston (BOS)
Aircraft type: 767
Departure En route Destination
--------- ------- -----------
Clear/8000 ft SCT Clear Clear
S.winds: 50/18 fl 18: light S.winds: 20/10
6000 ft: light fl 24: light 6000 ft: 20/10
fl 34: light
QNH : 29.88 Dep.freq: 128.40 ATIS : 135.00
ATIS : 133.40 Tower : 119.10
Rwy : 27L->9R climb to 5,000 ft Rwy : 4R(036)
Clear : 118.85 expect fl 170->230 ILS : 110.30 (IBOS)
Ground : 121.90 descend to 4,000 ft VOR : 112.70 (BOS)
Tower : 118.50 2,200 ft NDB : 375 (BO)
Fuel : 15,000 lbs Take off at : 18h.37
Weight : 162,100 lbs Full stop at : 19h.27
Navigation : radio-vectored
Total distance: 248 miles
REMARKS:
- At Philadelphia request other runway (Rwy 9R). That's more economic as
that's in the right direction towards Boston.
- Request another (higher) altitude: fl 230, the optimum for this distance.
But at this altitude, in combination with an almost straight in landing,
you must step on the air brakes all the way down (or request a lower
altitude before you are ordered to descend to 10,000 ft).
Assignment 66: St. Louis (STL) to Dallas (DFW)
Aircraft type: 767
Departure En route Destination
--------- ------- -----------
12,000 SCT 21,200 SCT Ceiling 1,300 OVR
S.winds: calm fl 18: 180/10 S.winds: 140/10
6000 ft: calm fl 24: 220/30 6000 ft: 220/30
fl 34: 240/50
QNH : 29.87 Dep.freq: 126.50 ATIS : 127.00
ATIS : 120.45 Tower : 126.55
Rwy : 30R climb to 4000 ft Rwy : 17L (173)
Clear : 119.50 expect fl 310 ILS : 109.10 (IFLQ)
Ground : 121.90 descend to 10,000 ft VOR : 117.00 (DFW)
Tower : 120.05 4,000 - 2,800 NDB : 219 (FL)
Fuel : 20,000 lbs takeoff at : 13h.34
Weight : 165,100 lbs full stop at: 14h.59
Navigation : radar-vectored
Route:
Distance to Ident. freq. from
162 SGF 116.90 203
077 202 RZC 116.40 218
118 220 MLC 112.00 200
139 199 DFW 117.00
REMARKS:
- When using the [~]-key (auto-taxi to preferred runway) with the USA West-Scenery, the aircraft is put a bit left of the middle and on top of the
Inner Marker (or you could say that the IM is positioned wrongly).
To get rid of the IM-signal you'd better move the plane forward (the
runway is long enough).
- Looking at the standard ATP flight chart you'll notice that the distance
between RZC and MLC is not mentioned. The distance is 118 miles.
The same goes for the distance between MLC and DFW. This is 135 miles.
- The Decision Height for runway 17L is 763 ft (201) at the Medium Marker
(according to the approach-chart in the ATP-manual). At that point you
can see the runway clearly. But ATP considers that far too late to make
this decision. So, you'd better report and execute a missed approach at a
point somewhere between the Outer Marker and the Inner Marker.
Assignment 67: Dallas (DFW) to Chicago (ORD)
Aircraft type: 73
Departure En route Destination
--------- ------- -----------
Clear 25,000 SCT Clear
S.winds: 180/12 fl 18: 220/20 S.winds: calm
6000 ft: 180/12 fl 24: 220/20 6000 ft: 200/20
fl 34: 200/45
QNH : 30.31 Dep.freq: 119.05 ATIS : 135.40
ATIS : 127.00 Tower : 126.90
Rwy : 17R->35L climb to 5000 ft Rwy : 14R (140)
Clear : 128.25 expect fl 330 ILS : 109.70 (IORD)
Ground : 121.65 descend to 10,000 ft VOR : 113.90 (ORD)
Tower : 126.55 5,000 - 2,600 NDB : 394 (OR)
Fuel : 16,000 lbs takeoff at : 22h.47
Weight : 100,209 lbs full stop at: 01h.00 (including the "go around")
Navigation : radar-vectored
Route:
Distance to Ident. freq. from
135 MLC 112.00 040
110 038 RZC 116.40 022
077 023 SGF 116.90 051
162 052 STL 117.40 028
070 029 CAP 112.70 032
070 041 PNT 109.60 023
045 022 JOT 112.30 020
050 048 OBK 113.00
REMARKS:
- At Dallas request other runway (Rwy 35L). That's more economic as that's
in the right direction towards MLC.
