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Magnus Meese

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Magnus Meese last won the day on August 2

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  1. Consult on exactly what? Bring them in from where? Bring them in how? Do we pay them? They're not gonna come otherwise, so how do we pay them? Who sorts out taxes? AS A CONTROLLER (note: it's not really necessary to write this every other minute, we all saw it the first time), I think you should stop thinking your job title makes you special. Sure as real controllers we can sometimes give valuable input here and there, but we're not gonna reshape the network ourself with our magical secret insight! And I have no idea how on earth you'll pull off recruiting a bunch of our colleagues to res
  2. How about "iii. Demonstrates ability to correctly set up, interpret, and use relevant controller software and tools" or "ATC client" or whatever. No need to be overly specific.
  3. @Duarte Gomes: That is exactly right, after VFR you can write nothing at all, "dct", or as many points as you like (which can be freetext landmark names, VRP names, IFR points, or even coordinates). IRL this is mostly to aid Search and Rescue to pinpoint where to look for you should you be going missing, as in live operations we're far more interested in what you tell us on the radio than what is written on a strip. Should you want to start VFR then go IFR, you do the same thing in reverse, except the "IFR" comes after the point where IFR is planned to start, like this example route EGCB
  4. Could a temporary fix maybe be for vPilot to assume lights on for MSFS specifically? Might be a bit annoying on ground, but far better in the air.
  5. And a few minutes later I got a kind of "automatically disconnected" with an error-message telling that "I did not have filed a flight-plan"? There's never been a No FP -> Disconnect feature. Flying without one is perfectly allowable, and I've flown for hours many a time without one simply because I forgot. I think that this forms a very different and personal experience for every individual VATSIM user. Some love, Some don't. Sure, as long as you know it's for your own immersion, not practical use. Some GA operators will file their own flightplans like that, most large operations
  6. If you are all VFR you could also just not file a FP. In the UK it's referred to as "booking out" if you depart a controlled airport VFR without a filed FP and some S1/S2 controllers might be a bit confused by it, but it should be common knowledge so consider it helpful exposure maybe? In the US this is extremely normal and no one bats an eye at non-FP VFR. Don't get too hung up on flightplans. IRL ATC only cares about where you are, where you're going, and how you'll get there. All the annoying extra information is for the benefit of search and rescue and certain aspects of flight data p
  7. 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.
  8. 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.
  9. 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
  10. 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?
  11. 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
  12. 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
  13. 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.
  14. 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.
  15. 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
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