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Mike Sweeney

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Mike Sweeney last won the day on July 21 2020

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  1. If possible, re-consider changes to facilitate newer technology, so that legacy applications [SERVINFO] will also still continue to work. Thanks.
  2. The Pilot Training website includes a link for my.vatsim.net/pilots/train. (requires login for access) For those interested in P1 and higher pilot ratings, under Education Hub there are sections for Pilot Training, Learning Center, and ATO Roster. There was a New Vatsim Rating topic discussion last year regarding changes (from previous pilot ratings to the current options), including: Member Certifications Standards (MCS) for P1 Private Pilot License (PPL) ASEL, etc. Hope this helps.
  3. For VATSIM-wide general info: https://www.vatsim.net/air-traffic-control/training For division-specific info (UK example): https://www.vatsim.uk/atc/new-controller Hope this helps.
  4. Hope this may help, subject to correction by Ross and experts: Below Transition altitude: -Set aircraft's altimeter to local pressure (as provided by online ATC and/or as should match local pressure injected into the simulator by a weather engine) [On legacy simulators, hit the "B" key to set local pressure] -Fly the assigned altitude (i.e. indicated altitude shown on altimeter should be flown, as assigned, or as appropriate for direction of flight for IFR/VFR flight rules) On the ATC side, the VATSIM radar client will then show the correct altitude is being maintained. Vertical
  5. hi John, In case this helps .... When abv transition altitude (in flight levels), set the aircraft's altimeter to standard pressure (29.92/ 1013); the aircraft will display on VS ATC radar clients at the correct level. Each ATC radar client has a setting for transition altitude which may be manually set by the controller for their corresponding sector. Example:
  6. Thanks Brad, Yet again, clearly hit the bullseye. The advice shared by you, Andreas, Martin, Ross, Alistair, Simon, Matthew B, Kirk, Rob, Sebastien & company ... based on experience (with solution), remains helpful for those with questions/opinions. Yet still, it appears that collective experience has been dismissed in this forum thread, as: "doesn't really matter" ... 🙄 Since Jul 2001, there remains no reason to change what the Founders provided via the inclusive nature of Code of Conduct A14. And it appears, today's Board Of Governors still agree, thankfully: "VATSIM will re
  7. Statistics may be useful as an indicator of experience, and/or provide context for a commenter's perspective, consider public data available here: VATSIM Statistics
  8. TNT vor name is listed as TRENT on: -- DAYNE standard arrivals EGCC -- Low enroute chart -- High enroute chart.
  9. Brad has nailed this in one word, aliases.
  10. Mark, Thank you for all you have accomplished and for being a terrific friend these many decades since our earliest days with SATCO. You have consistently represented the best in VATSIM, and I can't begin to tell you how much you have been appreciated. You have been a remarkable influence, and always in the best possible way. Looking forward to keeping in touch, Mike
  11. 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
  12. "... 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 ...
  13. 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
  14. 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
  15. 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):
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