- If you use the USA-sceneries, then don't forget (also) to switch on the
Auto Scenery selection (F7-menu, 1-Scenery selection), as your flight
will cross the West (Dallas) and East (Chicago) boundary.
- While you're descending (from fl 330 to 10,000 ft) ATC doesn't give you
the proper QNH (at least not in time, before you reach fl 100). So tune
in on 127.00 at fl 180. By the way, the QNH is 30.27.
- When using the USA-West/East-sceneries, you'll have troubles tuning in on
ILS IORD of Chicago's runway 14R. To be precise, USA-East doesn't know
this ILS at all! The solution: ask for another runway to land on; I
suggest runway 14L
The ILS of runway 14L is 110.90 (IOHA), NDB: 368 (OH)
Using runway 14L also results in a higher flight level for the final
approach (2,900 feet instead of 2,600 ft).
- Just as you're about to land (3 miles away from touch down), Tower
control has a surprise for you: a missed approach-command.
Assignment 68: Washington (IAD) to Minneapolis (MSP)
Aircraft type: 747
Departure En route Destination
--------- ------- -----------
Clear Clear 2,200 OVR
S.winds: calm fl 18: 270/30 S.winds: 260/15
6000 ft: 270/20 fl 24: 280/40 6000 ft: 270/30
fl 34: 280/40
QNH : 29.92 Dep.freq: 134.85 ATIS : 135.35
ATIS : 134.85 Tower : 126.70
Rwy : 19R->30 climb to 5,000 ft Rwy : 19R (296)
Clear : 127.35 expect fl 390 ILS : 109.90 (IINN)
Ground : 121.90 descend to 10,00 ft VOR : 115.30 (MSP)
Tower : 120.10 6,000 - 3,100 NDB :
Fuel : 80,000 lbs takeoff at : 04h.35
Weight : 645,458 lbs full stop at: 06h.50
Navigation : radar-vectored
Route:
Distance to Ident. freq. from
108 IHD 108.20 310
150 307 DJB 113.60 311
070 308 CRL 115.70 300
100 298 GRR 110.20 282 (and not 288)
125 276 BAE 116.40 290
070 288 DLL 115.10 284 (freq. for USA-East: 117.00)
077 282 ODI 117.90 309
096 305 MSP 115.30
REMARKS:
- When using US Scenery West/East, activate the "automatic scenery
selection" ([F7], code 1, code A) as the departure airport and the
destination airport are in different sceneries.
- Sometimes this assignment starts with an A320 instead of the 747. The
"maximum recommended takeoff weight" tells you if ATP uses the 747 (max.
takeoff w: 800,969 lbs) or the A320 (max. takeoff w: 162,193 lbs).
If this happens then go to the [F1]-menu and start again until the
program is so kind to offer you the right type of aircraft.
- At Washington request other runway (Rwy 30). That's more economic as
that's in the right direction towards IHD.
- On the ATP-flight chart, airway J34 indicates radial 288 from GRR. If you
do so, you'll get out of the airway (and ATC will notice!). The radial
should be 282. But still then the HSI behaves a bit strange. The best
thing to do is to tune in on BAE, with the obs on 276, soon after passing
GRR. By the way, the distance mentioned on the ATP-chart (225 miles) is
wrong. The distance between GRR and BAE should be 125 miles.
- When using USA-East scenery the frequency of VOR DLL differs from the ATP
standard chart: 117.00 instead of 115.10
- At Minneapolis the view is bad (very cloudy), but don't worry, you'll see
the runway in time.
You're coming in on a long final. You'll have to step on the air breaks
to be able to reach the correct flight-level (3,100) and airspeed (180
knots) in time.
