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Magnus Meese

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  1. Was crossing a busy Gatwick zone VFR the other night just after sunset. Most aircraft around had lights, but as I was cleared across the one I was supposed to cross behind had nothing and so I didn't see him. Cancelled the crossing to be safe, waited for the next guy. Didn't see him either and thought I at least was experiencing the known bug. There was a guy at the holdpoint cleared to line up behind however, so I figured I'd just look at him as an indicator on when to start moving across, but as I did I saw a completely dark A320 pass across his nose on the runway, the guy I was looking for.
  2. I believe /t should be an option for anyone with hearing or speech impairments. How you'd fairly differentiate between those users and users who just have mic fright, I have no idea. Having /t numbers reduced to only those who truly needs it would make a big difference for ATC though, it is a massive pain to keep /t pilots in your scan in high workload situations. It was a bit easier on VRC where you could adjust the chat size, but the max 4 lines-design of ES is killing me.
  3. Fair, that's probably true for most. It was just very nice to easily fetch my previously used SELCALs for longhaul and to avoid having to go via stats.vatsim.net to remember which regs I've been using for certain add-ons (I swap between regions, for a few different GA planes). No worries though
  4. I appreciate you'd rather not have to deal with the confused ones. Really liked the function though, any chance for an enable-option under Misc in the future?
  5. Yep, file your initial flight rules then indicate "IFR" or "VFR" in the route. In any case it's really what happens on frequency which is of any interest to ATC, when you make the request all I'm worried about is how it affects the immediate situation around you (aircraft, airspace, terrain, etc), not how well it was worded in the FP. I can understand people finding joy in emulating real life with filing intricate flightplans, especially for GA, but from the perspective of doing ATC I couldn't give a toss about those once you're in my bit of air as I just keep you safe and legal according
  6. Depends on the country/unit and its procedures and laws. Some places require an increase in separation and/or change in procedures if they lose PSR or SSR in a coupled system. Some places have cut out PSR all together and can operate with 3nm/5nm with only SSR as it is a well-tested system, saving the costs surrounding maintaining and powering (PSRs require quite a bit of power) the PSR aerials. The few places I know of who's cut out the PSR for civilian use still has their air force monitor air traffic with their own means, so aircraft can't expect to completely disappear by turning off their
  7. Whoa. That is not what SLOP is for, it's just a layer of redundancy against aircraft accidentally climbing/descending to/through your level on the same track whether same direction or opposite. Anyone on your level requires the appropriate longitudinal and lateral separation no matter what SLOP alternative is being used. You were essentially involved in an airprox. Of course these things can occur in such a massive event, but just in case someone finds this in the future by searching for SLOP procedures: This should not happen.
  8. Clearance recieved: Continue the crossing, if deemed safe by pilot. Clearance not recieved: Do not enter the OCA, squawk 7600 and divert domestically. The whole purpose of the OCA clearance is to provide you with separation against every other aircraft currently in or entering at any point during your entire crossing, in case of a radio failure.
  9. SELCAL is used as an alternative to continously monitoring the radio, as such the pilot is responsible for testing it before use for every flight. IRL they also retest every new Oceanic/HF utilising FIR (possibly some exemptions in the NAT, not sure), but that's a bit excessive for VATSIM if you route through the various relevant FIRs without a landfall in between. If recieving clearance verbally, request the test after ATC confirms your readback is correct. If using any form of CPDLC, contact the relevant frequency at your discretion for the test. It does not matter if you use CPDLC or not, y
  10. I bet you the next person with the same problem is gonna love you for finding this thread with such a detailed description of the solution 🙃
  11. Final thought, but it'll only really be an option if you run vPilot through headset and everything else through a separate audio device. For the vPilot headset, access the same options window as picture two in my link above, and enable "Loudness Equalization", this is supposed to even out spikes and dips in volume, though I don't know how well it deals with this level of contrast.
  12. I've seen a lot of people struggle with this, yet I've never heard it. You could always try these settings for your AFV device, I don't know if it will actually help, though: https://imgur.com/a/R74pSjw
  13. We live in modern times, with restricted characters on our simulated 1980s computer architecture. Navigraph has a filtering feature on top of the list of charts for your selected aerodrome, so with some of those endless STAR-lists for certain European airports, just start typing in the first few letters there and it'll filter down to only relevant charts. Like so: https://i.imgur.com/utbrEEW.png In Europe, most of the time , your STAR will be named as the last point on your route plus the number-letter identifier. Exceptions exist, like here in the UK where you still find some nam
  14. Yes, as it does everywhere else anyone in this thread so far has mentioned. The discussion is not whether or not it is a thing, but whether it should available as an item in the Flight Rules-dropdown in the VATSIM clients. And IMO (and everyone else's it seems, happily), it shouldn't. SVFR is a clearance you get on the spot when your VFR flight is halted by less than VFR conditions, specifically to enter/exit the controlled airspace around an airport (CTR, Cl[Mod - Happy Thoughts] D, etc). It's not a set of rules you plan an entire flight under. We don't need that option, but Y and Z would be
  15. This is the right answer, and how it's done in VatSca. I'm more in favour of our 10h/6months than I am in a monthly requirement though, as it's easier for people with busy lives to skip a month or two without falling out completely. A 30-60 minute check for inactive controllers is all that should be needed on return, unless more severe lapses in competency is found by the instructor.
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