English

Issue: 02

APRIL 2008

MAGAZINE FOR THE ONLINE FLIGHT SIMULATION COMMUNITY

VIRTUAL SKY IS THE OFFICIAL

PUBLICATION OF IVAO

True Story of

IVAO Academy

All about TO/GA by Mike Ray

Ground School for

Pilots & ATC

on Germany and Brazil

Focus

12freeware

tips

Interview with Alain!DebrouwerThe President talksby Vybhava Srinivasan

In the flight simulation

community Alain Debrou-

wer, is one such person

who probably needs no in-

troduction. He is a well re-

spected personality in the

online flight simulation

community. Alain has been

with IVAO for about 8 years

and is also currently serving

as the President of IVAO. I

had an opportunity to inter-

view him and get to know

him better.

Alain! is married with Sofie,

he has two daughters, Tess

and Sarah. He and his

family live in Zonnebeke,

Belgium. Alain passed his

PPL at Cristal River, FL.

During this course, he also

received the high perform-

ance and complex rating

for a single engine

landplane.

Back in Belgium, Alain flew

at the EBKT regional airport

as a hobby pilot. Alain was

a FISO (flight information

service officer) at the EBKT

airport and also an airport

adjunct commander for the

same airport.

Due to an increase in ex

pense in real world flying,

last year Alain resigned

from these positions. He is

currently maintaining a low

profile.

Beside aviation, Alain is

also does photography and

is a member of IPSC club.

IVAO EXCLUSIVE

DIVISION FOCUS

and ATCs who use our network for

training purposes and also bring in the

professionalism in the network.

Today in our division we are seeing more

and more members that have trained

with us on the basics of aviation, have

discovered a renewed passion

in aviation, and are chasing

a dream to have a

succesful

career in

aviation in

real world.

Our staff

team have

undertaken

a lot of

projects to

improve our division, a few examples

a) "ATC Groups" by ATC Operations

Department, they have formed a group

of members that love to control. This

group has their own website and also

b) "Virtual Flying Club" by Flight

Operations Department, this group

organizes instructors to provide training

The brazilian pilots and

controllers are know to be

very friendly, and we have

great pleasure in inviting our

foreign pilots at our

airports! Today we are not

only a big division, but over

time have proved that we are a

great place to learn, share

knowledge and make new

friends, we take pride in

following the "Spirit of IVAO"

Come and fly in Brazil, and

have a great time!!!

For more information

http://br.ivao.aero

INSPIRE

STORY OF AN ATC

MIKE RAY

TO/GA

THE TAKE OFF PHASE

INSIGHT

IVAO ACADEMY

IVAO TRIBUNE

GRAN CANARIA FLY-IN

RFE ZURICH

VIDEO CONTEST WINNERS

FREEWARE ZONE12 FREEWARE

UNDER REVIEW

It is the start of the Mount Everest climbing season and at least 7 expeditions and tons

of equipment are waiting in the hangars of the Kathmandu airport but unfortu

nately Lukla airport has been closed for the last 21 solid days because of

clouds and high Winds . The Met office just announced that there could

be a 6 hour weather window and the small turbines are flying in from

all over the region to make best use of the available time. As the

small turbine transporters are flying into the area to make some

serious money (of course price per ton is now as high as the

mountains are), complex discussions are going on with the

two controllers at Lukla. There are only six stands on the

airport and as we all know getting to and from the airport

is a rather complex task. Although weather should be

clear there will still be strong winds to make it even

more complex."

For our first event, we have a challenging task for

you. Complete as many flights as possible between

Kathmandu (VNKT) to Lukla (VNLK). The more

flights you successfully complete, the better are your

chances to win the Aerosoft prize. All inbound flights

to Lukla and all completed outbound flights from

Lukla are counted. If you desire you could also fly

your helicopter from Lukla airport to Mt. Everest

Base Camp and back again.

Be aware: *not more than 6 aircraft* are allowed to

occupy a parking position at Lukla and *no one is allow-

ed* to have a longer block time than *15 minutes*.

Since Lukla has no IFR approach you have to fly VFR and

maneuver through high terrain and clouds showing up behind

the next peak.

It is strongly recommended to use Aerosofts Lukla

scenery!!!

Aerosoft offers a grand prize to all those who complete the most successful

number of flights, the prizes are as follows:

1st place: 10 Aerosoft products of your choice

2nd place: 9 Aerosoft products of your choice

3rd place: 8 Aerosoft products of your choice

10th place: 1 Aerosoft product of your choice.

Your best opportunity to prove yourself between the highest mountains on earth.

More information on this event visit http://www.ivao.aero/events

events of ivaorAeroSoft’s The Lukla Air Bridge Event

2007

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train

ing

SECTION

A DME ARC is an approach procedure which consists of performing an arc at a constant distance from a DME (Distance Measuring Equipment) facility until reaching the final approach course.

The local facilities may or may not provide final approach guidance. In the!example shown

on Fig.1 below, the VOR provides a final approach course.

DME ARCs are usually designed to be flown at a maximum indicated speed of 200 or 210

Knots. In order to help beginners, we have chosen to fly at a rather low speed (160 kts)

and a pretty fair distance from the DME facility (13 nm). Once the student pilot has

become familiar with the procedure, he will also learn to!fly at a higher speed or a shorter

distance

IAF = INITIAL APPROACH

FIX All ARCs will have an initial fix (Initial

Approach Fix = IAF) which will be about 2

nautical miles from the arc radius to help

initiate a turn onto the arc.

However, it is advisable to initiate a turn

with a standard rate bank angle (see next

paragraph) at a distance equal to Arc

Radius + 1% of Ground Speed."

FIG. 1 - DME ARC BASICSAn exercise for student pilots

Distance VORDME-IAF = Arc Radius + 1% of Ground Speed

- Example 1 (= our exercise for beginners, Fig. 1) : Arc Radius = 13 nm / Ground Speed = 160 Kts=> Distance from the VORDME to the IAF = 13 + 1.6 = 14.6 nm.

- Example 2 : Arc Radius = 11 / Speed = 230 Kts=> Distance from the VORDME to the IAF = 11 + 2.3 = 13.3.!

1

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CONTENTS

P04

Vybhava Srinivasan IVAO Public Relations Manager

editor@ivao.aero

Dear Friends, Thank you very much for downloading the second IVAO Virtual Sky Issue. A little bit of statistics, before we start o!. Our first issue had alittle over 25,000 downloads for which we owe our sincere thanks to all ouravid readers. We have received several e"mails and forum postscongratulating us on the outstanding issue. We are glad that you all likedit and found it informative. It is our constant endeavor to improve the contents of the magazine. Wehave now included an improved section on training and we hope you will allfind it useful. On a trial basis we will be launching of the second issue of this magazine in three more languages viz., French, German and Spanish. Our idea is to reach out to as many interested members of our flight simulation commu"nity, without language posing any barriers. Both bouquets and brickbats on this issue are equally welcome. We also look forward to articles that our readers would like to contribute to futureissues of this magazine. With this, let me sign o!. Sit back and enjoy your journey through theApril 2008 issue. Thank you all for the patient wait to savor this issue and see you allagain in July 2008.

Vybhava SrinivasanChief Editor

IVAO Virtual Sky April 2008

Editorial

Publisher: International Virtual Aviation Organisation

Chief Editor: Vybhava Srinivasan

Assistant Editor: Yigit Yildrim

Layout and Design: Yigit Yildrim

Website: www.ivao.aero/publrelat/

General Mail: editor@ivao.aero

Cover Screenshot: Nicholas Chung Wing Chong

Background Images: Vlad Gerasimov

www.vladstudio.com

French & Spanish Translation: Alexandre Balaguer

G e r m a n Tr a n s l a t i o n : Rober t Gottwald

Logo Design : Robert Gottwald

D i s c l a i m e r : Any in format ion , suggestions or illustrations published in this magazine are exclusively for use with computer flight simulation.

All views expressed in this magazine are the views of the respective authors. The publisher does not accept any responsibility for those views.

Copyright#

None of the informat ion in th is magazine may be reproduced in any form without prior permission from the publisher.

When I was young, a number of different

career opportunities excited me. I went through

a phase of wanting to be a racing car driver and

an astronaut! I started to have a keen interest in

aviation from about the age of 11 when my

Grandfather would tell me stories about his time

in the Royal Air Force as an aircraft engineer. At

the age of 12, I discovered Flight Simulator

2000 and used to sit for hours playing it on my

computer that only had an 8mb graphics card

inside! I thought 2 frames per second was quite

normal at the time! At this point, I decided that

I wanted to become a pilot.