Assignment 69: Minneapolis (MSP) to New York (JFK)
Aircraft type: 747
Departure En route Destination
--------- ------- -----------
Clear 15,000 SCT Clear
S.winds: 320/10 fl 18: 220/40 S.winds: 180/12
6000 ft: 270/30 fl 24: 230/60 6000 ft: 230/30
fl 34: 230/60
QNH : 30.01 Dep.freq: 119.30 ATIS : 127.00
ATIS : 135.35 Tower : 119.10
Rwy : 29L->11R climb to 7,000 ft Rwy : 13L (133)
Clear : 133.20 expect fl 370 ILS : 111.50 (ITLK)
Ground : 121.80 descend to 10,00 ft VOR : 115.90 (JFK)
Tower : 126.70 4,000 - 2,000 NDB :
Fuel : 69,000 lbs takeoff at : 13h.48
Weight : 614,459 lbs full stop at: 15h.55
Navigation : radar-vectored
Route:
Distance to Ident. freq. from
099 ODI 117.90 102
077 104 DLL 115.10 108 (freq. for USA-East: 117.00)
070 110 BAE 116.40 096
125 100 GRR 110.20 118
100 120 CRL 115.70 099
250 107 SLT 113.90 109
050 110 IPT 114.40 118
080 122 BWZ 114.20 120
060 140 JFK 115.90
REMARKS:
- At Minneapolis request other runway (Rwy 11R). That's more economic as
that's in the right direction towards ODI.
- Minneapolis is right on the edge of USA-scenery East and West. Although
you activate "auto select" in the "Scenery selection" option (F7, 1), ATP
has difficulties selecting the correct scenery. This becomes a problem
when you taxi your 747 to runway 11R: all of a sudden the runway has
gone. But ATP is easy to fool: position your plane where you think runway
11R should be and report to the tower. Believe it or not, you'll get
permission to take off. When you're almost at V1, the runway reappears
again.
- When using USA-East scenery the frequency of VOR DLL differs from the ATP
standard chart: 117.00 instead of 115.10
- On the ATP-flight chart airway J34 indicates radial 108/288 to/from GRR.
If you do so, you'll get out of the airway (and ATC will notice!). The
radial should be 100/280.
By the way, the distance mentioned on the ATP-chart (225 miles) is wrong.
The distance between GRR and BAE should be 125 miles.
Assignment 70: Salt Lake City (SLC) to San Francisco (SFO)
Aircraft type: 747
Departure En route Destination
--------- ------- -----------
13,000 SCT 13,000 SCT 300 OVR
S.winds: 330/15 fl 18: 330/20 S.winds: 280/03
6000 ft: 330/15 fl 24: 330/20 6000 ft: 350/25
fl 34: 340/30
QNH : 30.01 Dep.freq: 124.30 ATIS : 127.00
ATIS : 124.75 Tower : 120.50
Rwy : 34L->16R climb to 13,000 ft Rwy : 28R (281)
Clear : 127.30 expect fl 310 ILS : 111.70 (IGWQ)
Ground : 121.90 descend to 10,00 ft VOR : 115.80 (SFO)
Tower : 118.30 4,000 - 2,300 NDB : 379 (SF)
Fuel : 48,000 lbs takeoff at : 18h.35
Weight : 452,459 lbs full stop at: 20h.17 (including go-around)
Navigation : radar-vectored
Route:
Distance to Ident. freq. from
310 MVA 115.10 242
140 240 LIN 114.80 234
060 233 OAK 116.80
REMARKS:
- At Salt Lake City request other runway (Rwy 16R). That's slightly more
economic as that's a bit more in the direction towards MVA.
- While descending to 10,000 ft, atc doesn't always give you the QNH on
time, so tune in on 127.00 before reaching fl 110.
- The visibility at San Francisco is zero, also at ground level, so report
and execute a missed approach when reaching the MM.
Assignment 71: San Francisco (SFO) to San Diego (SAN)
Aircraft type: 737
Departure En route Destination
--------- ------- -----------
Clear Clear Clear
S.winds: 260/15 fl 18: 260/30 S.winds: 160/05
6000 ft: 250/30 fl 24: 260/30 6000 ft: 220/15
fl 34: 340/30
QNH : 30.06 Dep.freq: 120.50 ATIS : 134.80
ATIS : 127.00 Tower : 118.30
Rwy : 28R->19R climb to 5,000 ft Rwy : 9 (92)
Clear : 118.20 expect fl 250 ILS : 110.90 (ISAN)
Ground : 121.80 descend to 10,00 ft VOR : 117.80 (MZB)
Tower : 120.50 3,000 - 2,400 NDB : 245 (AN)
Fuel : 12,000 lbs takeoff at : 13h.50
Weight : 69,210 lbs full stop at: 15h.00
Navigation : radar-vectored
Route:
Distance to Ident. freq. from
165 AVE 117.10 129
094 130 FIM 112.50 123
030 124 LAX 113.60 114
060 114 OCN 115.30 145
020 146 MZB 117.80
REMARKS:
- At San Francisco request other runway (Rwy 19R). That's more economic as
that's more in the direction towards AVE.
