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David Zhong

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  1. It must be said that Greg's post was not so much an XPlane post as it was a comment on governance. It is a shame to see that it has been moved somewhere where it is not going to have the opportunity to provoke a thoughtful discussion.
  2. This is actually an anti-feature! All voice radios have white noise when there is no/weak signal, it is only because of the squelch function that you don't normally have to listen to it. However, squelch tends to make life more difficult when you are in fact dealing with weak signals, hence why it tends to not be used for aviation HF. Most airline pilots don't end up listening for the white noise for hours on end because they go on SELCAL watch.
  3. Given that the eastbound event runs with special tracks developed by the event team (because the event doesn't line up with the RW eastbound push), it would be useful to publish those tracks. We were given an amended route on a different track to what we had planned and this meant we weren't really aware which track we were on or what to expect around us.
  4. I would ask... under what authority does the EC create policies? It seems to me that the EC's authority is derived from the authority of its member regional directors which itself is granted by this exact clause that you refer. In effect, a violation of an EC policy is equivalent to a violation of a regional policy. As a former division director, it is alarming to me that there are senior division staff believe that they are not obliged to manage their division in accordance with EC policies...
  5. Most modern non-radar ATC systems display aircraft "positions". These "positions" are predicted based on last radar position, flight plan data, pilot estimates, (low quality) ADS-B and ADS-C. This is great for situational awareness but cannot be used for separation in the sense that radar and high quality ADS-B is used. Controllers cannot measure 5 miles between two symbols and call it a day because the rule book requires a procedural separation standard. Aside from vertical separation (which we all know and love), most traditional procedural separation standards are based on either time r
  6. Applications are now invited from suitably experienced members of the VATPAC division for the position of VATPAC Director Operations (VATPAC2). Responsible to: VATPAC Director of Division Direct Reports: Deputy Director Operations AIS Officer AIS Officer, Pacific Area Virtual Airlines Liaison Officer Operations Advisors Duties: Attends periodic VATPAC Board meetings to report on pilot-related issues to act as a liaison between pilots and the VATPAC Board bringing pilot and controller views, complaints, ideas, and proposals to the appropriate Division and Board meetings in
  7. UDP has nothing to do with the issues. All state of the art voice protocols run off UDP including Skype. "Reliable" in the context of what TCP provides is not necessarily desired in real-time applications.
  8. The failure to appoint a VP of Tech Development has been a key problem. In the past few years, plenty of people have put their hands up to do something, but this kind of development requires both technical leadership and policy coordination (i.e. the job of the VP of Tech Development). Now that Zach has been appointed, there is significant planning work to be done to not only work out what the final technical solution looks like, but also what the roll-out/implementation looks like. This is work that needs to happen even prior to lines of code being written, let alone something for us all
  9. Simon, you are certainly right that is says that, but we are quickly mixing different contexts together. The drafters of US aviation law had a certain thing in mind when they referred to "civil aircraft". We know from comments made by senior VATSIM officials that point-to-point flights are not considered to fall under VSOA rules. I still really don't get why you are getting so hung up on this issue of speed. The original poster did not say that he had no navigation capability. He simply wants to fly from A-B on a direct route at a particular speed. That the speed is greater than Mach 1 doe
  10. Jim, The regulations you cite (which of course applies only in the USA or USA operators) talks about civil aircraft and refers to noise limits in the title. Clearly the F22 is not a civil aircraft. And surely you don't advocate for everyone learning all of the complex noise restrictions around the world? I would make two points: noise restrictions are definitely not "applicable" and there are a plethora of rules that we don't need or want here. There are plenty of people who say we have too many rules. Do we really want more rules on what we can/can't do in this hobby? Remem
  11. Please reread Kirk's last paragraph and pray tell what impact supersonic speeds have on other users? Other than the manifestation of noise (not applicable to what we are doing) what is so special about Mach 1 to our operations?
  12. This is the case for all of the biggest events in VATSIM, regardless of whether a slot system is in place or not. Some patience and understanding on everyone's part is what makes it a positive experience. Come and do the first leg of Worldflight sometime (if you haven't) and you'll see similar chaos. This is simply the reality of these kinds of events and certainly it's not everyone's cup of tea - but there are plenty of other events that aren't so oversubscribed. The planning team have made provision for non-slot and non-event traffic. Hence I don't think it is against their intention to
  13. Your flight plan stays with you while you are online. The "2 hours" is the amount of time the flight plan stays in the system while you are offline (e.g. to allow for pre-filing, to allow for connection interruptions, etc.)
  14. Would you contend then, Simon, that those that don't have a slot are barred from participating? Certainly they wouldn't be expecting a smooth experience. But surely our message is not "stay at home and don't bother"...
  15. That's how it is real world. And the actual density of airspace in much much higher than that of Australia, in terms of both volume, and the shear amount of airports. Is it for traffic or is it purely administrative? Australia used to be broken into Perth, Sydney, Brisbane and Melbourne FIRs. This ended in the 90s with all en route, oceanic and some approach control for airspace administered by Australia all managed from two buildings in Melbourne and Brisbane. No one would doubt that air traffic has increased significantly since that time. That being said, sectorisation has not remained
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