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Alex Ying

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  1. If you're flying in the US, the FAA has a preferred route database query that most if not all US facilities on VATSIM follow: https://www.fly.faa.gov/rmt/nfdc_preferred_routes_database.jsp Some ARTCCs also publish their own copies of the PRD as well.
  2. Rob already gave some great answers, so I"ll just add on some additional context SimBrief sometimes generates some non-sense routes. In the US, many ARTCCs have Preferred Route Databases (PRDs) that you can search. ZNY and ZBW for example. You'll see on there that it also shows altitude and aircraft type restrictions for each route as well. Another source for routes is the FAA's Preferred Route Database. For some longer routes, there may not be a preferred route. In that case, you can serach FlightAware for real-world routes. In the US, SIDs have a short code depicted on the chart.
  3. I'll echo what Evan said and emphasize that it's highly situation dependent. If it's just another day on the network then there probably isn't likely to be a need. However, if it's an FNO or some other massive event? There's a lot of traffic management and flow planning going on the background that is not readily apparent to pilots. In the real world, sequencing and flow management for LGA or JFK can start as far west as Chicago and Minneapolis. VATUSA's FNO events in particular can regularly exceed real-world demand, so it's very common to see flow management even hundreds of miles away from
  4. Alex Ying

    Dev Mode

    Awesome! Thanks for the info.
  5. Alex Ying

    Dev Mode

    This is a bit of a feature request: For airspace and sector boundary development, it'd be useful to be able to have a Dev Mode where we could load a custom datafeed file in order to test how different boundaries light up when controllers are online without having to actually log on to VATSIM and wait for the datafeed to update. It would also enable testing and debugging of multi-sector interactions without having to find multiple people to log on.
  6. FYI, I'm not even trying to argue one way or another whether NY should be combined. My last post was all about providing some information about the setup at NY and elsewhere in the US and asking questions I had. I'd like to hear from Mark or whoever actually operates the programs/scripts that compile this on how exactly hours get combined. I skimmed through "The Rules" thread which seems to be the closest thing to docomeentation on how the contests work and it doesn't quite address what I was asking in my previous post. I'm all for consistency, but it's not clear that we have consistency e
  7. Here's a question about an analogous situation: How are hours for London Control (the en-route facility, not the terminal facility) counted? From what I know about their setup, they regularly open sub-sectors of their airspace on their own. Are hours only counted when the entire airspace is open/controlled? As Karl mentioned above, at N90 (New York TRACON, which covers EWR, LGA, JFK, and satellite facilities, NOT PHL though, that's a separate facility), controllers can control the entirety of N90 or multiple sectors if they are certified for it. Unfortunately, you can't tell from callsign
  8. Many large airports now also have surface movement radar which requires Mode-C to work, so you should always check the airport charts and ATIS for information on how that's handled.
  9. I noticed this as well, I believe the "advise you have info [X]" is now built into the format by default, so it doesn't have to be included in the configuration text anymore.
  10. "Descend via" is used in many (most?) parts of the US with FAA procedures, however, it's only used when there are published altitude restrictions and ATC still has to [Mod - Happy Thoughts]ign with the "descend via" phraseology. On procedures with published restrictions but no "descend via" clearance or on charts that only have "expect" altitudes published, the clearance only applies to the lateral portion of the STAR. One of the more frustrating things is when pilots don't comply with these rules and descend when they don't actually have clearance to do so because they misread or don't unders
  11. I'm not sure, I'm not the pilot. It was reported to me by one of our controllers who was logged on to the HF station.
  12. The HF/VHF thread is locked it seems and I can't reply there. Controllers logged on as ZWY_CTR on 5520 with VHF alias 130.000 and ADR_CTR on actual VHF 130.000. Pilot tuned to 130.0 in Adria Radar airspace tuned to HF instead of the VHF frequency.
  13. HF appears to be broken. I logged on as ZWY_W7_CTR which matches an HF position in the database on 5520 and VHF alias 130.000. At the same time ADR_CTR was online as well on VHF 130.000. I had a pilot call me from LJLJ airport. The pilot was in range of ADR_CTR on 130.000 but the AFV system still tuned him to 5520 as shown on the AFV map. I had another pilot attempt to test with me while flying in the US and he was not able to contact me. The pilot tuned 130.000 and it stayed there instead of retuning to 5520. I then logged on as ZWY_EM_CTR on 17946 aliases to 130.900. The pilot ov
  14. We actually have implemented pseudo ADS-C at ZWY. Like the OP said, we have all the data available to us at the client side from VATSIM, so simulating ADS-C reporting is trivial. Especially for heavy event traffic, this lets the controller actually provide air traffic control service, rather than just taking position reports non-stop. Things like re-routes, deviations, ADS-B ITP, and ADS-C CDP can be implemented by the controller. Greatly increases capacity and reduces controller workload providing an all-around better experience for everyone.
  15. For airports that have it, you can also listen to the ATIS on LiveATC. (The LGA ATIS for example, is the first feed on the page https://www.liveatc.net/search/?icao=klga)
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