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Showing content with the highest reputation since 06/08/21 in Posts

  1. Giving the clearance verbally when one could read it from their message is actually the bigger waste of time in my opinion.
    3 points
  2. It's teaching them to fish, Kirk. It's an investment in "next time I hear the PM message I'll know it might be my clearance." And PDCs don't require readbacks in the US anyway.
    2 points
  3. Like some of y'all, I too don't like to receive my clearances over PDC. I have something in my remarks stating that I don't like PDC's and would prefer a voice clearance and I haven't had any issues with it so far. Most controllers are easy going and unless they are absolutely slammed they will try to accommodate your requests. Personally I don't like PDC's cause I like to fly in VR and I have to lift my headset up to read the PDC and sometimes the VR gets unplugged. Its just annoying, but every controller has accommodated my request without complaining.
    2 points
  4. It is with great pleasure that I can officially announce the plugin CCAMS to the community and the users of EuroScope. As you are probably aware, the management of squawks in general, and particularly of code 1000, is implemented in EuroScope on a local level only. There is no exchange/verficiation of used squawk further than your visibility range. In addition, the handling of squawk 1000 depends on the legacy FAA flight plan format, which does not contain accurate information about the transponder type. Already a few years ago, @Pierre Ferran presented his plugin ModeS, which was later o
    2 points
  5. We also do PDC over here, just not via PM. We use Hoppie CPDLC, either through TopSky or the vSMR plugin. That way pilots get their PDC in the cockpit instead of vPilot. And only if they request it. However, I understand why the US on VATSIM does it via PM, it does save time to just write .clr or similar and hit enter instead of having to say it all on frequency. And during busy times I'm sure it can be a life-saver. I personally don't like it too much though. But anyway, that's off-topic. 😛
    2 points
  6. Hi all, Adolfo Medina had resigned as the director of the Spanish vACC. With this in mind, it is my pleasure to announce that Felix Zapata will be taking over his position. Felix has been a long standing staff member in the vACC and is bringing a lot of international connections with him to the role. Please join me in thanking Adolfo for his service to the network and congratulating Felix on his new position! N
    2 points
  7. Listen, man, I don't know if its just because on every other site ive been on when I ask for help on a support ticket I am usually either threatened with something along the lines of "You will be banned." or just given some automated text from a bot with a generic name such as "Linda" or "Tom" saying "we cannot assist you" blah blah blah. Also, is this really the place to spam your 5 links that take you to social media accounts of yours?
    2 points
  8. If your attitude is this cheery in the forums, I can't wait to hear you on frequency.
    2 points
  9. Everyone, thanks very much for the feedback and productive discussion so far. Regarding the balance between realism and ease-of-use, I still lean strongly in favor of realism when it can be achieved under the unique constraints imposed by our virtual world. When it comes to providing straight-up radar services, we can reach a high degree of realism in terms of the fidelity of the radar display, the syntax of keyboard/trackball commands, and the available tools such as bearing/distance measuring tools and the like. As such, I think we should keep clients like vSTARS and vERAM somewhat pure
    2 points
  10. So why make it worse by reading the clearance over voice and then listening as they read it back? Much faster to just direct them to check their private messages. If they, for some reason, refuse to read the PDC and will take it only by voice, then they can say so. Like Rob says, teach them to fish. If they really hate fishing, then you can spoon-feed them.
    1 point
  11. Plus, having the PDC sitting there in a private message tab makes it easy to reference later rather than having to write down the verbal clearance, which is also subject to transcription error.
    1 point
  12. Yes, I was going to elaborate on that part, but decided to edit. You brief the alternative approach, but you can brush over the parts that are the same, and highlight only the differences (which is also why I said you should include in your briefing the steps needed to set up the aircraft for the other approach).
    1 point
  13. As mentioned above, sending a PDC is a huge timesaver in the US where it can take a 2+ minutes to give a clearance over voice if the departure procedure requires vectors or climb restrictions. I'm not particularly familiar with other parts of the world, but I know in a lot of Europe, clearances are a lot shorter than in the US. If I can send a PDC that you can asynchronously read, it saves me tons of time when I'm vectoring 10 planes in the air.
