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#21
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Are "Popups" A Hassle?
Newps wrote:
: That's what I was saying. Although it is pretty sad that the nationwide : system cannot keep everything together in a unified way. It's not that it's that much : data... just that the system is so old that it cannot handle it. If a couple : megabytes of memory in a GPS can handle every APT, VOR, ADF, INT for all of north : america, regular computers shouldn't have trouble. : You don't know what you're asking for. A few MB of computer memory is : not the issue. If you take off VFR and fly from Miami to Seattle you : want you're IFR clearance to be ready at each controllers position along : the way. Do you have any idea how many IFR flightplans never get used : in the course of an average day? I wasn't actually referring to flight plans... those are dynamic data and not everyone needs to know about it. Also, they're well-defined so shuttling them to the appropriate facility is relatively straight-forward. I'm talking about navaids such. I think one should be able to file a cross-country flight plan, starting at an airport or perhaps a nearby point, and file with the endpoint being the IAF designator at the destination airport. There may be something subtle about why one wouldn't necessarily want to have a clearance to an IAF designator, but it's better than the airport. At least the IAF has a procedure for arriving at an airport... flying over the top at MEA doesn't. If I were to try that, chances are they computers won't have any idea the designator for the destination airport. THAT's what seems silly to me. -Cory -- ************************************************** *********************** * Cory Papenfuss * * Electrical Engineering candidate Ph.D. graduate student * * Virginia Polytechnic Institute and State University * ************************************************** *********************** |
#22
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Are "Popups" A Hassle?
"John Clonts" wrote in message oups.com... Shouldn't he have some way of getting it though? (well, E.g. 30 minutes down the road rather than 2 hours) ? Here's my specific example. I file IFR flight plan from Temple TPL to San Antonio SAT. I take off VFR and head toward SAT. I'm in Gray approach control's airspace when I take off, but 20 minutes later I'm no longer in Gray's airspace. I decide I'd like to get my IFR clearance so I call Houston Center. Should ZHU have a strip on me? The first Center sector should have a strip. And if not, can they somehow pull it up, to give me a clearance using that flight plan info? Any facility hosted by the originating Center's FDP computer can pull it up. Any Houston Center sector can pull it up and modify it. Only Gray approach and the first Center sector will have control and be able to modify the flight plan without overriding that restriction. |
#23
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Are "Popups" A Hassle?
So, as the original poster, what did YOU mean by "popup"?
A) You filed an IFR flight plan but departed VFR and then, in flight, contacted ATC to activate your flight plan or B) You filed no flight plan prior to takeoff. You departed VFR and then, in flight, contacted ATC requesting an IFR clearance. -- Cheers, John Clonts Temple, Texas N7NZ |
#24
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Are "Popups" A Hassle?
If you cancel upon reaching VFR conditions you haven't operated VFR-on-top,
so why do you find that a "to VFR on top" clearance is easier? Excellent question, and I would like to know the answer. If I ask for an IFR clearance to the next way point just to pop up, I just get asked what airport my destination is and then told it will take a while to coordinate. If I ask for a clearance to VFR on top to the next way point, the clearance comes right out. So, I agree, why is it different? -Robert |
#25
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Are "Popups" A Hassle?
In article .net,
"Steven P. McNicoll" wrote: What am I missing? I am eager to learn how the current system works. What do you want to know? Since you asked... 1. What hardware does the current system run on? What operating system does it use? Who wrote the software? What language was it written in? How is flight plan data stored? Is it on hard disks? In a RDBMS? Flat files? 2. How many flight plans per day does the current system handle? 3. How sophisticated is the current system in terms of auto-routing and capacity management? Can it figure out that there are, e.g. too many planes headed for a particular navaid at a particular altitude and route new traffic some other way? 4. What actually happens when I'm waiting for my IFR release? Is the computer involved, or is it just the controllers at that point? rg |
#26
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Are "Popups" A Hassle?
On Tue, 25 Oct 2005 10:55:40 GMT, "Steven P. McNicoll"
wrote: "Nathan Young" wrote in message Upon initial contact from the aircraft, the controller, should be able to key the N-number into a database and see if there is a flightplan available. In this manner, each controller would have access to each flightplan, but only as they need it. Only as they need it? How does the computer know what controller needs access to the flight plan at any moment? It would not have to know that, it is a reply/request based system. The controller (client) would type in an N-number (the request), and the server replies with flightplans on file for that N-number. Security and redudancy issues aside, I could have something like this running on SQL and webconfigured in less than a week. But those are rather important issues. Yes, they are. My point was not to replace the current ATC system with something I hack together in 1 week. What am I missing? I am eager to learn how the current system works. What do you want to know? I know so little about the current system, that I do not know where to begin. Do you have a link to documents or websites which would explain how FSS and ATC enter, share, and track flightplans - ideally in a few pages, not a 400page technical document? However, I will start with a few questions: 1. If I file an IFR with 1800WXBrief, what happens to that information? Does it go to a nationwide database? From discussion the in this thread, I gather it only is sent to controllers responsible for the departure airport, or perhaps controllers for nearby airspaces. 2. How does ATC communicate with adjacent Center/Approach facilities? Is this a leased phone line arrangement? Do you dial a number or just pick up the appropriate phone for each location? 3. When a facility hands off to another facility how does the info on the strip get from the first controller to the 2nd? If any Chicago area controllers are lurking and are interested in providing a tour to your facility - feel free to email. Nathan |
#27
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Are "Popups" A Hassle?
B
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#28
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Are "Popups" A Hassle?
B
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#29
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Are "Popups" A Hassle?
Ron Garret wrote: 1. What hardware does the current system run on? Propietary. Built just for the FAA. What operating system does it use? Same. 2. How many flight plans per day does the current system handle? Millions. 4. What actually happens when I'm waiting for my IFR release? Is the computer involved, or is it just the controllers at that point? Just the controllers. |
#30
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Are "Popups" A Hassle?
Newps writes:
Ron Garret wrote: 1. What hardware does the current system run on? Propietary. Built just for the FAA. What operating system does it use? Same. 2. How many flight plans per day does the current system handle? Millions. Are you certain about that? It sounds high by several orders of magnitude. Every airplane in the world would have to make about a hundred flights per day to get to a million flight plans per day. 4. What actually happens when I'm waiting for my IFR release? Is the computer involved, or is it just the controllers at that point? Just the controllers. |
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