In late 2004, a friend of mine told me about

a network where people fly online under air

traffic control called IVAO. It sounded really

exciting so I decided to join. I have never looked

back since. At first, I only flew. After several

months, the ATC side of IVAO started to

interest me so I decided to give it a go and really

enjoyed it! I still prefered the flying though.

By the age of 16, I started to look into how

I could become a pilot. I went along to a Royal

Air Force careers office but decided that military

flying wasn't something that I really wanted to

do. I looked at routes into commercial flying but

realised that the cost to fund yourself through

these programs was just too much. A little

disheartened, I realised that my dream of flying

was just about out of my reach. I continued to

fly online, but controlling started to take over my

life. It was like a drug - I had to keep doing it. I

would sit for hours reading ATC documents and

manuals trying to further my understanding

about ATC.

In Summer of 2005, the UK division staff

realised that I had a keen interest and very good

understanding in ATC and so was appointed as

the ATC Operations Coordinator of the

division, a role which I still hold today. From

that day on, I realised that ATC was a passion of

mine and something that I really wanted to do

for real.

I did some research about becoming an

ATCO in the UK, and during the summer of

2006 I sent off an application form to NATS -

The main Air Traffic Service Provider in the

UK. I didn't expect to get any response so was

very suprised when I was invited to the first

round of testing.

Choosing applicants to train as ATCO's is a

very rigorous process involving lots of tests and

interviews. Stage 1 of my application involved

lots of different tests such as maths and personal

development style tests. I passed stage 1 and was

invited to stage 2 which involved computer tests,

2 interviews and teamwork games. I came away

from that day thinking I had blown it. A few

days later I got a phone call saying that I was

successful and that as long as I passed a medical,

I would be training to become a real world Air

Traffic Controller! I couldn't believe it.

In late September 2006, I started my

training at the NATS College of Air Traffic

Control in Bournemouth, England. After a 3

month introductory course which I passed, I was

chosen out of 45 people to be one of the 5 who

would go on to train as an Approach controller,

the discipline that I had wanted. I was very

lucky. After another 3 months of hard work, I

graduated from the college with my Student Air

Traffic Control Licence. This licence allowed

me to train out in the real world under the

supervision of a qualified instructor.

It was amazing how much the knowledge

and experience I had gathered from IVAO had

helped me through this initial stage of training.

Lots of subjects that were taught to me I already

had basic knowledge in - I was just missing the

finer details. I am not saying that I learned

everything from IVAO, far from it, but certainly,

without IVAO, I don't think I would have

succeeded.

I am now currently training as an approach

controller for one of the busiest airports in the

world, London Heathrow. I talk to real pilots

flying real aircraft through the real skies - I still

have to pinch myself every morning when I

wake up! Hopefully, by the end of 2008, I will

be fully qualified and will be able to operate

without someone sitting next to me helping me

out.

I have almost reached my goal - You could

too. How many of you come home from work

everyday and say that you love your job and

wouldn't change it for the world? Not many I

imagine.

Gareth Richardson, a United Kingdom Air

Traffic Controller, started his simulation

career at the age of 12 with FS2000.

During late 2004, he joined IVAO and took

a keen interest in the controlling side of

the simulation.

At the age of 18, he successfully

graduated from the College of Air Traffic

Control in the UK and began to train as an

approach controller for London Heathrow

airport whilst continuing to fly and control

on IVAO.

INSPIRE

Story of an ATCby Gareth Richardson

Gareth Richardson

GB-DIR & IVAO-AOM

ANOTHER BORING LECTURE by Captain Mike Ray

T OGA

F R E Q U E NTLY A S K E D Q U E STIO NS ?????FAQ“How do I make it go?”

I ge t a ton of e-ma ils from frustra ted simmers, sitting a t the end of some runway with the ir engines running, C DU/FMC/MC DU a ll se t up and the a irplane ready to go fly ... but they don’t know how to make the a irplane “TAK E O F F”. The answer lies in a system re ferred to as “Take-O ff and Go Around” mode of the auto-throttles system. P ilots ca ll it TO G A .

The first airplane I flew with auto-throttles was the DC-10. The system was really wonderful and allowed two major advancements for the crews. First, it allowed for lower approach minimums, and secondly, it relieved the crews from making constant throttle adjustments during cruise. If you can imagine a 12 hour flight over water where you constantly were tweaking the throttles to maintain the Mach. B-O-R-I-N-G! So hidden and mysterious systems imbedded in the heart of the engine and controlling computers constantly monitor data and ensure that some heavy handed airline pilot won’t screw up and exceed a limit or damage an engine. On the Boeing airplanes, they call this computer the EEC (Electronic Engine Control) and on the Airbus it is the FADEC (Full Authority Digital Engine Control). For the sake of this rather simple discussion, we will assume that each of these computerized brains are the same. We will refer to this system in a simplified over-view way as the “auto-thrust”. The Auto-thrust has many modes of operation, and pilots “think” they are operating the engines when they move the thrust levers ... but in reality, it is the little hidden computers that make it all work. Oh sure, pilots can select modes of operation by

setting up the MCP and the CDU or MCDU with the result that the engines perform tasks that are desired ... such as TOGA; but they no longer move levers that pull cables attached to carburetors.

Right here is where it gets a little complicated for simmers, since both Boeing and Airbus engineers decided that they would develop some quite unique operating protocols for each of their systems. By that I mean the TOGA commands operate differently for each airplane type. And further, each of the simulation developers had to add to the complexity since they had no “real” thrust levers quadrants with all the buttons and levers available for the simmer to push and pull. These things had to be simulated using the QWERTY KEYBOARD.Even further confusing complexity is added to the equation by Boeing and Airbus ... because they both have different ideas about how the TOGA should work. So ... this article is here to help you kinda sort out all this stuff and (hopefully) make it all work for you. Lets try to make the simple ... well, complicated.

HISTO RY L E SS O N

A long time ago, “Thrust levers” were called “Throttles” and Pilots or Flight Engineers actually set the take-off power manually using their hands. They would consult thick books filled with charts and tables over-flowing with data. In those days, a TOGA would be something the ancient Greeks wore to a Fraternity party and the concept of “Auto-Throttles” mysteriously moving or setting the thrust on their own would belong in a science fiction “ghost” story. Today, however, the “Glass” cockpit environment includes features only dreamed of by old aviators like myself ... and the fabulous TO/GA is right there at the top of the list.

TO G A is about the A UTO-THR O TTL E S

exacerbated by the radically different approaches to similar operations between aircraft developers. It seems each major airliner designer had their own way of doing the same thing. In this article, we will focus our discussion only to the Boeing and Airbus systems and see if we can somehow get a handle on just how to get our marvelous new GLASS airliner simulation to “GO”.

Since it is a fact that Simmers are constantly discovering stuff that they don’t know and they are an extremely inquisitive bunch; they want to know everything they can about every detail of flying some of the world’s most complicated machinery. And I feel their frustrations. It is virtually impossible for a brand new flight sim enthusiast to excitedly tear open the colorfully decorated box containing the very latest sim program, install a modern airliner simulation with a glass cockpit onto their MSFX and try to make it work without some basic understanding of the concepts behind the systems. Simmers want to know things that take professional Airline Pilots years to understand and master ... and simmers want to know it all NOW!!! The Simmers problem is further

U H H H H ...W H ERE I S T H EG O BUT T O N ?

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TH E TA K E-O F F PH A S E

“H O W D O W E A RM TH E TO G A O N TH E AIR B US?”

“H O W D O W E A RM TH E TO G A O N TH E B O EIN G s?”

“WH AT IS TO /G A ?”

Generally speaking, once we have completed the MCDU (Airbus) setup steps, we will have armed the TOGA system for operation. Specifically, for example, in the Airbus set-up, when we select a V2 value on the PERF-TAKEOFF page of the MCDU one of the things that is competed is the ARMING OF TOGA. At least one flight director must be on and one thrust lever be placed in the TO/GA detent to select the Airbus TO/GA mode.

TO/GA stands for “Take-Off and Go-Around. So, during a typical flight we can say that there are possibly two times that we will use the TOGA feature:

1. Take-off, and if required2. Go -Around.

For today’s discussion we are going to talk ONLY about the take-off mode.

TA K E-O F F MO D EYou may not know this or have even thought about it, but in airline flying for both types of airplanes (Boeing and Airbus) ...every take-off is made “manually”. By that I mean, you don’t take-off with the auto-pilot ON and operating. Now some explanation is due here. There are some modes of advanced airplanes such as the Boeing 777 that has some capability for low visibility take-offs using auto-pilot, but that is not a part of this discussion. For the sake of this article, we will say that all take-offs are made WITH O UT TH E US E O F TH E A UTO-PIL O T. So for take-off ... the TOGA is a only a FLIGHT DIRECTOR mode. That means in order to get the TOGA to work during take-off,

- At least one flight director MUST be turned on, and therefore the commands for the TOGA airspeed are pitch related and displayed on the PFD for the PIL O T to respond to.