- While descending to 10,000 ft, atc doesn't give you the QNH on time.
Also 127.00 (generic ATIS) doesn't give the required information. The QNH
is 30.06
Assignment 72: San Diego (SAN) to Kansas City (MCI)
Aircraft type: 737
Departure En route Destination
--------- ------- -----------
Clear 18,000 SCT 2,100 OVR
S.winds: calm fl 18: 240/30 S.winds: 140/20
6000 ft: 270/30 fl 24: 250/50 6000 ft: 210/25
fl 34: 260/80
QNH : 29.98 Dep.freq: 124.35 ATIS : 128.35
ATIS : 134.80 Tower : 128.20
Rwy : 9 climb to 4,000 ft Rwy : 19->9
Clear : 125.90 expect fl 330 ILS : 109.70 (IRNI)
Ground : 123.90 descend to 10,00 ft VOR : 112.60 (MKC)
Tower : 118.30 5,000 - 3,500 NDB : 242 (RN)
Fuel : 21,000 lbs takeoff at : 09h.03
Weight : 113,210 lbs full stop at: 12h.04 (including go-around)
Navigation : radar-vectored
Route:
Distance to Ident. freq. from
112 TNP 114.20 033
140 037 PGS 112.00 059
115 061 TBC 113.50 060
158 063 FMN 115.30 057
115 060 ALS 113.90 057
157 060 LAA 116.90 066
242 074 SLN 117.10 074
135 074 MKC 112.60
REMARKS:
- The air plane is heavy loaded. So watch the end of the runway at take
off!
- En route, at fl 330, there's a nice push in back (260 at 80), so keep an
eye on the speed indicator.
- While descending to 10,000 ft, atc doesn't give you the QNH on time.
The QNH is 29.94
- On final, at about 3.5 miles away from IRNI, you can expect a "missed
approach" order.
Assignment 73: Boston (BOS) to Minneapolis (MSP)
Aircraft type: 767
Departure En route Destination
--------- ------- -----------
2000 SCT 20,000 SCT Clear
S.winds: 020/10 fl 18: 000/20 S.winds: 340/05
6000 ft: 020/10 fl 24: 000/20 6000 ft: 340/05
fl 34: 000/20
QNH : 29.83 Dep.freq: 120.60 ATIS : 135.35
ATIS : 135.00 Tower : 126.70
Rwy : 33L climb to 5,000 ft Rwy : 29L (296)
Clear : 121.65 expect fl 390->310 ILS : 110.30 (IMSP)
Ground : 121.90 descend to 10,00 ft VOR : 115.30 (MSP)
Tower : 119.10 6,000 - 3,100 NDB : 266 (MS)
Fuel : 32,000 lbs takeoff at : 11h.15
Weight : 192,100 lbs full stop at: 13h.53
Navigation : radar-vectored
Route:
Distance to Ident. freq. from
127 ALB 112.40 277
238 267 JHW 114.70 276
195 269 CRL 115.70 300
100 298 GRR 110.20 282 (and not 288)
125 276 BAE 116.40 290
070 288 DLL 115.10 284 (freq. for USA-East: 117.00)
077 282 ODI 117.90 309
110 305 GEP 117.30
REMARKS:
- When using US Scenery West/East, activate the "automatic scenery
selection" ([F7], code 1, code A) as the departure airport and the
destination airport are in different sceneries.
- The aircraft is almost at his maximum recommended takeoff weight and too
heavy to cruise at fl 390. Request a lower altitude, for instance fl 310.
- On the ATP-flight chart, airway J34 indicates radial 288 from GRR. If you
do so, you'll get out of the airway (and ATC will notice!). The radial
should be 282. But still then the HSI behaves a bit strange. The best
thing to do is to tune in on BAE, with the obs on 276, soon after passing
GRR.
By the way, the distance mentioned on the ATP-chart (225 miles) is wrong.
