Mike Sweeney

Yes, and crossing JESIE at/abv 11500 (for terrain southeast of JESIE) ... After passing KIMBL and turning southwest on V421, would the Turbo Arrow be at or nearing descent for destination KEGE anyway? Might consider filing 11,500, VFR, and maintaining 11,500 to KIMBL. Thereafter descending vfr to cross VAILE at/abv 10,400 appears safe (ref: terrain/altitude AIGLE on the LDA RWY 25 approach), and then lower for KEGE traffic pattern altitude, 7,535' msl. What do you think John, would that work? Or, without reference to IAP, descending vfr after KIMBL ... just don't hit anythi

"... went with 10,500." Also consider minimum safe altitudes (14 CFR § 91.119) For route SBURG JESIE KIMBL V421 VAILE, terrain southeast JESIE at 10,177' msl. In case off route for wx avoidance, also check quadrant MEFs (maximum elevation figures) on VFR sectional: 11200' If helpful ...

fyi: Re-routes are not frowned upon; amended clearances are common. "Would anyone be able to provide some insight?" Based on the filed route, KMZH LINDR V218 GEP V505 PRIOR KLVN, which it appears was not amended, pilots should clarify with ATC. An amended route clearance also needs to include after OLLEE. For example, join GEP1 arrival. [As Andreas mentions, the expected altitudes are published for jet and turboprop aircraft; (except for AXN transition) nothing precludes single-engine piston aircraft for this arrival.] Question for Dhruv, Shane, Ryan & co: For light aircraft

If SimBrief generates a flight plan including these, should be accurate or close enough (for VATSIM): Type/wake: BE36/L 10 Equip: SBGRZ/LB2 18 Other: PBN/B2C2D2 NAV/SBAS PER/A REFERENCE: [based on FAA implementation for ICAO flight plan format] - Aircraft Type Designators (lookup) - ICAO PBN/RNAV-RNP Codes - Flight Plan Form 7233−4 (AIM 5-1-9) S = Standard (VOR/ILS/VHF) B = LPV (SBAS) G = GNSS (GPS) R = RNAV Z = Other LB2 = transponder/ADS-B (In and Out) B2C2D2 = RNAV capability (assumed, as typical) NAV/SBAS = WAAS/LPV PER = Category A (approach speed <90k

Similar route opposite direction btn Canada and Greenland, g.a. aircraft, FL220-230, and Andreas is correct. Position reports outside radar environment. VATSIM might operate the airspace similar to real world and as suggested, "they will let you know." Nuuk (BGGH rwy 05), Kulusuk (BGKK):

If useful for filing purposes (to advise ATC of aircraft nav capabilities), Lockheed Martin L-1011, FAA legacy code = L101/Z [Type designator: L101; VOR/DME, or INS, transponder with Mode C, = /I or /Z (for RVSM)] If pre-filing using ICAO flight plan format, try: TYP: L101/H EQUIP: SDIRZ/LB2 PBN/B5C4D4 REMARKS: Unable RNAV sid/star/GPS approach INS facilitates area navigation (rnav), but obviously does not enable satellite-based GNSS/GPS navigation. If a published procedure cannot be retrieved from a current FMS/database, irl pilots may not manually enter in waypoints for rnav

"If you notice any problems, please let us know!" It appears after recent upgrade, using either Firefox or Chrome, VATSIM ID numbers no longer appear. Thanks for having a look.

Nope. Not in FAA ACS for private pilot; irrelevant for practical examination for private pilot certificate: "When it is acceptable to deviate from an IFR clearance due to radio failure or loss of communications." Page 21 of MCS ....

[Unrelated to downgrade concerns] It appears the P1 Private Pilot License MCS (Aug 9) includes: .... relevance for a VFR private pilot? versus ... 14 or 90 days? Hopefully, ATOs will clearly understand indications that the MCS is a framework, with discretion and ample latitude for how it is used. Otherwise ... even after reducing the FAA's 101 page ACS to 21 page MCS, the Member Certification Standards may appear excessive and over-the-top ... for VATSIM. To reduce bloat, if a section includes multiple line items [Intentionally Left Blank], consider

Night departure procedures for turbine aircraft are often designed for noise abatement. (routing departing jet aircraft over less noise-sensitive areas at night). A less-efficient (more track miles) 2T departure does not appear based on lower-traffic-volume at night.

For runway 06, this might also help prepare what to expect, .... "narrow down the SID further" (c) Navigraph

US airspace class G similar to UK = No IFR clearance and no ATC communication requirements for uncontrolled airspace. ... in practical terms, most US airspace abv 700' or 1200' AGL is controlled (class E or better).

When cleared for the ILS approach, maintain 4,600 until intercept, descend on the glide slope. © Navigraph For questions about ATC services, consider contacting the vACC directly. *- To locate vACC contacts, www.vatsim.net | select About and click VATSIM Regions| click on Europe Region | select the Division | navigate to the relevant vACC website link. example list. Hope this helps.

Local vACCs often include Pilot Briefing information on their website. Consider also posting Pilot Briefing link on Italian vACC website.

If you have FSInn, traffic can be displayed out to 120nm, or reduced to a 2nm scale, with ADS-B In type information, (Aircraft ID/callsign, ground speed, position, altitude, direction of flight). InnRadar examples attached (... with a comparison for TCAS display). -Alternatively, refer to similar in Andreas' SWIFT illustration above.