- and, of course, we have to have the TOGA system turned ARMED.

TO /G A IS TH E MO ST P O W E R F UL C O NTR O L O N A N AIRLIN E R!TO /G A IS TH E MO ST P O W E R F UL C O NTR O L O N A N AIRLIN E R!... N O W JUST WH E R E IS TH E B UTTO N , L E V E R , SWIT C H , C O NTR O L that turns it on?

I can only guess that the majority of Flight Simmers have either never heard of TOGA or don’t know enuff about it to use it. And yet it is a basic and fundamental control that is used in regular airline operations constantly. Incorporating TOGA into your flight sim routine is simply a matter of achieving a basic understanding of the system and then becoming used to using it in game-play.

Since Flight Simmers love to fly whole bunches of different airplanes ... never reaching proficiency in any of them; so it seems logical to divide the TOGA description into two basic camps: Boeing and Airbus. Now listen ... I am going to tell you up front, that it is patently impossible for me to describe EVERY nuance and operational

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TA K E O F F page A RMS TO G A .

difference in all these TOGA systems, so don’t take from this article that there are only TWO TOGA systems out there. This is just to give you a taste for the two major paradigms in Airline flying. For our discussion, we are going to look at the Boeing 747-400 (Specifically the PMDG modeling) and the Airbus A320 (Specifically the Wilco A320 Series1). Every other sim package you fly will have subtle and bewildering differences. I will direct my discussion to the “real” airplane where possible, and to operation of the Flight Sim where that is applicable.

So, go to the bathroom, get a cup of coffee, put on your thinking hat ... and let’s begin.

The Boeing TOGA system is armed when the FIRST FLIGHT DIRECTOR is turned on. Then when you select TOGA by pushing a TOGA switch on the thrust control quadrant with the airspeed less than 50 Knots, the thrust will go to a take-off setting.

BIG PR O B L EM: If during the take-off roll, you should delay too much and not select the TO/GA actuator until after the airplane has

reached 50 Knots (some airplanes have slightly different rolling speed requirements ... we will simplify and say 50 kts) then whatever thrust

setting you have on the engines will remain and the take-off thrust WILL N O T B E A UTOMATIC A LLY S E T! This means you

may not realize that you do not have enough thrust to get airborne ... and wind up in the gully or the canal off the end of the runway.

If the TO /G A is not selected by the time the airplane is passing 50 K nots ... it is locked out and cannot be set until the airplane is climbing out of 400 feet.

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Yeah, yeah, yeah ... that’s all well and good ... but how does a flight simmer select the TO/GA and make it set the take-off power for the simulation?

HERE IS THE BOTTOM LINE FOR SIMMERS . . . there are at least

4 WAYS TO TURN O N TH E TO /G A!!!4 WAYS TO TURN O N TH E TO /G A!!!The computer keyboard is referred to as the “QWERTY” because the first 6 keys spell QWERTY. Microsoft has supplied us with a multitude of QWERTY commands to accomplish many of our flight oriented tasks. The Microsoft (general) command to select the TO/GA is:

C RTL+ SHIF T + G . But, sad to say, that may not work on your particular simulation.

For example, on the PMDG series, they have their own set of commands. SHIF T + TA B + M works on the 747-400 and they have

further complicated the matter by using other commands for other of their products and so forth.Look at your simulation-manual for the proper QWERTY commands.

Each simulator developer h a s d e s i g n a t e d s o m e “secret” hot spots on their displays that can be selected using the mouse. I will point

out the famous “SCREW” on the PMDG 747-400. Other developers have followed their lead, and it looks as if this “SCREW” may become the de-facto TO/GA selector. On the Level D 767, they use the same MCP command as the real airplane ... depress the N1 or E PR button.

When using the 3Dvirtual cockpit option, a simmer pilot may actually use the mouse to “select” the

TOGA switch on the thrust lever control quagrant. This option is available only in some sims; but since not all of them have a complete 3D Virtual suite of operating switches, I DON”T recommend this procedure. It requires that you take your attention away from flying the airplane during a critical phase of flight.

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3: 3D VIRTUAL COCKPIT DISPLAY

4: AIRBUS ONLYOnce selected, the thrust should go to the selected take-off setting and the appropriate FLIGHT MODE ANNUNCIATIONS should appear on the PFD. Those FMA indications are:

On the “real” airplane AND the simulations also, moving the thrust levers to the full forward or TO G A position will engage the TOGA mode. Moving the thrust levers can be by QWERTY commands, but I have had limited success using the Microsoft F-4 key. I can get the thrust

levers to go full power, but the TO G A/SRS won’t indicate. You don’t want to take-off without the SRS (Speed Reference System).

Whatever technique you use, the next thing is top determine that the TOGA was actually selected. That will require looking at the PFD (Primary Flight Display). Along the top of the instrument is the FMA (Flight Mode Annunciator). L O O K AT TH E P F D B E F O R E Y O U STA RT Y O UR TA K E-O F F R O LL .

AIR B US P F DB O EIN G P F D

The AIRBUS P F D/FMA should read:

The BOEING P F D/FMA should read:

TO G AMA N

SRS

TO G A TO G AOn the Airbug airplanes:Once airborne and using the TOGA mode, the Flight Director will give pitch commands to maintain an airspeed of V2 + 10 for a normal” all-engines operating” airplane. When the airplane reaches the ACCEL LEVEL that has been set in the MCDU (default setting is something like 1500 feet AGL), the FMA prompts the pilot to move the thrust levers to CL mode by indicating a flashing CL on the FMA. The pilot must physically and MANUALLY move the thrust levers to the CL detent in order to engage the auto-thrust component of the thrust lever operating system.

So, I have managed to make the situation about as complex and difficult as I can... now it is up to you to go out and EVERY TIME you make a take-off USE the TO/GA. Get familiar with it, observe what it does ... Fly like a “real” pilot.

Happy Simming, Captain Mike

O nce selected , the thrust levers should go to TA K E-O F F power. If you get a warning horn going ‘B E E P - B E E P- B E E P- B E E P”; it is likely you still have the B R A K E S S E T. Push the Q W E RTY “ .” and the beeping should stop and the airplane should start to move .

© M

IKE

RA

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© M

IKE

RA

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On the Boeing airplanes:Once airborne and using the TOGA mode, the Flight Director will give pitch commands to maintain an airspeed of V2 + 10 for a normal “all-engines operating” airplane. At about 50 feet, LNAV engages if armed, and VNAV will set engine thrust as required after reaching VNAV engagement altitude (usually about 800 feet). On the 747-400, when flaps are selected to 5 degrees, the FMC will reduce the engine power to CLIMB POWER setting.TOGA automatically shuts off when any another pitch or roll mode selected.

Visit my website: www.utem.com

Already for a very long time, it has been the wish of some long standing IVAO Senior Staf f members to have the IPACK updated, expanded and adapted to IVAO-level. Some steps in that direction were already made in the past. We are very proud to a n n o u n c e i n t h i s I VA O MAGAZINE that another big step has been made: The IPACK is closed and the IVAO ACADEMY is online.

The I-Pack disappeared? What

happened to it?

A major update of the IVAO instruction

pack "IPACK" started about a year ago.

Meanwhile, the development of what is

now called the IVAO ACADEMY was

started. This IVAO ACADEMY is

designed around a whole new concept on

a newly designed website.

The old IPACK information was first

reviewed and prepared to be moved to

that new website later on. This was a very

time consuming process that got finalized

at the end of February. So, the I-Pack

content didn't just disappear, it got

"recycled" into the IVAO ACADEMY.

But there is more...

More? Can you tell us?

While reviewing the available training

material and while looking for new

information to fill in the gaps, more

thoughts came up. The available training

material does not stand on its own. It is

part of a whole training system.

A training system? This sounds very

realistic!

The IVAO IPACK/ACADEMY team

came to the following conclusions:

IVAO should aim for a dual system,

whereby its minimum requirements are

based on flying and controlling all

together without disturbing the other

participants (too much).

For the pilot:

Be able to understand what ATC wants

you to do and be able to do what they say,

but whether you land your aircraft with

the correct flap setting or with no flaps at

all, with the correct speeds or not, all that

is of lesser importance, as long as you do

as ATS says, can land your plane and

vacate the runway.

For ATC, be able to provide at least the

basic services.

That’s “Track One”.

What if I want it “As real as it gets”?

