Automatic Direction Finder (ADF) Equipment

Automatic direction finding (ADF) is an electronic aid to navigation that identifies the relative bearing of an aircraft from a radio beacon transmitting in the MF or LF bandwidth.

In Infinite Flight it can be used to tune to Non-directional beacons (NDB) and can be found in the NAV/Avionics menu. You’d tune the same way you would tune to a VOR station.

ADF equipment determines the direction or bearing to the NDB station relative to the aircraft by using a combination of directional and non-directional antennae to sense the direction in which the combined signal is strongest.

References: SKYbrary

January 7, 2020 by Kyle Boas

1000ft AAL and above for frequency changes on departure

It’s paramount that you award departing traffic the opportunity to gather themselves before you send a frequency change.

It’s tempting to just get it out of the way as quickly as you can but you have to put yourself in the shoes of the pilot.

It’s recommended that you wait till the aircraft is at or above 1000ft AAL at least, below 1000ft AAL is a critical phase of flight.

January 6, 2020 by Kyle Boas

What to do when someone requests traffic advisories

When flying inbound to a non-towered airport on Unicom, you can request traffic advisories.

If you are the pilot in the pattern in that scenario you can

  • Report your position, which is a traffic advisory, telling the aircraft where you are in relation to the pattern.
  • Click “send traffic advisory” in the ATC menu, which will allow you to tell the aircraft which runways and what directions of traffic are currently being used.

Good communication on Unicom is key to flying in and out of a non-towered or uncontrolled airport. The more situationally aware you are, the better the chance of everything running smoothly.

Reference: “Understanding Unicom” by Infinite Flight

January 3, 2020 by Kyle Boas

Unnecessary make left/right traffic instructions in clearances

A very basic concept to understand at the local position (tower, ground and ATIS) is when it’s appropriate to use make left or right traffic in option clearances. As the ATC Manual states:

6.4.2 – If the aircraft has already been instructed to make left/right traffic from the initial take-off clearance or the previous landing clearance, then the use of ‘make left/right traffic’ is no longer required to be used as it is assumed the pilot will continue with this pattern unless told otherwise. If the pilot is given a new pattern entry or new runway, when clearing for the option, you must tell the pilot whether to make left/right traffic.

It would be redundant to send a make left or right traffic instruction in the option clearance if the pilot is not given a new pattern entry or new runway.

January 2, 2020 by Kyle Boas

Over-controlling when remaining in the pattern

When aircraft remain in the pattern, they are all flying VFR (Visual Flight Rules). The pilot is responsible for separation between the other aircraft in the pattern, not tower. So commands such as “I’ll call your base”, “extend downwind” and speed commands would be seen as over-controlling in most situations.

Let it play out and intervene when absolutely necessary.

January 1, 2020 by Kyle Boas

Patience and Perseverance

“Patience and perseverance have a magical effect before which difficulties disappear and obstacles vanish.” – John Quincy Adams

December 31, 2019 by Kyle Boas

The Reliance on Software in ATC Facilities

With technology continuing to advance before our eyes a job that never before used much more than a radio and some binoculars is now one of the most high tech jobs in the world. What was once paper slips is now a screen with constant intuitive analysis. What was once binoculars is now a 360 degree camera in some parts of the world. Air Traffic Control is evolving as we know it, and although many see it as for the better some are skeptical.

Join our workshop here to discuss this and many other topics with like-minded people.

December 30, 2019 by Kai Malcolm

Update on the new grade requirements

December 23 – Earlier this month we told you about some new requirement changes that would be coming to Infinite Flight. Here’s some more news from the December 2019 edition of the IFATC Newsletter.

New expert server requirements have been on our radar for a while now. Global brought and increased ability to earn XP and flight time more easily, and it is now important to be able to reflect this in the requirements suitably despite the minor tweaks in the past.

The new changes include general increases all round, but also the addition of new requirements, the specifics of which are still being finalised. They will likely include violation counts over increased times. Alongside these new changes, we are currently investigating the feasibility of new violations themselves, ones such as ones for excessive vertical speeds in unsuitable aircraft. Please note that these are firmly just an idea for now and have a high chance of not making it into the simulator.

To make these changes fair, we are basing them against averages we have found amongst sample groups. We then put each current requirement next to 3 proposed changes on a low/medium/high level and selected the most suitable given the situation. This means that we can more specifically target the common issues on the expert server by tailoring specific requirements.

We will change Grade 4 and 5 at the same time to make sure they are balanced with Grade 3 changes.

We believe that these changes will help promote good behaviour on the expert server so that all users can experience an enjoyable and realistic flight on the simulator.

References: IFATC Newsletter – December 2019 Edition

December 29, 2019 by Kyle Boas

Reminder that speed instructions are in IAS

Speed instructions from radar controllers (approach and departure) are in indicated airspeed (IAS) not ground speed (GS). Here is an excerpt from the ATC Manual.

10.12.1 – There is a common misconception between the relationship between Indicated Airspeed (IAS) and Groundspeed (GS). For simplicity the reasons behind the difference are not covered, however there are two things that will ultimately affect the relationship: wind and altitude!

10.12.2 – Wind: if there is a tailwind of 20kts, that means there is 20kts of wind pushing the aircraft along in addition to its normal speed, so 180kts IAS will become 200kts GS. Similarly, if there is 20kts of headwind, that means there is 20kts of wind pushing against the aircraft, so 180kts IAS becomes 160kts GS.

10.12.3 – Altitude: as the altitude of aircraft increases, so will the difference between IAS and GS. Below are some very ‘ball-park’ figures which can be used for reference. With the aircraft flying at 250kts IAS with no wind:

3000ft 260kts GS (+10)

6000ft 270kts GS (+20)

9000ft 290kts GS (+40)

12000ft 300kts GS (+50)

There is a known bug currently that when a controller sends a speed command the decision by the system to use “reduce speed” or “increase speed” is based on ground speed not indicated airspeed.

References: 10.12 of the Infinite Flight ATC Manual.

December 28, 2019 by Kyle Boas

Try a VOR approach

In the recent update, we now have the ability to tune to VOR stations.

Watch this video to get a better understanding of how to properly fly a VOR approach while you still can because a majority of the VOR stations will be decommissioned in the coming years. I tried it out, it’s a very fun procedure.

December 27, 2019 by Kyle Boas