The distance between GRR and BAE should be 125 miles.
- When using USA-East scenery the frequency of VOR DLL differs from the ATP
standard chart: 117.00 instead of 115.10
- On the transition between the USA East-scenery and the West-scenery the
scenery-view went blank (starting from about 60 miles before BAE until
about 12 miles before DLL). If this happens, then keep on flying, and let
the green line, connecting the way points, be your guide (providing you
have installed the 3DAGS-software).
- You're coming in on a long final. You'll have to step on the air breaks
to be able to reach the correct flight-level (3,100) and airspeed (180
knots) in time.
Assignment 74: New Orleans (MSY) to Chicago (ORD)
Aircraft type: 767
Departure En route Destination
--------- ------- -----------
4,000 OVR 5,000 SCT 1,300 OVR
S.winds: 140/20 fl 18: 240/40 S.winds: 310/20
6000 ft: 180/25 fl 24: 240/40 6000 ft: 260/40
fl 34: 270/60
QNH : 29.77 Dep.freq: 125.50 ATIS : 135.40
ATIS : 129.55 Tower : 126.90
Rwy : 28 climb to 4,000 ft Rwy : 27L (270)
Clear : 127.20 expect fl 410->330 ILS : 111.10 (ITSL)
Ground : 121.90 descend to 10,00 ft VOR : 113.90 (ORD)
Tower : 119.50 5,000 - 2,600 NDB : 414 (IA)
Fuel : 29,000 lbs takeoff at : 18h.41
Weight : 194,100 lbs full stop at: 20h.52
Navigation : radar-vectored
Route:
Distance to Ident. freq. from
079 MVB 116.70 357 ?
129 356 GRW 114.70 006
097 002 MEM 117.50 353
157 350 FAM 115.70 348
072 346 STL 117.40 028
074 029 CAP 112.70 032
070 034 PNT 109.60 022
070 022 JOT 112.30 020
060 020 OBK 113.00
REMARKS:
- The aircraft is over his maximum recommended takeoff weight and too heavy
to cruise at fl 410. Request a lower altitude, for instance fl 330.
At take off, the runway is just long enough. Rotate in time!
- On the ATP-flight chart, airway J35 goes from VOR MCB, via GRW, to MEM.
If you keep the course, as indicated by the ATP-flight chart, atc will
(soon after passing MCB) tell you the stay within your airway.
According to your data (and the graphical display) you're right on track,
but atc thinks differently. I was not able to find out what the course
should be. My solution: request radar vectors ([CtRl] [V]) the moment you
get the first remark from atc. Atc will then guide you to MEM and your
troubles are over.
- While descending to 10,000 ft, atc doesn't give you the QNH on time.
The QNH is 29.83
- At Chicago there are heavy clouds with a ceiling of 1,300 ft. That should
leave you enough room to spot the runway before reaching the decision
height, but .... afterwards ATP told me that I should have reported/done
a missed approach!Assignment 75: Albuquerque (ABQ) to Los Angeles (LAX)
Aircraft type: 737
Departure En route Destination
--------- ------- -----------
8,000 SCT 18,000 SCT Clear
S.winds: 140/10 fl 18: 230/35 S.winds: 230/20
9000 ft: 180/30 fl 24: 250/40 6000 ft: 270/30
fl 34: 270/70
QNH : 29.88 Dep.freq: 123.90 ATIS : 133.80
ATIS : 118.00 Tower : 133.90
Rwy : 8->26 climb to 11,000 ft Rwy : 25L (249)
Clear : 119.20 expect fl 350 ILS : 109.90 (ILAX)
Ground : 121.90 descend to fl 130 VOR : 113.60 (LAX)
Tower : 118.30 2,400 NDB :
Fuel : 14,800 lbs takeoff at : 20h.22
Weight : 97,061 lbs full stop at: 22h.07
Navigation : radar-vectored
Route:
Distance to Ident. freq. from
116 ZUN 112.40 251
150 250 DRK 114.10 248
167 240 TNP 114.20 254
130 248 LAX 113.60
REMARKS:
- At Albuquerque request other runway (Rwy 26). That's more economic as
that's in the right direction towards ZUN.
- While descending to 13,000 ft, atc doesn't always give you the QNH on
time. The QNH is 29.92. After a while the QNH is 29.87
And more to come ......
Robert Kooman
rkooman@caiw.nl