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Simon Kelsey

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Simon Kelsey last won the day on July 18

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About Simon Kelsey

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  1. 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!
  2. 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.
  3. 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
  4. 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
  5. Ira, I'm a bit perplexed. As David says, the GRP says: The rating of Senior Controller (C3) may be awarded by any VATSIM Division to give recognition of seniority, performance or any additional role beyond that of a normal Controller (C1) as determined by the local Region/Division." (Emphasis mine) How "seniority" or "performance" is determined is (specifically) up to the divsion. As it should be. If you could point to me where the GRP says that divisions must not test for the C3 rating I'd be curious? What exactly is it within the GRP that you think VATEUD are not in
  6. In a word, no. No clearance or contact with ATC is required to fly IFR in Class G airspace in the UK.
  7. The problem is it's not that positive service when one controller wants to be speaking to everything and anything and 'controlling' outside the limits of controlled airspace (it is 'uncontrolled' for a reason!) and then tomorrow there's a different controller who has no interest in speaking to you and as we are seeing here it confuses the matter and blurs the lines between "controlled" and "uncontrolled" aerodromes and airspace in a way that is not helpful. Given there is no requirement for anybody to be speaking to anybody in class G, what sort of service exactly is a controller going to be p
  8. One of the problems you have come across here, Jeff, is that unfortunately there IS no list and very little consistency, something which has been a bugbear of mine for quite some time but nobody has any desire to actually clarify things properly so everybody does their own thing and it all gets ever more confusing! Carlisle is Class G, which is uncontrolled airspace, so really the controller here was over-reaching a bit on their own initiative rather than acting in accordance with any well-established policy and the problem is that next time with a different controller you may well be slu
  9. The other point to note here would be the class of airspace -- if the aerodrome in question is located within Class D controlled airspace then, naturally, it will fall under the top-down purview of whichever London sector geographically sits over the top (ref diagram). If the airfield is in Class G, however, it is outside controlled airspace and thus you are for all intents and purposes on your own!
  10. Whilst I'm conscious this is drifting from the topic, is there any chance of some actual examples? No VATSIM title here and never have had one apart from a brief period about 20 years ago.... I can't say I've ever felt any of my comments are not 'respected'.
  11. Something which is worth noting, however: ultimately the Rules of the Air and see and avoid are always king when it comes to collision avoidance. Unicom is a useful aid, but it is not a panacea and it is very important that people don't get in to the mindset that making a transmission on Unicom = everybody must therefore get out of my way. Interestingly, in the marine industry use of VHF for collision avoidance is strongly discouraged as it introduces great potential for confusion, misunderstanding and misidentification. Instead strict adherence to the standard right of way rules and coll
  12. The vPilot (and other VATSIM pilot client) Shared Cockpit features are simply to allow two pilots to connect to the network in the 'same' aircraft without duplicating the blips on the controller's radar screen (or indeed other pilots seeing double). The actual sharing of the cockpit will either be facilitated through the built-in FSX/P3D multiplayer facility, a third-party aircraft which has a shared cockpit feature (e.g. the Aerosoft Airbus), or third-party software such as JoinFS or SmartCopilot (for X-Plane). You are best placed referring to the specific documentation for whatever soft
  13. As Andreas says, there is no concept of a 'voice room' any more so there can be no such list.
  14. I'm not sure it does - it just states that position updates are sent every 5 seconds, no mention of any change. This (positions being updated once every 5 seconds) has been true since the year dot. Modern pilot clients smooth aircraft movement better than in the old days so you might be fooled in to thinking it's more frequent than that (although the cost of that smoothing is that even more delay is involved, so when you look at an aircraft using vPilot, for instance, you're actually seeing where it was at least 5-10 seconds in the past (because it needs a couple of position updates to be
  15. The problem as I understand it is that particularly in more rural locations in Oz/NZ quite a lot of the time there's a heavy reliance on RF/satellite links etc for large portions of the network. These inherently carry with them not only limited bandwidth but a great deal of latency and instability. The FSD network runs on the TCP protocol. In very basic terms this is a 'guaranteed delivery' protocol which means that if you send a message the server at the other end needs to wait for and acknowledge that ALL the packets have been received and asks for them again if they don't arrive (kind
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