Jump to content

Tobias Dammers

  • Content Count

  • Joined

  • Last visited

  • Days Won


Everything posted by Tobias Dammers

  1. AFAIU, this is pretty much what's going to happen. If you fly without a slot, you will have to wait longer for your oceanic clearance (event traffic is prioritized in oceanic clearance delivery), and when you get it, it will contain a massive re-routing onto what amounts to an unofficial non-event track, where no ATC is provided. On top of that, non-slot pilots should also be prepared to hold a lot, both on the ground and in the air.
  2. Fair enough. I guess "skim the forums before asking your question, because you're probably not the only one" is too much to ask 😄
  3. Great! Now the bits I'm interested in are going to be interspersed with a million unrelated discussions! (Excuse the sarcasm, but what exactly is the goal of forcing all CTP-related discussions into a megathread?)
  4. The reason it works in London airspace is because the real-world procedures are all designed to make it work. Berlin's new procedures however won't be, so just taking the updated procedures for EDDB and the old ones for EDDT won't work as well as using real-world procedures over London.
  5. This is a somewhat inevitable consequence of model mapping. You see, people use all sorts of simulators on VATSIM, and not everyone has the same set of aircraft models and liveries installed. Hence, the pilot client will perform "model mapping": it takes the standard ICAO aircraft and airline codes sent over the network, and tries to find a matching aircraft in your local model set. If the other person flies a sensible combination (e.g. a KLM 737-800), and you have a matching model and livery installed locally, then the model mapper should find it and use it, and everything will look OK.
  6. As has been discussed earlier, the VATSIM protocol has no facilities that would allow transponders to talk to each other, and even if it did, it would be quite difficult to hook this up with the various TCAS systems in all sims and aircraft models. Hence, TCAS on VATSIM behaves like a real-world TCAS encountering traffic equipped with a Mode-C, non-TCAS transponder - it will figure out a best guess at a deconfliction path, but it won't know what the other side will do, and it won't be able to tell it either. The way TCAS rules are written, this should still lead to successful deconfliction in
  7. Considering that: ...the booking system only registers CID's, and doesn't even ask for a callsign; ...slots are issued to accounts, and come with a routing; ...CID and callsign are equally available to any clients, and equally easy to extract automatically; ...the clearance request tool (nattrak or whatever will be used) probably also uses VATSIM SSO; ...I am fairly confident that it will indeed be based on CID, not callsign.
  8. Not at all. No multitasking is required, just automation. And as someone who's been in that particular field of work for 30 years, I'm telling you that that's perfectly doable. Note that flights with a slot still need to obtain an oceanic clearance, and that this is done through an automated tool - meaning that all the filtering can be done before a human even gets to look at the request. And from here, things become fairly straightforward: without an oceanic clearance, domestic won't hand you over to oceanic control, so you just don't get to enter controlled oceanic airspace. At thi
  9. Frankly, since I've never done any controlling, I don't know exactly, but I'm sure that can be sorted out. For starters, in order to enter controlled oceanic airspace, you need an oceanic clearance, which means that whoever schedules those would be the one to do the check, rather than the oceanic enroute controllers. Since routes are assigned with the slot, and linked to the vatsim member ID, automating the "is this event traffic" check at this stage is going to be straightforward, and I bet someone has already prepared the necessary software. So what I would expect here is that when
  10. Go to https://ctp.vatsim.net/, log in, and there will be a heading "Reservation" in the menu. The slots aren't filled yet, because the lottery hasn't even started, and there is no limit to the number of people entering the lottery, just how many slots will be allocated. Reservations can be entered and changed until November 4th. Also read https://vats.im/ctpinfo2020, which explains the new process, the rationale behind it, and why there will not be any non-event support this year.
  11. IMO the wording is 100% in line with "please just don't". A firm but kind request not to.
  12. From what I've gathered, the biggest problem will be the domestic airspaces on the oceanic boundary, especially Shannon, where most of the traffic will be leaving oceanic airspace.
  13. OK, so let me clarify. This is not just me reading things into it; I have talked to some of the event organizers, and they have explained their stance and why they put that paragraph there. VATSIM rules and policies do not allow banning or otherwise forbidding users from flying in any airspace at any time; hence, no such attempt is made. However, previous years have shown that catering for non-event traffic, or even encouraging it, is not sustainable - the situation on the non-event track got completely out of hand in the last edition, and the 700 or so slots that will be provid