For those who want more (and more :) ),

there is enough to obtain. They may

become realistic virtual pilots or ATC by

continuing their training and add to their

knowledge. For them there is or should be

made available sufficient material and/or

references to do so.

In addition they could be rewarded for

their higher level with an additional bonus

to show that they are a "plus" and thus

(more) advanced.

In the same way, differentiate certain

airfield ATC positions by allocating a

"star" to indicate that a position rating is

required (at certain hours?) to fight the

phenomena of so-called exam tourism.

That’s “Track Two”.

How deep do you intend to go into a

subject?

Providing theoretical information on

IVAO like in the IVAO ACADEMY, we

think three basic requirements have to be

applied:

1. Relevance:

explain only what is (absolutely) necessary

on IVAO from a practical point of view

2. Simplicity:

keep those explanations short and easy to

understand

3. Correctness:

no interpretations or assumptions, but

only information from reliable and verified

sources.

Setting up this new concept is a huge

task. How do you intend to do it?

Probably few of you realize that since

IVAO became an NPO, the setup of the

IVAO ACADEMY is an important

milestone. Choices that are made now will

determine the looks and feel of the entire

IVAO organisation in the future.

IVAO is growing steadily year by year and

we will have to rely on an efficient team of

skilled co-workers to master the challenges

that lay ahead.

Every department needs to operate as a

well-oiled machine and should be able to

adapt swiftly. Good communication,

teamwork, a clear policy and well defined

strategies are crucial to make it so!

The IVAO ACADEMY is only a step

stone in an entire program that aims to

improve realism, achieve a good standard

level and motivate people to progress

steadily by keeping the learning curve as

shallow as possible.

Say, I have a nice document,

screenshot or good material that I

think may fit in the Academy. Could I

have it in there?

Sure! The responsible Senior members of

the IVAO Staff and the Division TA’s now

have the possibility to break with the past

and join forces all together, share their

visions and develop and try out a new

training system. But also any other IVAO-

member, who has a good idea, will be able

to contribute to the development of the

IVAO ACADEMY.

Here and now is that opportunity awaiting

and therefore we should not miss it now!

This is all very serious business, isn’t

it?

Let’s not forget that we are all here

together because of this hobby.

Re g a r d l e s s o f o u r b a c k g ro u n d ,

motivations, culture and… the specific

deeper interest each of us may or could

have here, the main goal is one happy

IVAO community all together on the

IVAO Network.

Therefore, as members of the IVAO

ACADEMY team, we are more than

convinced that the first stone of this new

IVAO Training building can be put there

soon, enabling us to move through these

virtual IVAO skies guided by adequately

trained Pilots and ATC.

Presented to you by the IVAO IPACK/

ACADEMY team:

Jean-Luc Courtois IVAO-ACTLreal life ATC, On-the-Job Training Instructor

Bob van der Flier, IVAO-ACATLpensioned EUROCONTROL ATC, founder and honorary member of the Eurocontrol Guild of Air Traffic Services (EGATS)

http://academy.ivao.aero/

Q&AIVAO academy, a stepping stone in an IVAO-tailored training system

INSIGHT

2007

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train

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SECTION

A DME ARC is an approach procedure which consists of performing an arc at a constant distance from a DME (Distance Measuring Equipment) facility until reaching the final approach course.

The local facilities may or may not provide final approach guidance. In the!example shown

on Fig.1 above, the VOR provides a final approach course.

DME ARCs are usually designed to be flown at a maximum indicated speed of 200 or 210

Knots. In order to help beginners, we have chosen to fly at a rather low speed (160 kts)

and a pretty fair distance from the DME facility (13 nm). Once the student pilot has

become familiar with the procedure, he will also learn to!fly at a higher speed or a shorter

distance

IAF = INITIAL APPROACH

FIX All ARCs will have an initial fix (Initial

Approach Fix = IAF) which will be about 2

nautical miles from the arc radius to help

initiate a turn onto the arc.

However, it is advisable to initiate a turn

with a standard rate bank angle (see next

paragraph) at a distance equal to Arc

Radius + 1% of Ground Speed."

FIG. 1 - DME ARC BASICSAn exercise for student pilots

Pic. 1!- APPROACHING THE IAFNice weather, isn't it?

Distance VORDME-IAF = Arc Radius + 1% of Ground Speed

- Example 1 (= our exercise for beginners, Fig. 1) : Arc Radius = 13 nm / Ground Speed = 160 Kts=> Distance from the VORDME to the IAF = 13 + 1.6 = 14.6 nm.

- Example 2 : Arc Radius = 11 / Speed = 230 Kts=> Distance from the VORDME to the IAF = 11 + 2.3 = 13.3.!

1

DM

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BA

SIC

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DME ARC BASICS An exercise for student pilots

BANK ANGLE / STANDARD RATE TURNlnitiate a turn with a bank angle equal to what will give a "Standard Rate Turn" (= 3° per second = 90° in 30 seconds).

Bank angle = TAS/10 + 7

Example 1 : TAS = 160 Knots => Bank angle = 16 + 7 = 23°

Example 2 : TAS = 180 Knots => Bank angle = 18 + 7 = 25°

Pic. 2!- TURNING AT THE IAF

2

Start the turn with a bank of at

least 20° then adjust the bank

as required to roll out with the

RMI (Radio Magnetic

Indicator ) abeam the wing tip

ROLL OUT

Pic. 3 - RMI ABEAM TO THE WING TIPCrossing Radial 030° / OBS Set on QDM 210°

3

Pic. 4 - CROSSING RADIAL 040°This is a 13 DME ARC. It was initiated at Radial 360°. We are crossing Radial 040°.The distance we have flown is approximately 2.26 nm!x 4 = 9 nm.

DISTANCE

It is important to know the distance flown on the

ARC.

A good thumb rule for an 11 DME Arc is : every

10° of radials crossed is approx 2 nautical

miles. It will not vary much as most Arcs are 11

to 13 DME.

- Example 1 : Arc Radius = 10 DME => 10° Arc

= 1.74 nm => 90° Arc = 15.7 nm

- Example 2 : Arc Radius = 11 DME => 10° Arc

= 1.91 nm => 90° Arc = 17.2 nm

- Example 3 : Arc Radius = 13 DME => 10° Arc

= 2.26 nm => 90° Arc = 20.4 nm

4

stay inside

the arcRemember in winds or even while drifting on an Arc : try to stay inside the Arc, as it is easier to correct when you are inside the Arc than outside. The reason is simple : outside the Arc, you have to fly more

distance.

ALMOST LEVEL FLIGHTOnce established on an Arc, remember hardly any bank angle is required to maintain the Arc.Even at 200 Knots indicated, the bank angle

is about 3°. At 160 odd Knots, it will be barely 1° or 2°. Almost level flight.!

"

Pic. 5 - 6 - 7The following!pictures look like "level flight". Yet... Have a close look at the RMI and the OBS. Is there a difference?

5

7

Yes, there was a difference !

Pic 5 = We were crossing Radial 050°.

Pic 6 = We were crossing Radial 060°.

Pic 7 = We were crossing Radial 070°.

6

DME ARC BASICS An exercise for student pilots

" " " " " " zooming advised

*Pic. 8 - CROSSING THE LEAD RADIALAbout to fly across the LEAD RADIAL = R-120° on Fig. 1 (above). THE LEAD RADIAL

When the Arc is about to finish, that

is - LEAD you on the Final Approach

Course, you will fly across the LEAD

RADIAL.

8

*Pic. 9 - Leaving the ARC and intercepting the Final Approach Course (30° intercept angle).Hey, I was a bit too slow, using both RMI and OBS methods! I'll have to make a correction!

*LEAVING THE ARC

On crossing the LEAD

RADIAL, leave the Arc and

intercept the Final Approach

Course at an approximately

30° intercept angle.

9

FINAL APPROACH

I can understand you are

glad to be free at last. Yet

don't forget to lower your

gear : 3!green lights are

better than 1 brown coffin!

Pic. 10 - LAND!Runway in sight! Uh! About time too!

10Contributed by Georges-Guy Lourdeaux, CEO of Indianair VA and Kunal Kapoor, real world pilot and an Indianair member .

INDIANAIR is a group of!virtual airlines (VAs) in IVAO. Copyright for this article is owned by INDIANAIR. Please do not reproduce

or publish the whole or part of the article without prior approval from the authors.

Air Traffic Services, in short ATS, are

services to the pilots to guide them from the

moment they plan to start their engines until

they switch them off again. In between many

things happen and by itself it is not one

service, but there are different ones. Each of

them has it own specialization. These services

make extensive use of computers which are

most of the time connected to each other via

networks.

