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Tobias Dammers

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Tobias Dammers last won the day on July 4

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  1. For most airports, chartfox has all the essential charts. In many cases, you can also find the taxiway names on OpenStreetMap, though this isn't as reliable, and often requires awkward zoom levels to show them all. If you're willing to spend some money on this, maybe consider a navigraph subscription, which also gets you FMS data (though I don't know what the state of MSFS is on that front). Also keep in mind that taxiway names in MSFS are often wrong (or so I've heard), so you can't really rely on the in-sim signage - charts really are quite important, especially the taxi / ground charts
  2. A SID that is defined in terms of RNAV waypoints rather than conventional navigation methods. In a conventional SID, instructions tell you things like "fly heading X", "until X DME ABC", "intercept radial 123 from VOR ABC", etc.: things that a conventionally equipped aircraft (one or two NAV radios, an ADF, and one or two DME's) can navigate. An RNAV SID basically just tells you the waypoints to fly to, and those waypoints are defined as geo coordinates (latitude & longitude) and part of your onboard FMS database. To fly an RNAV SID, your aircraft needs to be RNAV-capable, which
  3. That's a perfect non-statement. This entire discussion is about how real it should get. But that's not what that expression means anyway.
  4. Pilot's perspective on the matter: I would love to see a local language proficiency requirement made possible, at least in countries where the local language is used for ATC IRL. Without a proficiency requirement, people cannot just call in using the language of their choice, they will have to check with the controller first, and that request may be rejected. And I don't think it's unreasonable to make such demands either: after all, we also demand that visiting controllers are sufficiently familiar with local airspaces and regulations. I think keeping up immersion and a certain
  5. Oh, I'm basically just regurgitating this guy here: https://www.youtube.com/watch?v=5ESJH1NLMLs&t=1365s
  6. AFAIK, flying the approach on autopilot is perfectly fine. You just shouldn't use autoland unless cleared for a CAT-II/III approach. You also don't upgrade the approach type from what you've briefed and set up - that's not how it works. If you've briefed a CAT-I approach, then you see it through; if it turns out that visibility isn't good enough, you don't start fiddling with your knobs to upgrade to CAT-II, you go around, have yourself sequenced in again, and do it properly.
  7. The "issue" is that KSFO is a large airport with lots of runways and taxiways and stands and procedures, and it's the 15th busiest airport on VATSIM - if you're looking for a simple airfield that doesn't get too busy, then KSFO might be just a bit overwhelming. YMMV though.
  8. How would that even work? Nobody else has boats in their model matching, you'd have to report your aircraft type as ZZZZ, ATC would treat you like an aircraft (seaplane maybe?), you would most likely show up as some kind of utility floatplane on everyone else's computers, and since you can't take off, all you could do is "taxi" a little. You would probably not get kicked, but it would also be a completely pointless thing to do, and all that just to make your point? Eh.
  9. I'm pretty sure this wasn't meant to come across as hard as you took it. I can understand why accounts get deleted / suspended when they aren't used within a reasonable timespan after registering - a database full of phantom accounts that never connect doesn't help anyone. This is almost certainly not meant to be offensive in any way; the account just got deleted (or suspended) because you weren't using it. It is definitely not disciplinary action. One way to find out, no? IME, VATSIM is one of the friendliest and cleanest communities I've witnessed first hand - there's the occasional
  10. Teachable moment right here: whenever the automation does something you don't expect, your first reaction should be to turn it off, drop to a lower level of automation. For the purpose of this, there are only 3 levels of automation: FMS (LNAV/VNAV) Autopilot (HDG/ALT) Hand-flying If the FMS does strange things, switch to HDG (which is why you should always set the heading bug to your current heading after each turn: this way, switching to HDG will keep the aircraft on its current course). Then turn the HDG bug where you need the aircraft to go. Then, and only then, start
  11. How would static displays work? If you just connect with the aircraft, then all anyone else sees is whatever the model mapping spits out - and especially with highly unusual aircraft, that's most likely just going to be something generic. Or am I missing something here?
  12. In principle, it is your responsibility to monitor whether a controller comes online for the airspace you're flying in. Most pilot clients should have a list of controllers within your range, so if you see a controller pop up, tune to their frequency and contact them. You don't need to keep a constant watch, but you should make a habit of keeping an eye on that list every couple minutes. In practice, many controllers will proactively send "Contact-Me" messages to all pilots in their airspace when logging in, so chances are this will happen before you get a chance to call in. That's f
  13. Sometimes VATSIM ATC will ask you whether you have a preferred gate. And if they assign you something you don't like, you can always request a different one.
  14. Have you read the bit where OP says that Wikipedia has it wrong? They didn't provide any sources, but neither did you.
  15. Yes, I was going to elaborate on that part, but decided to edit. You brief the alternative approach, but you can brush over the parts that are the same, and highlight only the differences (which is also why I said you should include in your briefing the steps needed to set up the aircraft for the other approach).
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