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Tobias Dammers

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Everything posted by Tobias Dammers

  1. It depends on the station. Some will accept clearance requests via text messages, some may support Hoppie ACARS, Gander/Shanwick has a website that you can (sometimes) use, some require calling in via the radio. The Oceanic FIRs all have documents explaining what is expected from you AFAIK. For example, for the North Atlantic, [Gander Oceanic](https://ganderoceanic.ca/) is a great starting point. In principle, you can get your oceanic clearance whenever it suits you, provided you do it well in advance (at least 30 minutes before oceanic entry). However, you don't want to have to make y
  2. If the "Clearance Delivery" position at your departure airport is not staffed, you follow the "top down control" chain: DEL -> GND -> TWR -> APP/DEP -> CTR. The first staffed position on that chain will issue your IFR clearance and assign a squawk code. So for example, if you're flying out of EGLL, and neither EGLL_DEL nor EGLL_GND is staffed, but EGLL_TWR is, then you would call up EGLL_TWR and request your IFR clearance from them, and they would tell you the squawk code. If none of them is staffed, then you can't get an IFR clearance; in this case, you depart on Unicom and "
  3. Sounds like something you should discuss with whoever is behind that thing. My guess would be that they haven't updated their data stream to the new VATSIM API which landed a while ago. Most of the ecosystem has upgraded, and the old API has been turned off, so anything still depending on it will no longer work. But that's something that would need to be fixed on their side, not VATSIM's.
  4. 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
  5. 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
  6. 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.
  7. 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
  8. Oh, I'm basically just regurgitating this guy here: https://www.youtube.com/watch?v=5ESJH1NLMLs&t=1365s
  9. 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.
  10. 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.
  11. 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.
  12. 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
  13. 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
  14. 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?
  15. 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
  16. 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.
  17. Have you read the bit where OP says that Wikipedia has it wrong? They didn't provide any sources, but neither did you.
  18. 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).
  19. Might want to add: when briefing the alternate approach, include in your briefing what steps you must perform to set the aircraft up for the different approach.
  20. "Visual" does not mean "VFR". The status of your flight is still IFR, throughout - just because you're IFR doesn't mean you cannot fly procedures with visual segments in them.
  21. Note btw. that this is a US thing; most European airport do not have radar vector SIDs. If you can't or don't want to fly an RNAV or conventional SID, you would just request a vectored departure, and receive detailed departure instructions, or, in some cases, you would depart visually, report a given altitude, and receive instructions from there. (The latter is usually the case where there is no radar coverage around the airport, like at EKVG or BIIS).
  22. Just file your flightplan as normally, but don't include and SID and STAR, and write "NO SID/STAR" in your REMARKS section. If all goes well, ATC will give you explicit departure instructions, and for the arrival, you'll probably get vectors. Heads up, though: for KDEN, vectored departures will most likely be given by assigning the "DENVER TWO" departure (found here: https://skyvector.com/files/tpp/2105/pdf/09077DENVER.PDF) - but that's basically just "vectors", with a couple additional instructions, and you don't need an FMC to fly that one.
  23. It depends. In principle, yes, you can always ask for vectors (not "vectors to the STAR" though - just request "vectors"). However, especially during busy events, this puts an extra burden on the controller, so be aware of that - they can't deny you service (that would be against VATSIM policy), but they may be forced to delay you in order to fit you into the flow in a manageable way. Also expect questions as to why. Now, the most likely reason why the FMC won't give you the procedures ATC told you to fly would be that your FMC data is outdated. VATSIM generally follows real-world pr
  24. Technology wise, yes, sure, there's text chat built into the VATSIM network protocol and all clients. Voice messages are not automatically converted into text though, and they aren't logged either, so it wouldn't be a "copy", it would be the ATC manually repeating their instruction in text. Needless to say, this is not something that's normally done, but in some situations, using text chat is a reasonable way out when voice communication fails. Some controllers will also use text chat in lieu of CPDLC/ACARS, particularly for PDC (pre-departure clearance). In principle, you can also use text fo
  25. ...which would be a violation of COC B8, so.
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