Note: Be advised that all terms and

abbreviations used here are explained in full

in the IVAO ACADEMY. Don’t hesitate to

have a look there. http://academy.ivao.aero

From the IVAO ACADEMY we see that

there are three different ATS services: Air

Traffic Control (ATC), Flight Information

Service (FIS) and Alerting Service. In various

countries in the world there may be another

division of tasks and each Service could

comprise different sub-services. For Air Traffic

Control it consists of Aerodrome Control

Service, Approach Control Service and Area

Control Service.

Actually there is even another important

Service to be mentioned here, which is in fact

part of Air Traffic Control in the broader

sense: Air Traffic Flow Management, in short

Flow Control. This Service takes care of a

proper regulation of all the traffic flows by

allocating departure slot times to avoid

system overloads. Simply said: To avoid

traffic jams.

All those services have to work very

closely together to make a smooth flight for

the pilots and an easy transfer from the one

service to the next one. To assist them, there

are the ATS computer systems.

Flight PlanA very important tool for ATC to

provide a smooth flight is the Flight Plan. It

contains all information about the planned

flight which the Air Traffic Services need to

know. Callsign, type of aircraft, departure

and destination airfields, requested route

and altitude, speed and duration of flight,

equipment and number of persons on

board. And this list is not even complete.

All that information has to be filled in

into the flight plan and is sent well before

the flight to the ATS units concerned. All of

them for the whole flight.

Actually, this flight plan information is

dead information. It is only a planning and

many things could change, before and

during the flight.

Why is this plan dead or not active for

the moment? Because some very essential

elements are still missing. Those are: The

squawk, the actual time of departure (ATD)

and the cleared flight level. By inserting those

three elements a Flight Plan comes to life and

can be used by all the Services involved as

an active plan.

The planning

When a flight plan has been sent to all

the Air Traffic Services, it will be made

available to all the units involved in this flight.

Within those units it will go to the positions

that will deal with it.

Example:

The pilot files a flight plan from A to B.

At airfield A there is DEL, GND, TWR, APP.

At airfield B there is APP and TWR. Total 6

positions will receive that flight plan.

But there is more. In between A and B

there is the Area Control (ACC) with two

different sectors. So, these two sectors also

receive the flight plan.

Now let’s have a closer look at the use

and purpose of the flight plan.

Purpose and useAt airfield A the DEL will have the flight

plan available when the pilot makes his first

call. DEL will see from the flight plan what the

planned route and destination is, so he will

know what clearance to give. This clearance

will include the necessary Standard

Instrument Departure route (SID). That is the

route between the departure runway and the

SID point, where the aircraft will leave the

APP Terminal Area and will further work with

the Area Control (ACC).

In other words, this simple clearance

given by DEL has a greater effect further

down the stream of the flight. Therefore the

DEL controller has to be very accurate when

he provides the flight plan clearance. E.g. if

the approved SID would be wrong, the

aircraft may end up at the wrong side of the

Terminal Area.

Another important point to look at is the

planned or requested flight level (RFL). While

cruising at a flight level we have to respect

the semi-circular rule and in some areas this is

not standard E-W but N-S orientated. If

aircraft fly into a so-called RVSM area, they

have to use the 1000ft separation instead of

the standard 2000ft, which for certain levels

will change the direction of flight. They will

fly actually on the opposite level! If not

correctly filed, it could be disturbing for the

en-route controller and for the pilot to correct

these flight levels while en-route and in the

air. But as well to explain the reason, while

the pilot is in flight. It would be much better if

the DEL/GND (or TWR controller) could do

this while giving the flight plan clearance.

So, although the DEL position is quite

often seen as the beginning of the ATC

career in IVAO, or as the easiest position

available, in fact it has a very important

function in the chain.

Plan and Time

It is interesting to realise that one could

make a time planning of the sequence of

events just from the Flight Plan. Let me

explain.

Take it that start-up and push-back takes

5 minutes, taxi from the aircraft’s gate to the

holding point takes 4 minutes. 5 + 4 = 9. In 9

minutes after the clearance delivery, the

aircraft could be waiting at the holding point

for departure. Interesting information if flow

control has to be applied and the aircraft

need to be have a slot time for departure.

Next phase of the flight is from

departure to the moment that the aircraft will

be transferred between the APP and ACC. If

the total flying time from take-off towards the

SID point will take 8 minutes, we could

calculate now that it takes 9 + 8 = 17 minutes

from clearance delivery to the SID point.

train

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Bob (

PATC

O)

van

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Flie

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Flight Plan, ATC and The Chain

Next, if there is a country border, let’s

say 60 nm after the SID point, where the

aircraft will be transferred to the controller in

the next country, we could easily calculate the

estimated time for that border point.

Say the speed of the climbing aircraft is

240 kts, that is 240 nm per hour or 240/60 =

4 nm per minute. Than we know these 60 nm

will take 60/4 = 15 minutes flying time. Thus 8

+ 15 = 23 minutes after departure the aircraft

will leave the country and has passed the

border.

Actually, in the past, when there was no

radar yet, it was done this way. Still now,

when there is no radar, it is used and we call

it procedural control. Control based on

procedures.

You may realise now as well that filling in

the correct speed in the flight plan is very

important. The examples here above are all

based on the speed known from that flight

plan.

Speed is time

Interesting information, that speed. Very

much for the software developers, because

ATS systems communicate with each other.

For part of this communication they need to

know what the aircraft will do (=flight plan)

and how long it will take (speed = time).

As an IVAO controller you use IvAc with

that little window called “In/Out”. It says in

there exactly when you may expect your next

aircraft for the selected airfields and what

type of aircraft it is. How do they do this? It is

all taken from and calculated based on the

live flight plan information. Airborne time plus

estimate elapse time = landing time.

Activation

We have seen now how time calculation

and therewith position forecast can be done, if

we have a correct flight plan. Earlier we said

that a flight plan is dead and could be made

alive.

How to bring it alive? By inserting the

three missing elements: Squawk, actual time of

departure (ATD) and cleared flight level

(CFL). The moment we insert the actual

departure time, the clock starts ticking and the

system starts making its calculations and ….

we could see in our “In/Out” box when that

aircraft should arrive.

Actually, there are many more actions

triggered as from that moment a flight plan

comes alive. Some of them we will see further

down here.

Correlation

Looking at the radar one could see the

little blips that represent the position of the

aircraft. In fact these little blips are made by

the radar system. They only represent the

position information of an aircraft like the

radar antenna sees it some where moving in

the airspace. Still we don't know which

aircraft that is.

Like in real life, in IVAO the actual radar

position of the aircraft is linked with the known

flight plan information. That linking means in

fact that the flight plan information will be

connected to the radar positional information.

We call it correlation.

In other words, when you look at the

radar picture, and you see the radar blip with

the little dots behind it, you see a label

connected to the blip. That label contains a lot

of information, which is partly taken from the

flight plan. First of all the callsign, the

destination, type of aircraft and you will see

the planned or cleared flight level. Especially

that requested flight level is very important for

ATC, because that is the altitude where he has

to bring the aircraft in the first phase of its

flight.

Flight plan interpretation

As soon as an aircraft calls on the

frequency, a controller has to have a look at

the flight plan. It tells him all he needs to know

to immediately understand what this aircraft

has in mind. Many things are going through

the mind of a controller at that time, because

he only read some printed information, but in

reality he has to translate this into control

planning information.

That sounds very complicated. Well, in

reality indeed, it is not always that easy.

Take this example. Look at the position of

the aircraft on your radar. Read the

information and imagine where he is going

and what he is doing. That label is a general

and short presentation of in fact the essential

information for that first moment. All the

further details are shown in the flight plan,

which could be seen in the flight strip.

A controller looks at the blip and label

and he will notice: Callsign, climbing from

FL287 to FL370, heading for PIMOS,

destination GCLP, type B757. Each element

has a different meaning in the controller’s

interpretation. e.g. climbing from 287 to 370

in a SW direction. Is there any traffic within,

let's say the next 40 nm at a level within this

altitude band?

Interesting statement and done on

purpose. I repeat: a level band between 287

and 370 and the next 40 nm direction SW. Let

me explain. The aircraft is passing FL287 on

the climb to FL370. Flight plan says in the

label B757. Average B757 climbs at this

altitude plus or minus 1500 ft per minute. Still

8000ft to go, thus 8000/1500=5 mins flying

time. The speed according the flight plan is

500 knots. A bit fast, but okay. 500 kts is

around (500/60) 8 nm per minute. 5 mins x

8nm=40nm to go until it will be at FL370.

In this way you see how flight plan goes

together with the radar blip. You see the

sense of correlation. You see the way of ATC

working and thinking, realizing what the

“picture” is.

