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Tobias Dammers

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Everything posted by Tobias Dammers

  1. Not quite. He asked whether TCAS on VATSIM worked the same as in the real world. Which it does not.
  2. 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
  3. 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.
  4. 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.
  5. 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.
  6. 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
  7. Hah, sounds like someone has watched Children Of The Magenta Line...
  8. 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
  9. 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
  10. 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.
  11. Just make your own challenges. Find some challenging approaches, fly "interesting" routes, fly IFR procedures in a Cessna, land a DHC-6 at Saba, fly into and out of Isafjördur, whatever you think might be fun. And if you don't enjoy the flying anymore, then just don't fly. It's not a job, you're doing it for fun, so if it's not fun, stop. No shame in that.
  12. One thing I want to add: When, as a pilot, you notice that the frequency is busy, it's good form to also scale the agressiveness of your calls by urgency. Like, say, a controller is handling top-down services from CTR all the way to GND and DEL, and you've just been handed over from an adjacent sector - clearly you don't need to make your call within the next 10 seconds, but for that flight on short final who has been asked to report runway in sight, it could make the difference between a successful landing and a go-around. The controller knows you're coming, they have probably spotted yo
  13. 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,
  14. 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
  15. 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.
  16. 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.
  17. 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
  18. 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
  19. 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.
  20. 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.
  21. "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
  22. 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.
  23. 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
  24. 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).
  25. 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.
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