    1 point
  14. I think generally speaking that transitioning from a solo environment (where AI ATC more-or-less clears you exactly as you filed and expected) to a multiplayer environment (where you might realistically be expected to roll with runway reassignments, reroutes, and other changes to your plan) is one of the larger learning curves coming into VATSIM. It takes time to adjust to the more realistic environment of adapting to changing circumstances, versus the "set it and forget it" mentality you may be used to. Learning that real-world flights don't operate in this manner can be a bit of a culture
    1 point
  15. It is surprising to me how many people seem really put off by this. It's a private message. If you don't want it, ignore it and call for your clearance verbally anyway. My own logic for a PDC is generally that if it's (a) an aircraft with an FMC and (b) there's nothing major I need to amend with the route, I'll send it as soon as I've had a chance to look it over and validate it. Whether I'm busy or not is often not a factor. Like Dhruv mentioned, you can call me for push/start or taxi five minutes later or an hour later, I don't care. If I sent a PDC and you still call by voice
    1 point
  16. Hi all, maybe we could all accept that there simply are differences in the systems on both sides of the Atlantic? It's like in the real world: when we cross the Pond from Europe to North America, we actively have to request our oceanic clearance through our AFIS (ACARS) interface. Coming back to Europe, they will automatically send it to us when we get closer to our oceanic entry point. Conclusion: flying westbound, we have to request our datalink clearance, going east we need to monitor the system and do something if we do NOT automatically receive it. The same goes for PDC/DCL at VATSIM
    1 point
  17. You don't necessarily have to brief such an approach thoroughly, just have a look at the chart, check for significant differences (final approach altitude, minimum, missed approach procedure in general, navaids, final approach course) to the approach that you actually expected and briefed first. This way you will not be taken by surprise when ATC assigns that approach and runway to you. And when you are not ready for that approach yet, tell ATC that you need x more minutes before you are ready for approach. It is your responsibility as PIC to asses your situation and keep ATC up to date if you
    1 point
  18. VATSIM Hong Kong VACC is seeking applications for the position of Manager, Publications (ACCHKG5) The primary responsibilities of the position include: Maintain and update Euroscope related files upon AIRAC release Coordinate with Manager, Standards to ensure that SOP and LOA are consistent with the latest updates of the AIP Coordinate with Manager, Web Services to ensure Hong Kong AIP and Macau AIP links are maintained on the Hong Kong VACC official website Communicate with the Manager, Training on user feedback of the sector files Position requirements
    1 point
  19. In the US, PDCs see relatively widespread usage, even in the real world. Apps like ForeFlight allow basically anyone to get a PDC at eligible airports. In my experience as a VATSIM controller, a lot of the US PDC culture has to do with the pure amount of time a clearance can take in the US. Working a busy center frequency top-down, it’s so much easier to type an alias and send a PDC when it’s an option for that airport. If you want a voice clearance, you can always ask, or put something like “no PDC” in your remarks. To answer the original question, there’s a few reasons why th
    1 point
  20. But same could be said for much else. We might as well send pilots still 500 miles from their top of descent a private message telling them their STAR, and whenever they're ready they'll read it back. They're still so far away from where it's needed that they don't necessarily have to read it back immediately. I don't fly much in the US, but the few times I did and received "PDC" I did not like it. If I want to receive instructions via text message I'll file /t. If I'm /v I expect things to happen via voice, unless I request otherwise.
    1 point
  21. Hi all, It is my great pleasure to announce the reopening of the Bulgarian vACC in VATEUD. Previously, ROvACC have been taking care of the country to guide, teach and share their expertise with fellow Bulgarian members in preparation for the separation of the two. Starting from today, there is a two-week transition period. At the end of it on June the 27th the Bulgarian vACC will be a separate entity within VATEUD. During these two weeks, all members who wish to change their vACC to Bulgaria can do so here: https://members.vateud.net/ All members who wish to remain at their ho
    1 point
  22. Great tips. Thank you. Summarizing: Brief a backup approach, and enter alternate flight plan (if FMC has this feature) Get a co-pilot (if possible) Read/decode the TAF Listen to instructions given to aircraft ahead Do a pre-flight briefing of the destination airport : local vatsim page and navigraph 10-x textal plates Think through how you'll fly the chart
    1 point
  23. Hello Justin, The instructions worked great! I can now connect via the client PC. Thanks for making this such an awesome program! Robert
    1 point
  24. Yep. There is a kind of duet sung between ATC and pilot normally, regarding the procedures and clearances in preparation for flight, and that duet is sung continually during the flight, with the lyrics of both singers (ATC and pilot), changing as the flight progresses. Pre-departure clearance is one of the verses on the way. It's been customary for a pilot to get set up with the flight plan loaded in the FMS, and while the pax are loading, to ask for clearance when the pilot needs it, in good enough time so that any variations from the filed plan required by ATC can be accommodated. Havi
    1 point
  25. Some controllers have an alias set up and immediately sent you a pdc via text when you login. I personally do not like that and rather ask for clearance myself via voice or through hoppie acars pdc.