From one sector to the next one

While the aircraft moves through the sky,

it moves from the one controlled area or zone

into the next one. We saw that earlier already

with our time calculations for departure flights.

Each next controller would like to know

well in time, what he can expect at the border

of his sector. In real life so-called “estimates”

are passed from the one ATC position to the

next. In the past this was done by telephone,

nowadays with the help of computerized

systems. It is all handled by the computer

systems connected to each other.

Remember? All units received the dead

flight plan, which sits somewhere in the system

waiting until it will be called alive. That is

where the “estimate” comes in. In fact such an

estimate message contains the three missing

elements needed to activate the flight plan.

The squawk, the estimated time for the border

(in this case!) and the cleared or actual flight

level. That estimate message will activate the

flight plan at the next sector or unit and it

comes alive....

That is the way it goes in real life. In

IVAO our beautiful IvAc is not that far yet.

But, I can tell you we are coming closer and

closer, because the software developers are

working hard.

The chain

We saw until now, while the aircraft moves on from the one sector to the next, before entering, its flight plan comes alive to allow the next

controller to see what he may expect.

The ATC system is like a chain. Each unit is linked to the previous and next one around it. The ATC system works like a chain, from link to

link. From DEL to GND to TWR to APP to ACC and back again. Aircraft are handed over from the one to the following controller. A transfer is

made, not only by system input, but it means the responsibility for the control of that aircraft is transferred to the next controller.

That is in real life. In IVAO, still the aircraft moves from one sector to another carrying its own flight plan. Our system is slightly different

though. But there is another difference. In IVAO there is not always a chain of controllers to allow a continuous ‘chained’ control service. ATC

comes and goes as it pleases them. Still the flight moves on, but …. the ATC service chain is being interrupted.

Such interruption is done at the transfer to what we call UNICOM. “ATC service terminated, frequency change approved” and the pilot

will select UNICOM to continue communication in text.

After a while there may be again a controller on-line, who is ready to provide his service again. However, the chain was broken and now

needs to be re-connected. Again an activation has to be done to ensure the proper handling of the aircraft and its flight plan, but as well to

allow the system to continue the calculations and other things it does.

That is where the “forced act” comes in. The controller will sent a “forced activation” message to the pilot. This is an invitation to tell that

ATC is available again and that the pilot should hand-over himself from UNICOM to the frequency of this controller. But at the same time it is a

message to the system to make alive the flight plan again (activation) starting at the moment the controller makes his “assume” control input. He

accepts the responsibility to further control this aircraft.

The flight plan is alive again, the links are connected again and the linked systems continue to work.

Looking at all these points from this perspective, you will see that there is much more behind it all. Air Traffic Control is one of the services

available for the pilots. Air Traffic Controllers work very closely together with their neighboring colleagues, like in a chain. Moving from the

one link of the chain to next one is guided by ATC with the guidelines of the flight plan.

So let it be a correct flight plan, seriously filled in with all the essential information to provide the pilot with the ATC service he expects and

that the “chained’ controller will happily provide.

Have fun.

Asked to provide some ATC related articles for our great

magazine gave me a feeling of pleasure. I like to share

my experience with you for the benefit not only of you

the reader, but as well for you the user of the IVAO

Network.

My background is/was Area Control with Eurocontrol for

over 28 years. I have always appreciated the challenges

of the ATC job, but in addition the pleasure to provide

more information about ATC in general and the specifics

of the work of the Controller in particular.

Don’t hesitate to approach us if you have any questions

or idea’s on what and how to write here in this

magazine.

Bob (PATCO) van der Flier, IVAO-ACATL

It is the start of the Mount Everest climbing season and at least 7 expeditions and tons

of equipment are waiting in the hangars of the Kathmandu airport but unfortu-

nately Lukla airport has been closed for the last 21 solid days because of

clouds and high Winds . The Met office just announced that there could

be a 6 hour weather window and the small turbines are flying in from

all over the region to make best use of the available time. As the

small turbine transporters are flying into the area to make some

serious money (of course price per ton is now as high as the

mountains are), complex discussions are going on with the

two controllers at Lukla. There are only six stands on the

airport and as we all know getting to and from the airport

is a rather complex task. Although weather should be

clear there will still be strong winds to make it even

more complex."

For our first event on April 19, 2008,, we have a

challenging task for you. Complete as many flights

as possible between Kathmandu (VNKT) to Lukla

(VNLK). The more flights you successfully com-

plete, the better are your chances to win the Aerosoft

prize. All inbound flights to Lukla and all completed

outbound flights from Lukla are counted. If you de-

sire you could also fly your helicopter from Lukla air-

port to Mt. Everest Base Camp and back again.

Be aware: *not more than 6 aircraft* are allowed to

occupy a parking position at Lukla and *no one is allow-

ed* to have a longer block time than *15 minutes*.

Since Lukla has no IFR approach you have to fly VFR and

maneuver through high terrain and clouds showing up behind

the next peak.

It is strongly recommended to use Aerosofts Lukla

scenery!!!

Aerosoft offers a grand prize to all those who complete the most successful

number of flights, the prizes are as follows:

1st place: 10 Aerosoft products of your choice

2nd place: 9 Aerosoft products of your choice

3rd place: 8 Aerosoft products of your choice

.

.

10th place: 1 Aerosoft product of your choice.

Your best opportunity to prove yourself between the highest mountains on earth.

More information on this event visit http://www.ivao.aero/events

events of ivaorAeroSoft’s The Lukla Air Bridge Event

On May 17, 2008, from 15 Zulu onwards, India will host one of

the biggest monthly events of IVAO, the Real Flight Event #8,

in Mumbai.

Mumbai Airport (ICAO: VABB) was chosen as the host

division by the IVAO membership. With a great mix of

short hops to long hauls, the event truly offers some-

thing for everyone.

Mumbai airport is the busiest in India and South

Asia. Recently the Mumbai-Delhi route has

been ranked by Official Airline Guide (OAG)

as the seventh busiest domestic route in the

world based on the number of flights per

week.

In the last year, Mumbai airport handled

180,000 landings and takeoffs and over 20

million passengers, with a total of 13.56

million domestic air passengers and 6.73

million international passengers

The popular Real Flights Events, now in its

second year, is designed to reproduce real

world movements at the host airport during

the given time slot. Full Air Traffic Control

services will be provided at the host airport as

well as select nearby airfields and nearby FIRs

in the Middle East, Thailand, to name a few.

The Indian Division and IVAO Events Department

invite you to join us for a flight in Indian airspace in

April 2008.

M o r e i n f o r m a t i o n o n t h i s e v e n t v i s i t

http://www.ivao.aero/events

Real Flights Event #8 Mumbai - welcome to India

!IVAO TRIBUNE

Jose Luis Bueno’s screenshot "Hercules C130 in Jerez Spain""was voted by IVAO members as "2007’s Best Desktop Calendar Screenshot". He was also awarded the coveted IVAO Creativity award, for this outstand#ing screenshot.

If you have a screenshot that you would like to submit to participate in the IVAO’s 2008"Desktop Calendar Screenshot, please email to pram@ivao.aero.

Winning Screenshot for 2007

!

Real Aeroclub de Gran Canaria - GCLB El Berriel - 23th of february of 2008

For the first time the REAL AERO"CLUB DE GRAN CANARIA in collaboration of IVAO's Spanish Di"v i s ion conducted #a#"Vir tu"al#Event" on the February 23, 2008, at the premises of the Aeroclub lo"cated at#"EL BERRIEL " GCLB".

The Spanish Division of IVAO

organized "FLY IN GCLP/GCLB". During this event, the Spanish di"vision members were present to support all the VA's and ATC's pre"sent in Hangers of Aeroclub and others who logged in from their homes.

Aeroclub provided Spanish Division with its premises "EL Berrie l" GCLB" and also excellent support to celebrate this event.

At the end of the event the Presi"dent of the Aeroclub handed over a souvenir to the IVAO’s Spanish Division.

Ralph Henschen

IVAO"TD/ES"ADIR

The Aeroclub o$ered 3 Aircraft's, %2 Single Engine & 1 Multi Engine&#to all#members who visited the prem"ises of the Aeroclub. These Air"craft's were flying the entire day.

The Virtual Pilots and ATCs #got an overview of services that the Aeroclub o$ers to its members viz., Courses %PPL/IFR/etc..&, Events, Premises, etc.,

At#"EL BERRIEL " GCLB" you could fly nearly 365 days a year. From this Aerodrome few compa"nies operate#Sightseeing flights, Rescue Services, etc. Stefan, the Pi"lot of Islas Helicopters was so kind enough to explain the mechanics and aerodynamics of a#Rotorcraft to us.