  14. If you read between the lines, it should be somewhat clear: It's worded politely, but it basically says "don't fly transatlantic during the event unless you have a slot"; it may not be entirely clear to non-native speakers of English, but this isn't the kind of "asking" where "no" is a socially acceptable answer. "We cannot enforce this, but..." pretty much means that if it *could* be enforced, it probably would. It also suggests that if you choose to ignore this advice, you will not get ATC over the ocean, and in domestic airspace, you will be held indefinitely in order to keep event
  15. No, please don't do that. Even if controllers ignore you, you may still trip people's TCAS, and while there won't be any ATC for you in oceanic airspace, you will still increase workload in the bordering domestic airspaces, especially Shannon.
  16. Not quite. He asked whether TCAS on VATSIM worked the same as in the real world. Which it does not.
  17. Pilots without a booking are "strongly encouraged" not to fly transatlantic on the day of the event. It's not so much a request as it is the next best thing short of an outright ban. It's not technically forbidden, but it might as well: there will be no ATC service in oceanic airspace for non-event traffic; the official answer to pretty much any question about flying CTP without a booking seems to be "just don't". Please be a good sport about it and respect this; you're not getting any ATC over the ocean anyway, and domestic ATC will probably prioritize event traffic, so what you get
  18. That's subject to how it's implemented sim-side though. AFAIK, VATSIM does not simulate this kind of TCAS interaction, so it might not actually work out exactly like it would IRL - the TCAS on either side does not have a way of telling the TCAS on the other side its serial number and what it intends to do. The rules by which TCAS implementations make those decisions are fairly well-defined though, so even without this communication, the advisories on both sides should normally match.
  19. Nah. Rule of thumb: US = file with SID / STAR; Europe & Australia = file without SID / STAR; and if you get it wrong, delivery will correct you. The most important part is you have to be ready to change your SID and/or STAR when asked to do so, so don't expect to necessarily fly exactly what you filed.
  20. However the gist of it is that you ALWAYS need to be prepared to have your STAR changed by ATC. It's standard procedure in Europe to the point that you don't even file one and just rely on ATC to assign it; but even in the US, all sorts of things can happen that cause ATC to amend your flightplan with a different STAR, such as switching runways at your destination.
  21. If you're under ATC control the whole time, do what you've been cleared to do, don't do what you haven't been cleared for, and call in if you suspect that you should have gotten a clearance but haven't. This is why STARs tend to have clearance limits marked on them, and why these clearance limits have holds defined for them: if you reach the clearance limit without any further clearance, then you need to enter the hold. Eventually, one of three things should happen: either the controller clears you for a specific approach procedure ("cleared for the ILS 27L approach"), or they start
  22. Hah, sounds like someone has watched Children Of The Magenta Line...
  23. The way it's usually done is that a controller who is about to close stops accepting control of new aircraft arriving on frequency for a while (5 minutes or so), hands over everyone who is about to enter other controlled airspaces, as well as everyone who will be under the responsibility of some other controller after they close shop, and then makes a call like "All stations, all stations, XYZ center is closing, monitor unicom 122.8". You should *not* contact the APP controller unless you're in their airspace (both laterally and vertically), or about to enter it, or explicitly been handed
  24. In Europe, you would generally file a flight plan without SID and STAR, but such that the first and last fixes are endpoints for SIDs and STARs; ATC will then assign SIDs and STARs along with your runways (you get the SID and departure runway from Delivery, and the STAR from Center or Approach as you get close to your last enroute waypoint). If your aircraft can't reliably fly STARs, put "NO SID/STAR" in your remarks, and request vectors to final. That's all assuming there's ATC available throughout; if there's not, what I think most people do is pretend you're being controlled and do wha
  25. IIUC, this is because it uses a lot of specific information about EHAM to make it work. They do things like scrape real-world schedules and such to figure out where an aircraft would go IRL, and the rules for that are different for each airport. It could be done for other airports as well, but you'd have to redo most of the work from scratch for each one.
  • Create New...