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Al Klayton 1398552

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  1. Yep, as I mentioned above, I was wondering if there was an alternative to doing exactly that. Quoting all and then editing gets a bit tiresome if you want to separately quote and reply to 5 or 6 different questions from the same post. As I said, not a big deal. Thx, Al
  2. Rob, Rich, OK, thanks for the info. Not a big deal, but it sure is a lot easier on some other forums. Al
  3. I'm betting you ran into the voice timeout issue. If you don't set up the port forwarding as described in the docomeentation, your router will close your connection ....... I've forwarded the port per the docomeentation and did not have a problem on a subsequent flight, so hopefully that solved the problem. As an aside, how do you reply with a selective (partial) quote on this forum (other than quoting all and deleting what you don't want)? I can't seem to find how to do that. Thx, Al
  4. Ross, Great info, very helpful, thanks! Al
  5. I had been communicating with a controller over voice and then was surprised to suddenly get a text message. I replied via voice and then got a voice response. So I'm wondering why the controller had switched to text -- are there rules or conventions when text is preferred over working voice communications? If I need to respond to a controller via text, do I need to type the controller info, e.g., XYZ_APP:, or will vPilot fill that in automatically based on the frequency my com1 radio is tuned to? Finally, how does the .atis dot command work? I can't seem to get any response. Does co
  6. Andreas, Contacting Approach about 50 NM out is about what I would have guessed. And I was thinking about 10 to 15NM for the Tower. Thanks for the information. Al
  7. If the only ATC coverage is Approach/Departure Control at the destination airport, what is the recommendation on how far out to contact Approach Control? What if the only ATC coverage at the destination is Tower? Thx, Al
  8. 2200 US IFR, 1200 US VFR Seems quite reasonable. As a past instrument rated PPL guy in the US (from "looong looong" ago...) squawking 1200 on an IFR FP just would not feel right. Thx, Al
  9. OK, squawk 2200 and mode C on when IFR in unstaffed airspace. Got it. Thanks everyone, Al
  10. OK, but just to be sure, you are saying in the US I should use a 1200 squawk code even though I'm on an IFR flight plan. And what about using mode C? Thx, Al
  11. A few more VATSIM procedural issues occurred to me. If, as discussed above, I'm flying a filed flight plan in IMC 'on my own' because there is no VATSIM ATC in range, I [Mod - Happy Thoughts]ume I should fly IFR altitudes (vice VFR +500ft type altitudes). But what squawk code should I use? If I make up my own code (other than 1200), it could conflict with another already [Mod - Happy Thoughts]igned, but perhaps that doesn't matter since no ATC is in range? And should I have mode C on? Thanks, Al
  12. Thanks for the replies. To be clear, I know KCOS is in the Denver Center FIR. The intended context of my question had to do with what is the acceptable or expected VATSIM procedure given that I was able to connect to VATSIM's FTW Center from KCOS. So then, since there was no other VATSIM ATC available for KCOS at the time, if I were flying to an airport in IMC I would be expected to take off on my filed IFR flight plan 'on my own', monitor 122.8 and then when reaching the boarder of an operating ARTCC (or the destination Approach control, etc., if no ARTCC was available) report where I
  13. I was sitting at KCOS (Colorado Springs, CO) and the only VATSIM ATC controller in radio range was Forth Worth Center. I was surprised he was in range, but it made me think. If I needed an IFR clearance, would I call FTW Center to get it even though KCOS is outside of the FTW Center coverage area? Thx, Al
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