! Real Flight Event Zurich Feb. 24, 2008

On Sunday the 24th of February, the Swiss division had the pleasure to host the 7th edition of the well"known IVAO Real Flight Event Series at Zu"rich Airport.

A total of more than 350 flights were proposed with more than 20 profes"sional ATCs servicing throughout the day. Zurich Kloten is the major airport of Switzerland, with 3 runways, and surrounded by a nice mountain land"scape.

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3

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The bids for IVAO RFE #7 were posted by end 2007, and the competition was hard, especially in front of the Amsterdam Schi"phol candidature.

When we finally had the pleasure of being selected for this RFE by the IVAO community, we real"ized that the preparation of the bid was nothing compared to the preparation of the event itself: three weeks to f inal ize the schedules, flight plans, pilot brief"ing, ATC briefing and conference calls… all to make sure that eve"rything would run as smooth as possible.

Fortunately, before the IVAO RFE, the members of Swiss Divi"sion had an opportunity to train themselves in October 2007 in a "private" RFE in Geneva. This made sure our controllers were ready for the new 10"hour"event in Zurich, from 12Z to 22Z.

On 24th February precisely at 12:00Z, the event was launched. The first incoming and departing aircrafts were bang on time, as the legendary Swiss clock, which was a big relief.

The scheduled flights were de"signed almost to the full capacity of Zurich Kloten airport. Never"theless , the amount of non scheduled traffic that partici"pated in this event resulted in high delays during the peak hours.

Some pilots still remember hold"ing for 30 minutes or more before proceeding to the final approach. Further, some misty weather conditions added to the already existing tension.

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We hope all the participants, pilots and control"lers, enjoyed the afternoon in the Swiss Alps, and the IVAO Swiss Division thanks all of you for your support.

Picture Credits by Order:N.PursiainenF.MacarioP.PerniaF.MacarioH.CordesF.Stoze

6

Special Thanks to;Filippo ReccoIVAO-CH Director

Pierre NeadsIVAO-CH Event Coordinator

! Joint Winners of Video

Contest

In December 2007, we released details about a video contest where members could design and create videos which could promote IVAO to the outside world. It was a close competition and 2 di"erent vid#eos were picked as they equally best portrayed the "Spirit of IVAO". Congratulations to Camiel Galjee and Tommy Vierimaa for their stunning videos! They have both been awarded the IVAO Creativity Award for their e"orts. We must say a big thank you to everyone else who submitted a video # They were all wonderful!

All o$cial IVAO presentation videos, including videos by the contest winners, can be viewed on our youtube channel.

Press the "Subscribe" button for full access.

DIVISION FOCUS

IVAO BRAZILIVAO's Brazil Division commenced

around June,2000. This was a time when

the division's traffic was almost zero,

while the number of members were only

about 200. A year later, there was a

major transformation, the brazilian

division was gaining

popularity as

one of the

great

divisons of

IVAO, with

about 1500

members.

Today, Brazil is proud to

be one of the biggest

divisions of IVAO, with

almost 9.000 members including about

2.700 active members. The number of

members continues to increase by the

day.

It's been our objective to maintain a high

level of realism in the simulation. It has

also been a challenge, on which our 20

member staff team are working on day in

and day out.

In the Division, We have great interaction

with members involved in aviation in the

of real world ; We have many real pilots

and ATCs who use our network for

training purposes and also bring in the

professionalism in the network.

Today in our division we are seeing more

and more members that have trained

with us on the basics of aviation, have

discovered a renewed passion

in aviation, and are chasing

a dream to have a

succesful

career in

aviation in

real world.

Our staff

team have

undertaken

a lot of

projects to

improve our division, a few examples

are :

a) "ATC Groups" by ATC Operations

Department, they have formed a group

of members that love to control. This

group has their own website and also

organise events; and

b) "Virtual Flying Club" by Flight

Operations Department, this group

organizes instructors to provide training

at specific airfields.

The brazilian pilots and

controllers are know to be

very friendly, and we have

great pleasure in inviting our

foreign pilots at our

airports! Today we are not

only a big division, but over

time have proved that we are a

great place to learn, share

knowledge and make new

friends, we take pride in

following the "Spirit of IVAO"

Come and fly in Brazil, and

have a great time!!!

For more information

http://br.ivao.aero

DIVISION

FOCUS

BR & DE

Pilot Skills Tour 2008 / March 2008

A Challenge in the Air! This tour will test your pilot skills on

various types of aircrafts, exploring varied areas of

aviation! From an agriculture pilot to a airliner pilot,

passing by military, General Aviation, Cargo, Air Taxi, and

much more. Enjoy the custom scenery exclusively made

for this tour! Each leg has its proper requirements and

restrictions, and the pilots that complete the 12 legs of

this tour will be rewarded with new IVAO Award "Pilot

Skills".

Division Tours

Our division also offers frequent events which witness large

volume of traffic and also backed up by quality air traffic

control. The division also has some challenging tours, a few

of them are:

VFR Brazil Tour

The VFR Brazil Tour 2007 was a complex project, here all

Brazilian airports were been analyzed, and the most

interesting ones were chosen! This Tour will remain active

during 2008, so, what you waiting for? Start this tour to fly

around our incredible country!

IVAO GERMANYWith a total of over 8500 registered members, more than 2200 of them being active,

IVAO-DE is one of IVAO's largest divisions. Also a reason why we have some of the

best ATC coverage and flights almost anytime and not only during events and our

weekly online day (Tuesday evening, 1900-2200 local time).

TrainingFor our division members, we offer variety of training

possibilities:

Individual practical training for pilots and controllers

Group training sessions for either IFR procedures, VFR

procedures, GND/TWR tasks, and APP tasks.

Monthly 'newbie day', which is an opportunity for new

members to ask our division

staff anything they want to know

on a dedicated Teamspeak

channel.

Additionally, a lot of information

is available for self-study on our

training websites.

Member SupportFor a better and quicker email support, all emails sent via our contact form on the

websites as well as those sent to specific support email addresses are collected in a web-

based support system. This makes sure that support requests are directed to the correct staff member and

minimizes the response times.

Website

Our web services include the access of all IVAO members to:

All important charts for civil aerodromes within Germany. The charts are published on www.charts.ivao.de .

Continuously updating the routes from/to German airports in the IVAO route database (http://www.ivao.aero/

db/route), which is accessible through the websites or through IvAe. This enables every pilot to have an up-to-

date route for his intended flight at hand within a few seconds.

DIVISON

FOCUS

BR & DE

The legs of the VFR tour include the completion of certain

tasks, e.g. following rivers, overflying certain islands, to

make it more interesting for the pilots and to emphasise

visual navigation.

Flying the helicopter tour you'll face similar tasks, and the SO tour

requires you to be able to fly not only military procedures correctly,

but also to fly both helicopters and fixed-wing aircraft.

Furthermore, we are working on a pilot skills division tour which will

be published lateron this year.

The division also offers number of events, which attract large traffic

and these events are fully staffed with some of the networks finest

air traffic controllers.

Tours/ EventsWe offer a host of interesting tours around

Germany:

An IFR tour,

a VFR tour,

a tour specifically designed for helicopter

flights, and

a Special Operations tour.

Finally

It goes without saying that pilots from other

countries are also welcome to fly in Germany,

and to also participate our division tours and

events.

All necessary information can be found on our

division websites – or simply ask us! Hope to

see you in German skies soon!

For more information visit http://de.ivao.aero/

Interview with Alain!DebrouwerThe President talksby Vybhava Srinivasan

In the flight simulation

community Alain Debrou-

wer, is one such person

who probably needs no in-

troduction. He is a well re-

spected personality in the

online flight simulation

community. Alain has been

with IVAO for about 8 years

and is also currently serving

as the President of IVAO. I

had an opportunity to inter-

view him and get to know

him better.

Alain! is married with Sofie,

he has two daughters, Tess

and Sarah. He and his

family live in Zonnebeke,

Belgium. Alain passed his

PPL at Cristal River, FL.

During this course, he also

received the high perform-

ance and complex rating

for a single engine

landplane.

Back in Belgium, Alain flew

at the EBKT regional airport

as a hobby pilot. Alain was

a FISO (flight information

service officer) at the EBKT

airport and also an airport

adjunct commander for the

same airport.

Due to an increase in ex-

pense in real world flying,

last year Alain resigned

from these positions. He is

currently maintaining a low

profile.

Beside aviation, Alain is

also does photography and

is a member of IPSC club.

IVAO EXCLUSIVE

from left to right

Bart, Kenny and Filip

the evening of the

relaese of IvAc

IVAOEXCLUSIVE A

lain

De

bro

uw

er Vybhav: What was your first experi-

ence with aviation?

