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Alex Ying

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  1. 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
  2. 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
  3. 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.
  4. 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.
  5. "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
  6. 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.
  7. 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.
  8. 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
  9. 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.
  10. 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)
  11. For the US, my preferred site is https://skyvector.com/ METARs, weather layers, and route plotting in addition to charts and airport information.
  12. In response to this point specifically, it's not a "preemptive airspace service denial" in the way that your painting it, if I'm reading that correctly. The key point here is "workload permitting." Like I said above, everything is workload permitting. I will refuse handoffs for IFR aircraft into the primary airport if my workload is too high. This is common during events, which is why aircraft go into holding. It's not specific to Cl[Mod - Happy Thoughts] D airports or text pilots or whatever. If I can more efficiently serve more pilots by letting a text pilot wait a little longer, then I will
  13. Everything is workload permitting. You can be refused VFR entry into a Cl[Mod - Happy Thoughts] B if the controller is overloaded (I've had to do this before working N90 top down), you may have to wait a while for a clearance if things are busy in the air, etc. I'm not sure how you jumped from what's written there in the controller info to not servicing text pilots, but that's not at all what that means. The 7110.65 (at least in the US) is what we go off of in terms of what services we provide in general. "VATSIMisms" like "Cl[Mod - Happy Thoughts] D services provided based on workload" ar
  14. In the US at least (not sure about elsewhere), you will sometimes see fixes determined by a VOR radial and distance. For example, you could enter LGA055049 which is a point along the LGA 055 radial 49 nm from the VOR (this happens to be a named fix called MERIT, so you should use the name if it exists, but that's not always the case). In general though, if you can use named fixes or airways, that'll be easier for the controller to read.
  15. While that's usually true, it's not always true. I've seen SWAP routes be the most frequent route on FlightAware before. And even if not, someone who looks at FlightAware may not necessarily choose the most frequent route or the correct route for their type of aircraft when multiple routes are available. Additionally, FlightAware sometimes chops off earlier fixes if a flight gets a shortcut or the filed altitude will be listed incorrectly. That's why I would recommend the PRDs first, since those are organized for that specific purpose and not dependent on archived data which may have arti
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