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Tobias Dammers

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Tobias Dammers last won the day on August 28

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  1. Yeah, oh boy. The sad thing is, those who cut the line will still usually get their clearance before those who wait their turn. Something like: KLM123: "Request clearance" EHAM_DEL: "KLM123, you are cleared to *blah blah etc.*" DLH456: *patiently waits for KLM123 to read back clearance* BAW1: "REQUEST CLEARANCE" KLM123: *reads back clearance* EHAM_DEL: "BAW1, ready to copy?" BAW1: "go ahead" EHAM_DEL: "BAW1, you are cleared to *blah blah etc.*" KLM123: *patiently waits for BAW1 to read back clearance* And given enough pilots like BAW1,
  2. As a general rule: don't file or accept anything you're not comfortable flying. If your aircraft doesn't have RNAV equipment, file a flight plan with an appropriate equipment code, file a route that doesn't require RNAV, and, just to be sure, put "NON-RNAV" or something like that in your remarks section. Your aircraft *can* fly SIDs and STARs (just not RNAV ones), as already stated, but if YOU are uncomfortable flying them with this aircraft, then don't file any SID or STAR, and put "NO SID/STAR" in your remarks. And then when you're flying, the magic words are "unable" and "req
  3. True. And given that we're talking KSFO here, with tons of parallel runways, it was probably nothing more than a side-step in perfectly fine VMC.
  4. That's a bit of a bold move, normally approach shouldn't change your landing runway after clearing you for the ILS. I'd probably reject and risk being asked to go around, unless it was just a side-step to a parallel runway on the same approach and I was confident I'd make it comfortably.
  5. The way I interpret the rules and customs on the network: The policy is to accommodate whenever possible. If you can't fly SIDs or STARs, you'll get vectors - just note that ATC may have to delay you, vector you onto a suboptimal route, put you in a hold, or ask you to divert, if things are very crowded. In order to accommodate, though, ATC needs to know what you can and cannot do. The magic word is "unable"; but you also want to file a flight plan that you are comfortable executing, and use the "equipment code" and "remarks" fields to indicate the limitations of your aircraft. And
  6. There are a few good sources, depending on the country: My first stop is the website of the relevant VACC. Most publish the charts they want you to use there; some even go through the trouble of adapting the official charts for flightsim use, e.g., they may add frequencies found in some sims that are no longer used IRL, or remarks about flightsim-specific procedures. Failing that, find the official AIP website for the country. Many countries publish them for free; the UI is often atrocious, but you'll get what you want. For the US at least, Skyvector has SVG approach plates f
  7. Bad example maybe. But what about this one: Clearly, this is a visual approach, and equally clearly, it gives specific instructions you have to follow upon being cleared for this approach: maintain R128 inbound BOS until reaching the Boston Lighthouse. You can't do "whatever it takes" until that point, and you cannot fly, for example, this one instead: So yes, normally you can maneuver visually as you like; but when you're cleared for a specific visual approach that has restrictions, then you have to obey them.
  8. All that of course still under the condition that you obey the restrictions of the published visual approach. You can use all the navigation aids you want, but you cannot outright substitute a different approach plate, unless it puts you on a flight path that meets the restrictions of the visual approach you were cleared for.
  9. "Cleared for the visual" means that you are supposed to fly a visual approach. You are allowed to use whatever navigation aids you want to achieve this, however, you must play by the rules of that visual approach, which means, in general, that you must maintain visual runway contact at all times - you can use an ILS beam to align yourself with the runway, but you may not trust the ILS beam as your primary reference, and upon losing visual contact, you must go around. If you use RNAV waypoint to align yourself with the runway, the same rule holds: you must not use the FMS as your primary naviga
  10. First things I would check: Are you on the latest swift version? If not, upgrade. Have you tried connecting to a different server? Sometimes, a server will reject your login, for whatever reasons, and just connecting to a different one solves the issue.
  11. Think of the hyphen as working pretty much like in phone numbers - it is sometimes inserted when formatting, to aid readability, but it is not part of the phone number / callsign itself, and the actual systems processing the information will strip it out / ignore it. In a phone number, only digits, hash and star are recognized, and the plus sign carries a special meaning ("use whatever the prefix for international calls is in the country you're calling from"); everything else is removed. And just like in a phone number, where the hyphen can be re-inserted unambiguously based on the digits
  12. Yes, but those are all still fixes that are on their flight plan, and will thus appear in the FPL page of the FMS (or whatever the page is called on the aircraft type in question).
  13. Yes, but I would err on the side of caution with the "ensure that they do not cause disruptions to other members" part. If, as a pilot, I see you 40 miles out at a reported ground track speed of 200 knots, I will assume that it's going to be 12 minutes until you're here. If, due to 4x time compression, those 12 minutes actually end up being 3 minutes, and I have to take action to maintain separation, then that IS a disruption.
  14. Have encountered the same thing with Flightgear. Essentially, just set the last digit to whatever goes, and it'll work.
  15. Totally. You can even take it a step further and anticipate the clearance you will get - it always comes in the same form ("{your callsign}, you are cleared to {destination} via the {SID} departure, [runway {number}], climb initially {altitude or flight level}, [expect {altitude} after 10 minutes}], [additional instructions], squawk {squawk code}"; some of these are optional and country-specific though), and you can usually guess almost all of it. So go ahead, gather the information you need to do your guesswork, and write down your expected clearance in shorthand: "EDDF ARNEM1V 36L FL60
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