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  1. Thank you @Robert Shearman Jr and @Mike Teague for those interesting examples. Things are now much more clear as to the difference in the way SIDs/STARs are handled between US and Europe.
  2. Many thanks @Alex Ying and @Robert Shearman Jr for the very precise and helpful information. I have a couple of questions/remarks: 1) Based on my limited experience, all my flown STARs in Europe were "profile descent" kind of STARS. ATC typically manages the descent as series of "descend to flight level xxx"' 2) Would you please provide a couple of examples of STARs that are NOT "profile descent"
  3. I have read few posts and watched a couple of tutorials on the ATC differences between US and Europe but this is still not clear to me regarding two topics: 1) STAR clearance Based on my limited (few weeks) experience on Vatsim I noticed that once you are cleared for a STAR in Europe you still have to wait for ATC to take the initiative to get you to descend (not necessarily exactly in line with the published procedure) to different altitude toward the Approach. However, in the US, once your are cleared for a STAR then it is the pilot responsibility to manage the descent according t
  4. I could have intuitively understand the assignment with Leave and From or the one obvious I got once After, but I would have been a little disturbed with the Depart. Thank you again Kirk. I learned a lot in this topic thanks to you and the other contributors members.
  5. xPilot (X_Plane11 Vatsim client) has an easy and very handy way to set the aircraft com frequency just by right clicking the mouse of the ATC (Ground, Tower, etc. in the "Controllers In Range" window) and then clicking "set com1 frequency". It doesn't look like vPilot has this feature. Is there any similar or alternative way to set the frequency (other than doing it directly in the aircraft or typing .com1 XXX vPilot command)? Sam
  6. Thank you Alex for the clarification, it makes a lot of sens. I have also hard time to hear the word "prepare". So it is just caption error. There is no "prepare" phraseology, only "Expect" or direct assignment. One more question (sorry if it is a little basic but just in case when I fly in the US so I don't get confused): "Depart SFO" in this context does it mean "Arrival SFO" ?
  7. Thank you Kirk for the comment and for sharing this topic's relevant and very interesting video. A ton of things to learn from, at least for a beginner like me. I did notice that a potential runway change is clearly and explicitly announced by ATC: Prepare for approach Visual 28L and expect approach ILS 28R Now just to make sur I understand well, in this case which one is supposed to be the more likely to happen the Prepare or the Expect?
  8. Clear and precise description. Much appreciated. Thanks for taking the time to answer.
  9. No issue in using the secondary flight plan. However I am not sure it adresses the issue of this topic.
  10. Thank you Michael for the input. Changing the runway in the FMS and re-tune frequency is not the issue for me. What I feel I need to do in advance is to prepare properly for the approach in terms of IF altitude, descent angle, go-around, minimums, etc (based on Navigraph chart). Obviously this is not so difficult for an ILS. It gets trickier for me when it is RNP/ RNAV (without vertical guidance), VOR/DME (I try to use the VOR navigation), Circle to land, etc.
  11. Hi Andreas, As soon (in my very limited experience) as I realized that ATIS a is available through Vatspy anywhere, I started using it all the time. Interestingly (strangely?) enough , ATIS of my destination that day (LGAV) mentioned only closed runways and not active runways for departure and landing as it is the case in general (to my knowledge)
  12. LSK destination, then LSK arival and I get to the runway page, this is what I have been doing so far. The missing part is the --> So to move from runway page to the the STAR page. I 've just tested it on the simulator (Toliss A321 / X-plan 11) : It indeed works. Thank you a lot for taking the time to help.
  13. This is indeed very clear and very helpful to know, thank you for it. I wish I could find few pages documentation describing those procedures, but may be I did not research enough. As for the spelling letter by letter and/or texting, it was for the approach/runway (not the STAR), but I guess it is not different. My lack of experience of listening to ATC talking very quickly and with strong local accent prevented me from identifying (with no doubt) the approach he was mentioning. But again he seemed to have been very busy. Anyway the flight (along with input I am getting from you and oth
  14. Thank you Marcus for you comment, very helpful. In the Toliss A321 there is no way to enter the STAR before entering the Approach (to my knowledge and test)[Edit: Actually You can indeed enter a STAR without entering the approach in Toliss, I learned thanks to the forum members - see the answers below]. So I had to fly the STAR by hand, this was possible for me because it was just straight line with no altitude changes (one heading). However I was very worried about not having the time to brief the approach properly (checking the IF altitude, the NAV frequency, prepare for potential RNA
  15. I have made several flights since I started few days ago both in US and in Europe. I did Frankfurt and Roma the last couple of days it has ben great and ATCs were very professional. My flight's destination this morning was Athens. ATCs were indeed very busy. But What I am interested in is how to handle this situation (along with ATC), not the reason for it. As to include the SID/STAR/Runways in the filed FP, I use simbreif to make initial plan then I upload the plan in xPilot/vPilot. The final plan has no SID/STAR/Runways (or it appears so). The reason for this is that those are d
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