Alain: I think when I was about 5 years

old when I received my first flight at the

EBFN military airport where my grand-

father was an officer.

Vybhav: Do you recollect the first

copy of flight simulation that you

owned? What was your experience

like?

Alain: That’s already some time ago, it

was FS 5.1 and my knowledge of avia-

tion was low. I remember very good the

time I spend to find out how an ILS is

working -)

Vybhav: You have been involved with

online flight simulation for a long

time. How much has online flight

simulation changed? Where do you

see this heading?

Alain: From my first FS to the one I

am using now ( FS9, FSX ) it’s a

change like night and day. This to-

gether with my real life experience, I

am happy to see day by day simula-

tion is inching closer to reality. Online

Voice communication with ATC, net-

work flying, scenery of your local air-

port, highly detailed airplanes, etc …

makes FS almost a must for all avia-

tion enthusiastic persons.

Vybhav: President of IVAO! Wow,

that’s some responsibility. What is

the best part of your job?

Alain: The best part of my position

is an opportunity to meet various

members online. People from vari-

ous cultures are here together be-

cause we share a common passion.

I have had made some fantastic

online friends and also occasion to

meet them in real life.

Vybhav: What has been your

happiest moment during the last

8 years with IVAO?

Alain: There are many such happy

and memorable moments. For in-

stance:

the last business trip to the

“DevCon 2007” in Seattle along

with Kenny. It was a fantastic expe-

rience to meet Aces Team and other

big shots from the Flight Simulation

world.

My tenure as the training director of

IVAO was another great moment;

this was when IVAO was desper-

ately looking for anATC client, at

this time IVAO was struggling with

outdated Pro-control ler. Also

around the same time I met up with

Filip and Kenny at the Belgium Lan

Party. Soon we became good

friends. Kenny and Filip worked

together brainstorming on the ATC

client. Finally one day, Filip brought

me draft copy of the whole idea.

Believe me it was an incredible feel-

ing. Subsequently, I took it to the

then IVAO-DIR, Gus. After executive

approval work began after a few

months developing Bart Devriendt

also joined the developers team.

After almost a year, the client was

ready for release. It was based on

systems from eurocontrol, amster-

dam radar, belgocontrol, etc., This

was also a great moment for me for

having been so closely involved in a

development that had then rede-

fined IVAO in the flight simulation

community.

Another fantastic moment was the

start to setup the NPO , it was a

challenge that started some years

ago during a meeting in Belgium.

And the most important thing that

IVAO give's me great friends. It

doesn’t matter which religions, col-

ors, etc... as we're all here for the

same passion.

On the marked of Bologna,

Italy

On the jump seat from a RJ1H from Brussels

to Bologna

! ! ! in Eurodisney Paris

from left to right Gustavo, Alain, Filip & Erwin

Vybhav: How do you strike a balance between

work, hobby and family? It seems that you have a

couple of hours more ….. lol.

Alain: A big kiss to my wife and children !! Almost

80% of my free time goes to IVAO.

Vybhav: Which aircraft do you fly Alain?

Alain: Mostly, I fly the PMDG 736, LevelD 763 and

other general aviation planes like BE20, PC12, C182,

C56X, etc…

Vybhav: Which is your favorite route you love to fly

over and over again?

Alain: EBBR-GCLP-EBBR

Vybhav: Do you like to fly online or be a controller

online? Which would you prefer?

Alain: It depends; I prefer to be a pilot. But during

events or busy evenings you’ll see me often as EBBR

tower.

Vybhav: Did you read the first issue of ‘Virtual Sky’?

What do you think about the magazine?

Alain: It’s a fantastic idea to bring a magazine like this

related to the IVAO network. I’m already looking for-

ward for the second edition.

Vybhav: Many thanks for the interview. It was a

pleasure to hear your views.

Alain: It was a pleasure to answer your questions

IVAOEXCLUSIVE A

lain

De

bro

uw

er

FREEWARE ZONE

Preview

Every issue in this section we will hunt down the hottest downloads available in the flight simulation community. We also take this opportunity to salute these freeware developers, who devote their time and e!orts in creating some awesome add"ons, available to us for FREE. Vybhava Srinivasan

LGTS Thessaloniki International Airport 'Mecedonia'

FS2004, X-Plane Aircrafts

Filenames: gap_lgts_2006.zip

Authors: Mihalis Triantafyllou, Yiannis Dermitzakis, Greek Airport Project

Source: http://www.greekairportsproject.gr/index.html

Greek Airports Project presents the 10th scenery within the first year of scenery creation that concerns the Greek Airports and the first scenery for 2006. The International Airport of Thessaloniki “MACEDONIA" is the second largest airport in Greece.

Project Tupolev Tu-154m

FS2004, X-Plane Aircrafts

Filenames: PT Tu-154m

Authors: Pro Team

Source: http://www.fs-proteam.com/index.html

Project Tupolev has released its long awaited Tupolev Tu-154M. Explore the outstanding visual model details of this fast and reliable airliner, accurate 2D panels in normal, widescreen and multimonitor version and a system depth down to a completely new flight engineer panel.

FU24-950 series FletcherFSX Aircrafts

Filenames: fu24walt.zip

Authors: Deane Baunton

Source: http://library.avsim.netThe Fletcher was designed specifically for low level aerial topdressing operations in New Zealand. Package includes fully animated and detailed virtual cockpit, topdressing effects and various paint schemes.

Europe Forest Scenery

X-Plane Utilities

Filenames: Europe V9

Authors: Andras Fabian

Source: http://www.alpilotx.deWith X-Plane 9 came some exciting new features, but also a new Global Scenery - with native forests included - which made it necessary to re-cut the complete Europe Forests scenery

TS Noise

Utilities

Filenames: TSnoise

Authors: TeamSpeak

Source: http://old.punkr.de/files/TN1.0.4.zip

If you want to make your multi-player 'radio contact' more realistic (when using TeamSpeak), then you should have a look at this little add-on called TSNoise. It adds mike clicks and radio static the sound

TS Info

Utilities

Filenames: TS-Info

Authors: TeamSpeak

Source: http://bafio.altervista.org/tsinfo.htm

IvAcCapture is an utility that shows who is talking on TeamSpeak channel without having to switch out from IvAc Radar screen.

EKRK-Copenhagen Airport Roskilde UPDATE for DAN-VFR SceneryFS2004 SceneryFilenames: ekrkdan.zipAuthors: Jens Peter Bruun-HansenSource: http://www.avsim.com/This is an UPDATE to EKRK-Copenhagen Airport Roskilde made after satelite pictures making the aerodrome layout very precise and blending beautifully into the landscape. This update has been modified specialy for use with the DAN-VFR Danish VFR Scenery. If you dont have the previous updates og EKRK,dont bother this edition will update your scenery completely, but will require installation of original EKRK-Roskilde scenery.

Delta Air Lines Boeing 777-200LR

AI Aircraft

Filenames: ai772lrdal.zip

Authors: Hernan Anibarro

Source: http://www.avsim.com/

Delta Air Lines B777-200LR, Reg. N701DN, newly delivered to Delta to begin new operations to Shanghai. Textures only to be used with The Fruit Stand B777-200LR for AI Traffic.

NZNP- New Plymouth Airport, New ZealandFS2004 AircraftFilenames: new_plymouth_airport_nznp.zipAuthors: Lawrie RoacheSource: http://www.avsim.com/New Plymouth, a medium sized domestic airport in the Taranaki district, on the central west coast of the North Island of New Zealand. The airport is nestled below the foothills of Mount Taranaki (Mount Egmont), a dormant volcano.

What a Wonderfull World – Parts 1,2,3

FSX Scenery

Filenames: www_demo_part1.zip

Authors: Aimé Leclercq

Source: http://www.avsim.com/

WWW is a set of summer ground textures mountain and rockies ehancement for FSX. In this demo version, your have summer rock and mountain textures.

Relive Kai Tak Experience for FreeFS2004 SceneryFilenames: 9dragon1.zip to 9dragon5.zipAuthors: Milehigh ProductionsSource: http://www.avsim.com/Milehigh Productions allows you to relive Hong Kong International Airport (Kai Tak VHHX) in your FS2004, as it was in the 1990's. This package includes a custom autogen and approximately 800 square miles of photo real terrain day and night textures. Not to forget the IGS 'Checkerboard' Approach.

Zurich Freeware

FS2004 Scenery

Filenames: FreeZ v0.5 FS9

Authors: Freez

Source: http://lszh.aviation-art.ch/index.phpAfter the brilliant Zürich payware scenery product from FSDreamteam and after the recent RFE there is now an excellent freeware.

F R E E W A R E Z O N E