IFATC Approach Session #4 @ CYYC

March, 22, 2019 by Kyle Boas

Here’s an IFATC (Expert Server) approach session at CYYC. Enjoy! Do you have any questions for the controller? Ask here!

Kyle Boas is the Founder of the IFATC Education Group. He is an IFATC Supervisor and Infinite Flight Appeals team member. — More

Aiming Point Marking Requirements

March, 21, 2019 by Kyle Boas

Runway Aiming Point Markings are not found on all runways because the requirement is based on the aerodrome code number and they are not required in all cases.

Aerodrome Reference Code from the ICAO Annex 14 Volume I:

The reference also states:

5.2.5.1 An aiming point marking shall be provided at each approach end of a paved instrument runway where the code number is 2, 3 or 4.

5.2.5.2 Recommendation.– An aiming point marking should be provided at each approach end of:

a) a paved non-instrument runway where the code number is 3 or 4;

b) a paved instrument runway where the code number is 1; when additional conspicuity of the aiming point is desirable.

Sources: ICAO Annex 14 Volume I

Kyle Boas is the Founder of the IFATC Education Group. He is an IFATC Supervisor and Infinite Flight Appeals team member. — More

Class A Airspace

March, 19, 2019 by Kyle Boas

Generally that airspace from 18,000ft MSL up to and including FL600, including the airspace overlying the waters within 12 nautical miles of the coast of the 48 contiguous States and Alaska; and designated international airspace beyond 12 nautical miles of the coast of the 48 contiguous States and Alaska within areas of domestic radio navigational signal or ATC radar coverage, and within which domestic procedures are applied.  

Unless otherwise authorized, all persons must operate their aircraft under IFR.

Unlike other forms of airspace, Class A is not marked on VFR sectionals or IFR enroute charts.

Sources: FAA, Bold Method

Kyle Boas is the Founder of the IFATC Education Group. He is an IFATC Supervisor and Infinite Flight Appeals team member. — More

What is Controlled Airspace?

March, 18, 2019 by Kyle Boas

Controlled Airspace is a generic term that covers the different classifications of airspace (Class A, B, C, D and E airspace) and defined dimensions within which air traffic control service is provided to IFR flights and to VFR flights in accordance with the airspace classification.

Source: FAA

Kyle Boas is the Founder of the IFATC Education Group. He is an IFATC Supervisor and Infinite Flight Appeals team member. — More

Class G Airspace

March, 17, 2019 by Kyle Boas

Class G airspace includes all airspace below 14,500 feet MSL not otherwise classified as controlled. Class G airspace is typically the airspace very near the ground (1,200 feet or less), beneath class E airspace and between class B-D cylinders around towered airstrips. It isn’t charted, and it exists wherever Class A, B, C, D or E doesn’t. airspace in the United States. It is most easily found on a sectional map when a fading, thick blue line appears.

In the real world, radio communication is not required in class G airspace, even for IFR operations. It is the only form of “uncontrolled” airspace in the United States.

Kyle Boas is the Founder of the IFATC Education Group. He is an IFATC Supervisor and Infinite Flight Appeals team member. — More

We’re Here To Help

March, 16, 2019 by Kyle Boas

If you have any questions go here, if you would like to receive feedback on your controlling go here. Only Official Infinite Flight ATC Trainers will respond in order to ensure the answers and feedback you receive is accurate. If you do have a trainer please direct any questions to them, directly.

– Kyle Boas (Trio), ATC Education Group Manager and Founder

Do you want to become an expert Infinite ATC controller? Join here!

Kyle Boas is the Founder of the IFATC Education Group. He is an IFATC Supervisor and Infinite Flight Appeals team member. — More

The 3 Types of Visibility in Metars

March, 15, 2019 by Kyle Boas

The visibility portion of the METAR can be coded in many different ways.

Statute miles:
CYPO 150200Z AUTO 36014G23KT 1SM -SN VV013 M12/M14 A2965 RMK SLP047

Meters:
ZWWW 150100Z 08002MPS 040V200 1600 BR BKN006 M03/M05 Q1026 BECMG TL0150 1300 BR

Runway Visual Range (RVR):
KPIT 151124Z 28016G20KT 2 3/4SM R28R/2600FT TSRA OVC01OCB 18/16 A2992 RMK SLPO13 T01760158

All of the above airports are in IMC (Instrument Meteorological Conditions).

Kyle Boas is the Founder of the IFATC Education Group. He is an IFATC Supervisor and Infinite Flight Appeals team member. — More

Approach Method: Downwind

March, 13, 2019 by Kyle Boas

Bringing aircraft onto downwind instead of directly onto base can give you alot of extra time depending on how far out on the downwind you tell them to go. For example in the picture, if you tell the aircraft to turn to a heading of roughly 340 then turn to a heading of 110 degrees left so that they arrive on more of a downwind, you will gain alot of time.

Kyle Boas is the Founder of the IFATC Education Group. He is an IFATC Supervisor and Infinite Flight Appeals team member. — More

Approach Method: S-Patterns

March, 12, 2019 by Kyle Boas

This method is extremely good and efficient for times wen you have a high arrival queue but want to keep aircraft close to the airport. For even more organization, you could assign altitudes for each leg of the arrival to keep track as to which leg the aircraft is on.

Kyle Boas is the Founder of the IFATC Education Group. He is an IFATC Supervisor and Infinite Flight Appeals team member. — More

Approach Method: Base Before Final

March, 11, 2019 by Kyle Boas

By bringing aircraft to the base before entering the final, it can give you some spearation which might be needed. Certainly good when a straight in approach is not possible, for example when the aircraft is too high

Kyle Boas is the Founder of the IFATC Education Group. He is an IFATC Supervisor and Infinite Flight Appeals team member. — More