    1 point
  26. let us know when you graduate through beta, will be glad to test on platforms other than the *chosen one* after all, all the existing VATSIM controller software happily work almost everywhere
    1 point
  27. Appears EA has been fixed as well many other items. Downloading as I write.
    1 point
  28. Liam, ZDC has a facility file for KRDU. Yet I don't see you on the Controller Roster for ZDC. Why are you trying to run vATIS there? EDIT: Liam, I see that you have no connection history to the network thus far. I think you may be confused about what vATIS does. It is used by a VATSIM Air Traffic Controller who is providing ATC to an airport to CREATE an ATIS transmission there. You need to join ZDC as a controller-in-training if you want to do that. As a pilot, your Pilot Client (vPilot, xPilot, swift, etcetera) is used to RETRIEVE an ATIS for a certain airport -- IF a VATSIM controlle
    1 point
  29. By the way, if you attempted to log into my.vatsim.net using your fraudulently-created duplicate account credentials, you'll need to log out and then log back in fresh with the correct CID, that of your original account, 1519540. The tech people could confirm my theory, but that could be why you're receiving an error.... To do that: 1. Go to https://auth.vatsim.net/logout 2. Log in again at my.vatsim.net using your correct CID, that of your original account, 1519540
    1 point
  30. The support teams are all volunteers, doing this in their free time, amidst other life priorities like family, work, school, sports, religious and other organizations, interests. The generally accepted service level is 48 hours for a response, though you'll find that our support teams usually respond much more quickly than that. Keeping this viewpoint in mind, "3 hours" and "still waiting" isn't really a good, kind expectation/correlation....
    1 point
  31. A warm welcome to Nick Fotsing who has been appointed as the new VATKWIQ Marketing Assistant (ACCKWIQ14). Nick has been one of our first few members here at the vACC, and his addition to the staff team means marketing will be a lot more effective in both its reach and quality. The entire staff team welcomes him aboard as we look to expand our marketing team.
    1 point
  32. In addition to the excellent advice above -- late runway and approach changes are something which happens, in real life perhaps even more so than on VATSIM, and they are part of the challenge of flying in to a busy, large international airport. With that in mind, if I were briefing for an approach in to somewhere like Frankfurt I would consider this a threat. Threat and error management (TEM) is a major part of flying a modern airliner - just as important, if not more, than the mechanics of actually flying and operating the aircraft itself. What is a threat? Basically, it is anything whic
    1 point
  33. Introducing VATSIM Velocity! VATSIM is proud to reveal our new position updating technology called Velocity. Velocity provides position updates more rapidly our current FSD solution. The position update frequency is what determines how other user’s aircraft move when you see them in your flight simulators. For most applications on VATSIM the once every 5 second reporting along with interpolation within the pilot clients provided a solution that worked well. Occasionally, users would see other aircraft make unrealistic jumps or stutters when a new position report was received. How
    1 point
  34. Had a great flight today delivering an American A321. Crossing over the pond got passed by a beautiful B747-400 DLH987B heading for Boston. Here's a few snaps.
    1 point
  35. It's fantastic to get both points of view! Thank you both!
    1 point
  36. theres a difference between being constructive and disruptive. one can be constructive without bullying others. if in doubt, keep it to yourself
    1 point
  37. Seems like an excessive waste of time asking questions when you can just give the clearance and move on.
    0 points
  38. Please note that the VASO department is currently operating under restricted access due to a change in our administration console location that is being moved to a new location. During this transition we are unable to utilize our standard system for processing applications, audits, and communication with individual VAs. We are sorry for any inconvenience this disruption may cause and hope the wait to full operation will be a short one. In the meantime, if you need assistance please direct a message to: t. [email protected] --civilian VAs [email protected] --Special
    0 points
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