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Tobias Dammers

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Everything posted by Tobias Dammers

  1. Another good hint is the list of ATC stations in range, which your VATSIM pilot client should display somewhere. The order is DEL - GND - TWR - APP - CTR. Each of these will cover the positions below them that aren't staffed. From APP upwards, a controller may choose to handle multiple airports in their airspace, but minors and local airfields are at the controller's discretion, and it's not always obvious what the boundaries of those airspaces are. Some local chapters publish guides / briefings that tell you, e.g. this one for the UK: https://www.vatsim.uk/operations/sectors - so for exam
  2. There's also https://vatstats.net/, which isn't official, but offers a slightly prettier view of the same data.
  3. Top-down coverage. Controllers on APP or CTR positions will routinely also cover the positions below them, at least for major airports, but, at their discretion, also for smaller ones.
  4. Second the "try another server" suggestion. Both ping (how long it takes for a packet to go from you to the server and back) and server load (how many streams the server is handling simultanously) are critical, so while you would normally pick the server that is closest to you (to keep ping low), that server may be overloaded, and a server further away from you might work better. Impossible to predict though, so if you get kicked out, just trying a different server may or may not help.
  5. Also maybe worth noting: when flying IFR into controlled airspace out of an untowered airfield, the controller whose airspace you are about to fly into may ask you to take off on your own and contact them for your IFR clearance after takeoff.
  6. Just to rule out a silly thing: did you enter "122.8" or "122,8"?
  7. To add to that: if you're taking off from an uncontrolled airfield within a controlled CTR (case 2), and you contact the controller for an IFR clearance before moving, they may ask you to take off without clearance and contact them again to pick up your clearance once you're airborne. In this case, you're basically VFR until you receive your clearance.
  8. That's all fine, but we can't deconflict at the flight planning stage like IRL operations do.
  9. Then that explains it. Concorde isn't on that list.
  10. Especially lately, there's a record amount of activity on vatsim, so it's quite reasonable to see lots of people being tuned to some ATC frequency rather than UNICOM.
  11. If you think about it for more than a minute, you'll quickly find all sorts of problems with this. If you allow duplicate callsigns as long as they are geographically separated, you have to make sure they STAY separated - but how are you going to do that? You could prevent people from getting near each other - but the VATSIM network has no way of influencing aircraft movements, it can only record and broadcast them, so that's not an option. Or you could disconnect one of them when they get close to each other - but that is a really really bad thing to do because 1) getting disconnected for
  12. The way I understand it, not much will actually change. The pilot rating system has been revisited and streamlined, but getting a rating beyond P0 is still completely optional. If you want to enroll in a realistic-ish training system, you can, and it is now more in line with the real-world system. If you don't, then all you need is the basic P0 rating, which, IIUC, is really just a matter of taking a tiny online "exam" to show that you have read and understood the basic rules of conduct and that you are aware of what is expected from you as a pilot on VATSIM. I don't think that's unreasona
  13. Nah, it's fine the way it is. Here's how I handle it: - Configure sim and client to dump text messages as in-sim popups - Use voice UNICOM myself - Expect other pilots to also monitor both text and voice Alternatively, if you prefer using text yourself, just do that, and p[Mod - Happy Thoughts]ively monitor voice UNICOM. IMO, most pilots should be able to at least p[Mod - Happy Thoughts]ively listen. If you absolutely can't do that, and you're about to fly into (or spawn in) an airspace where you may need to coordinate, you could send a text message to advise other pilots of your
  14. Well, I don't know where VATSIM sources ICAO type codes, but if it's a list of currently used codes, then CONC isn't going to be on that list. Just speculating here though.
  15. Maybe the fact that Concorde hasn't been flying anymore since 2003, and thus the ICAO type code is no longer used?
  16. https://www.vatsim.net/news/restructuring-pilot-rating-system
  17. I would go so far as to say that VATSIM pilot ratings are entirely decorative. The only practical use I have seen so far is that a particular rating gives you access to courses for the ones that follow.
  18. As a pilot: yes, it does matter a little. "Cleared for immediate takeoff" is unambiguously defined - if I'm at the holding point, it means that I have to initiate a rolling takeoff without any delay, and if I cannot comply (because I need a standing takeoff, or because cockpit checks haven't been completed yet), I have to decline the clearance. And if I'm already lined up, I have to initiate the takeoff immediately, and if unable, advise so (because most likely, tower will have to instruct traffic on final to go around). "Without delay" is nonstandard in this situation, and while I will probab
  19. Let's not make it more complicated than it needs to be. We have a couple possible situation. 1: You are handed over to another controller. This is straightforward; both controllers will have negotiated the handover before calling you, so whoever you are transferred to is expecting you. It's up to you to make the first call though. Not rocket science. And if that turns out to be wrong, the controller will tell you, and either give you the right frequency to call, or ask you to switch back to the previous frequency and sort it out there. 2: You are handed over to UNICOM. This is also
  20. And if that doesn't work (it should), and your yoke has programming software, then program the button on your yoke to whatever you want to use on the keyboard as your PTT, and set that key in your client. The caveat with this is that the way these things usually work is by synthesizing key events and injecting them into the OS / Window Manager, which means that the virtual keystroke will do the same thing an actual keystroke would. So if the problem is that keystrokes don't reach the vatsim client when the flightsim has the focus, then this won't solve it, because the key event will stil
  21. Would something like this work for you? If so: check out https://map.vatsim.net/, because that's what I screenshotted for this.
  22. True, but EDDF's 18 doesn't suck anywhere near as much as 18R/36L at EHAM. For giggles: https://www.youtube.com/watch?v=vB-qFq0FW9s. Half the video (15 minutes) is just taxiing to 36L, followed by a 13-minute flight.
  23. IRL, landings on 36L are only allowed in an emergency, mainly due to noise abatement regulations. PiC decision or not, you can't normally land on 36L.
  24. As with all radio communications, it helps to anticipate. Clearances will always come in the same form. In case you've never heard of the CRAFT acronym, the format is always: "Clearance limit, Route, Altitude, (departure) Frequency, Transponder". E.g.: "KLM 123, you are cleared to Amsterdam (Clearance limit) via the TOBAK SIX MIKE departure, then as filed (Route), after departure climb 6000 ft (Altitude) and contact Langen Radar on 123.45 (departure Frequency), squawk 2345 (Transponder)". Even before you request your clearance, you can already guess most of this: you know what
  25. Not on XPlane myself, but given the nature of VATSIM, this isn't something that can be completely avoided. The problem is, quite simply, that VATSIM supports a rather diverse selection of flightsims (FS9, FSX, P3D, XP, FG), and doesn't mandate the use of any specific scenery package or aircraft model set. And those don't always agree precisely on the ground elevations at any particular location, nor the CG corrections necessary for a given aircraft model. And if those don't match, aircraft are placed at the wrong altitude. To avoid this, we would have to somehow force all clients to ag
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