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Simon Kelsey

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Simon Kelsey last won the day on July 18 2020

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About Simon Kelsey

  • Birthday September 12

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  1. To put the other side of this... I would argue there's not really any difference in this to someone taxiing from one end of the airport to the other. I can't really see an issue. Would it be OK for someone to start their engines, request taxi to another part of the airport, shut down there and then start a flight? I don't see why not, and functionally from the controller's point of view there's not really any major difference in handling or impact on operations for others here.
  2. In the UK officially there is no right or wrong answer any more - file it or don't file it, whichever you want, both are correct (the AIP doesn't say you must file it, nor does it say you must not - which it used to a couple of years ago). In my experience if a SID/STAR is planned as part of the route in Simbrief it will usually pass it to the prefile form, but I might be wrong? My reading of Cole's post was that it was more to do with pilots not filing an appropriate initial/final waypoint as opposed to specifically typing the SID etc in to the FP.
  3. Usually there will only be one SID from the departure runway to the exit point. At some airports there might be a couple of variants but you will end up at the same point. The most important thing when you are planning is that your route starts from a fix which is at the end of a SID and ends up at a fix which is the start of a STAR. The SID is a means to an end - it is just a way to organise outbound traffic to certain fixes and cut down on R/T (so instead of the controller having to tell every aircraft "after departure climb straight ahead to ABC 2 DME, then turn right to intercept the
  4. The concept is sound, the difficulty would be implementation. As Rob points out, this is very region-specific and not only that but there are usually several different ways to skin a cat and on top of that what's a valid route this month may change next month with the next AIRAC cycle... so it's very difficult to adminster automatically and a huge burden to keep the 'right' answers up to date.
  5. My point is that any organisation looking to "hire" "staff" will naturally question the motivation of anyone who turns up effectively saying "I want to be in charge of something somewhere -- don't care where, or what really, just as long as I can be "staff"". I wouldn't touch them with a barge pole -- all it says to me is "I want a title". If you want to be "staff" then yes, you should find a VA that you are interested in and passionate about and help them out. Because I can quite confidently say from long experience that the pay and hours are terrible and the effort and dedication requir
  6. Have you considered first finding a virtual airline that interests you, joining and taking part first? What is your motivation for becoming a 'staff member' (read: volunteer) for an organisation you have so little interest in you don't even want to join it and take part in its activities? Presumably a shiny title to show off?
  7. Honest answer: frankly this is so far down the list of things to worry about it's completely insignificant! There is no real right or wrong answer. In real life, there is no hard and fast rule. Some countries (USA, Germany spring to mind) specifically prefer you to file the SID or STAR. The UK used to request that you file from the first to the last significant point on the route (e.g. ULTIB T420 TNT for a flight from Heathrow to Manchester) but this has since been removed from the AIP and in real life now you will see a mixture depending primarily on the brand and configuration of a
  8. We're getting slightly off topic... however to be honest whilst some of what is in said lecture is good advice, it's also in excess of two decades old advice and automation and training has moved on... "click click, click click" and putting yourself in a postion where in addition to anything else you were doing you now have your hands full of aeroplane just to add to your task saturation is not always the best thing to do, especially in a single pilot situation. Again, my point stands which is that short of a fault, if you understand the automation properly and are ahead of the aeroplane
  9. Of course. However, to be brutally honest if you've got to that point then you're probably operating more toward the "notice" level of SA and just reacting to problems as you see them rather than anticipating and thinking ahead to ensure the FMS is correctly programmed for the upcoming phase of flight. Naturally that can happen occasionally, but if it is happening regularly then your SA could probably be improved (or you have a very buggy addon 😄)
  10. In addition to all the excellent advice above; As you have noted, one of the things which makes VATSIM so realistic an experience is the fact that it is a live, fluid experience with real humans and thus not everything happens predictably in accordance with a set script. This can understandably be a bit overwhelming at first, but the first thing to say is that this is a) entirely realistic and what makes VATSIM unqiue and b) entirely normal, whether you are a new VATSIM pilot, a new real-world PPL student going solo for the first time or a newly-qualified airline pilot. There is a lot to
  11. Just for clarity; you do not need a landing clearance by the DA. You need to be able to see the runway but that point. The landing clearance can come at virtually any point up to crossing the threshold. You are certainly not obligated to go around if you do not have a landing clearance by DH, and if you were then nobody would ever land at places like Heathrow!
  12. If holding is required then yes, you would be instructed to hold at WILLO via HOLLY (the better chart to look at would be the Gatwick STARs via WILLO chart) -- routing HOLLY-WILLO gives a direct entry to the hold at WILLO which makes life a lot neater. Normally however if there is no delay ATC will vector you off the STAR much earlier than this and if you are not under ATC control and there is no need to hold at WILLO then I would do the same.
  13. Yes, because you can't run before you know how to walk. The ratings are incremental; each builds upon knowledge gained in the previous. If you don't understand the concepts that are covered in the P1, you either won't understand the concepts in the P2, P3 and P4 or those courses would have to be enormously long winded. There are plenty of folks who have no interest or desire to control GND positions in ATC and would rather jump straight to doing CTR as well. I'm sure it would be possible to design a C1 syllabus that trained somebody adequately from ab-initio to do that task, but it'd
  14. Because as you correctly point out the C3 'rating' doesn't actually allow you do do anything that a C1 cannot already do. Anybody who is interested in obtaining a C3 is already 'fully trained' -- they are able to to operate essentially any position they wish. So from an competency point of view, all C3s are trained in the same competencies -- i.e. C1. We can argue about whether a C1 in ZNY is trained to an equivalent level of competency as a C1 in a vACC with one airport that gets a dozen flights a month, but that's another question. My own inference from the way the C3 requirements are w
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