[jhb_airlines] Re: PMDG 737NG

  • From: "tom smith" <ftd.smith@xxxxxxxxxxxxxx>
  • To: <jhb_airlines@xxxxxxxxxxxxx>
  • Date: Mon, 13 Sep 2004 16:12:22 +0100

take it easy Bones you will wear your self out
----- Original Message ----- 
From: "Bones" <bones@xxxxxxx>
To: <jhb_airlines@xxxxxxxxxxxxx>
Sent: Monday, September 13, 2004 3:21 PM
Subject: [jhb_airlines] Re: PMDG 737NG


> I must admit that I now use Richard Stefan's AIRAC data to update both
> the 737TNG and FSNav databases although this requires separate
> downloads. http://www.navdata.at/php/airac/airac.php
> 
> As to collecting flight plan data we still run up against the same
> problem - the European route structure is changing too much to rely on
> data more than a month or two old. It will settle down eventually but we
> must accept that our timing is unfortunate as it comes at the most
> radical restructuring of European airspace in the last 50 years. This
> has been going on for four years now (they tend to make the major airway
> changes only during the winter months) and it is dynamic in the sense
> that computer analysis of the initial changes tends to show traffic
> patterns that dictate the later changes.
> 
> In the past we had a good document in ATC which showed the "accepted"
> routes from the UK to almost any global destination. This was a normal
> publication until around 1997 when airspace changes started to increase
> and it was realised that it needed continual amendment. In the end it
> became similar to the Air Pilot with monthly updates. We used it for all
> our flight planning address data. I have looked for this document on the
> CAA site but it no longer exists - probably because all flight plan
> route data is now in the central European computer system and national
> publications are obsolete.
> 
> I'm checking the website of IFPS (Integrated Flightplan Processing
> System) right now in the hope that the current route data is now
> available online but I end up down some blind alleys. At the moment I
> have found myself on the CFMU (Central Flow Management Unit) site and
> this is quite interesting because it is the tactical side of IFPS. The
> current tactical situation can be found at
> http://www.cfmu.eurocontrol.be/home/index.html if you select Operations
> and then Public Applications (including strong wind warning for EBBR
> Brussels Airport)..
> 
> If you go to this page you will see several ATFM (Air Traffic Flow
> Management) options on the left menu panel and I will try and explain
> what these are. Under Messages there are options for:
> AIM
> ANM (Current)
> ANM (Next)
> CRAM (Current)
> CRAM (Next)
> Route Availability
> 
> AIM (ATFM Information Message) is for current tactical messages and some
> long term older messages.
> ANM (Current) is a list of the restrictions for the current day. This is
> dynamic and changes are added/amended as the day develops. I will
> sidetrack slightly by explaining how this system works.
> 
> Most airlines file their flight plans in advance for a whole season and
> these are stored on the IFPS computer. The system can therefore look at
> any particular day and predict the traffic flow for the period -
> including the areas where traffic is likely to overload. Add to this the
> flight plans for private and charter aircraft plus any scheduled flights
> not in the season's listing and the computer predictions begin to change
> as these plans come in. The CFMU is therefore dynamically looking at
> constantly evolving airspace utilisation and predicting traffic hot
> spots. Add to this some additional factors - like strong winds reducing
> landing rates or airport closures owing to accidents or weather - and
> you can see that CFMU is continually updating their situation awareness
> on European traffic flow.
> 
> The ANM (ATFM Notification message) is a list of these bottlenecks. The
> first two on the list today are about reduced landing rates at Brussels
> owing to strong winds and single runway operations. The rest are
> somewhat harder to fathom especially those relating to airway sectors. A
> copy of current ANM's are sent to every airport in Europe.
> 
> To some extent these ANM's are totally meaningless to the average pilot
> or ATC unit. They are simply a list of congestion areas for the current
> day and should really be put on the "nice to know but rather
> superfluous" list. The reason why I say this is because CFMU's second
> task is to organise the traffic to reduce these delays. The two most
> common restrictions are allocating slot times or giving aircraft revised
> routes to fly. Most pilots don't look at the ANM's - all they want to
> know is what their slot time is or whether they have been rerouted.
> 
> ANM (Next) is for tomorrow's restrictions and is usually published
> around 1700.
> 
> CRAM (Current) is a list of the Conditional Airways active for today.
> These are either existing airways in which the published rules have
> altered (e.g. using a one way airway as two way) or temporary airways
> created to ease traffic congestion.
> 
> Route Availability Document takes you to a separate web site and,
> although interesting, it doesn't provide what it says. In fact it should
> be called "route unavailability document" as it provides you with a list
> of airways that are restricted in use or not available.
> 
> Although all the above information is interesting it still doesn't
> provide us with what we are looking for without a lot of sifting and
> digging around. Effectively all the above data could be pulled together
> to show a table of currently available air routes just by entering
> departure and destination airfields and I am still looking for this.. It
> will be in there somewhere..
> 
> bones
> 
> > -----Original Message-----
> > From: jhb_airlines-bounce@xxxxxxxxxxxxx 
> > [mailto:jhb_airlines-bounce@xxxxxxxxxxxxx] On Behalf Of Kevin Townsend
> > Sent: 13 September 2004 12:47
> > To: jhb_airlines@xxxxxxxxxxxxx
> > Subject: [jhb_airlines] Re: PMDG 737NG
> > 
> > 
> > 
> > Tom
> > 
> > I will have a look, but I am using Airac for my PMDG and as 
> > there are many 
> > anomalies between the FSNav Database and this - I have been 
> > constructing 
> > flight plans by hand.
> > 
> > Using FSNav I input Departure and Arrival Airports Codes using the Id 
> > (ticked) Inputline on the Map Page. I then follow the mostly 
> > direct line 
> > using Navaids along the way. I then Print this route, 
> > including SID/Star 
> > alternates and use this as a routing as would be provided for any 
> > commercial flight. This would include Initial clearance and routing 
> > altitudes. Standard routes were published on the UK AIS.
> > Bones assures me that this is the way that airlines work 
> > these days, as 
> > routing is done by computer, based on traffic density, and 
> > the shortest 
> > (most direct) routes go on a first come first served basis.
> > I include some comment from him below...
> > 
> > 
> > The airway system in Europe is effectively dynamic nowadays 
> > rather than the static system of old. Pilots still file 
> > flight plans with the suggested IFPS routes in them, but if 
> > such routes are congested IFPS will automatically reroute to 
> > avoid delays and send a revised flight plan back to the 
> > pilot. We can't mimic this in FS so the best option is to put 
> > down the published standard routes. Oddly enough I can't see 
> > these on the UK AIS site any more - I'll have to dig around 
> > and see where they have gone..
> > 
> > Maybe we should find a place to collect these?
> > 
> > Regards
> > 
> > Kev
> > 
> > At 11:40 9/13/2004, you wrote:
> > >kevin would you send some more flight plans
> > >for the 737 fmc
> > >Tom
> > 
> > 
> > 
> > 
> 
> 

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