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Martin Loxbo

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Martin Loxbo last won the day on February 12

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  1. The TopSky plugin also has this functionality.
  2. Looks like I got it sort of backwards - your explanation makes more sense. Which means as of now there is no need for the workaround?
  3. That's probably the best explanation of 8.33 channels and frequency spacing that I've ever read. I can think of a few RW colleagues who could benefit from reading it. 😄 (The number of times you hear people surprised that they can hear the ATIS on 121.975 when the official channel is 121.980...!) To add to the confusion on VATSIM: It used to be that only 4 digits are transmitted over the network for each frequency (I assume this must have been changed since the bottleneck now is that some flight sims don't support 8.33 spacing?). The leading 1 was dropped and only the next 4 digits were ac
  4. What we usually do in the real world is to connect the route in the FMC so it more or less corresponds to the vectors you are being given. You can be creative if needed, like adding waypoints that are not in your original route, or even create your own waypoints. If you keep the programmed route updated to match the actual flown route, it means the FMC will give you accurate predictions for your VNAV path and distance to touchdown. If you don't want to press too many buttons in the FMC, you can simply extend the centerline. This gives you a clear indication of where the centerline is on y
  5. I found this on the airport website: http://www.ehamptonny.gov/DocumentCenter/View/2356/East-Hampton-Airport-Diagram-PDF?bidId=
  6. I'll repeat myself as well. 😉 Had another episode similar to the one above again this evening: When asked if the pilot filed as /v/ had voice, he says his mic is broken. "So you can hear me?" "Yes", and we continue as /r/. This, shall we call it, "erratic" text use seems to be more common with pilots who are new to the network. "Seasoned" /t/ or /r/ users usually know to file correctly and to clearly indicate their abilities to ATC. For example, it's a great help if a /r/ pilot includes "able to receive voice" or something along those lines in the initial text call, as it's sometimes
  7. Quick anecdote from this evening: - Flight filed as /v/ checks in using text. - I type "do you have voice?" - The pilot responds that unfortunately he does not. - I see his flight plan remarks says he's new to voice and might be shy to use it. - I reply that his flight plan says otherwise. 🙂 - The pilot responds that his mic is broken. - I ask if he can hear me. - He says he can. - We continue with /r/ 🤩 That's a lot of work just to figure out someone's voice/text status. Maybe the v/r/t status needs to be made more prominent to help pilots set the correct status for th
  8. Lots of pilots file /v/ but are in fact /t/. This is the worst kind for a controller as it makes us ask every time if the pilot is on text only when they call in, as we have no way of knowing if they can receive voice, if they have tried to contact you by voice and failed etc etc... If you're going to use text only, do ATC a favour and file it in your flight plan, please.
  9. As long as text is an option for people who feel like right now they can't be bothered to talk to ATC, there should also be an option for ATC who feel they can't be bothered to talk to those pilots. 😛 That would make the system fair! 😄
  10. I completely agree with the comments above. Text only should of course be an option for those who need to use it, but pilots should know that /t increases ATC workload and will likely result in delays for the pilot (the more /t pilots the more delay I'm afraid), while /r is quite easy to work with. And I've noticed an increase lately in pilots "cherry picking" the use of text when it's convenient to them: "I need to step away for a while but I'll be reachable on text." "Text only for the clearance but I'll be on voice later." "Text only for the cruise / for the next 10 minu
  11. This: ... is because this: ... is phraseology described in Annex 10.
  12. In many FIRs it's not that easy, as the sectors within each FIR or AoR can be split or collapsed in various ways, sometimes on an ad-hoc basis (controllers agreeing between themselves that for whatever reason they are applying a non-standard sector configuration). My home FIR Sweden is a good example of this. The FIR is "ESAA", however we never use this identifier for ATC positions. ESAA FIR is divided into ESMM AoR and ESOS AoR. Our primary ACC sector is ESOS_1_CTR, and normally this ATC position covers the entire ESAA FIR (i.e. ESOS and ESMM AoRs). If an ESMM_CTR controller comes online
  13. We use ALT OFF on the ground in the aircraft I fly. That means the mode A (4 digit transponder code) and the mode S (aircraft identity as set in the FMS) is transmitted, but the mode C (altitude reporting) will still be off. Of course on VATSIM we only have two modes: Standby (essentially OFF), and Mode C (which works like mode A/C/S all operating)
  14. If you use the TopSky plugin you can set it up so that it loads whatever fixes/airspaces/custom maps you want depending on the active position. For example in Sweden we have set it up so that VFR fixes are displayed automatically whenever you are logged in on TWR or APP, but not on CTR.
  15. We're just a bit more hardcore! We do have RTE 2 so we can p[Mod - Happy Thoughts] time in the cruise by putting in the route for the next sector...
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