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Dustin Rider

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Dustin Rider last won the day on July 12

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  1. Yep, AFV was designed for exactly the purpose of making the radio sound and behave more like how it does in the real world, and it's one of my very favorite changes that was made on VATSIM. Of course that introduced the issue you just described. The technique I have usually found to be the most effective, from the pilot's perspective, is to try and time your transmission after your best estimate of another pilot's readback. That is, if a controller says, "AAL1022, descend and maintain FL360," silently read back the clearance, then chime in after you've finished. It's certainly not perfec
  2. As Robert was alluding to, ATC frequencies in the US are still issued in a frequency format based on a 25 kHz frequency spacing, which, practically speaking, means that any frequency that ends in a .02 or .07 is actually going to be .025 or .075. So if a controller says contact New York Center on 125.32, you would tune your 25 kHz radio to 125.32 and it would tune to 125.325. If your aircraft uses 8.33 kHz spacing--which a lot of simulated aircraft are doing these days--you may have to add the extra 5 at the end of the frequency, when appropriate. This is one of those things that is a hol
  3. I'm assuming you are tuning into an ATIS that is online; if you aren't, you aren't going to hear anything. If you are, then most likely the program that is behind that ATIS, typically vATIS, is malfunctioning, as it has for many months. Suffice to say it's more than likely network-side, not user-side, and is, for now, a pretty unreliable way to test your audio receipt, unfortunately. However, for additional troubleshooting, have you tuned to a live controller's frequency to see if you're hearing audio there?
  4. The short answer, Travis, is nope. So long as the airport has no control tower, even with VATSIM's top-down ATC, the overlying radar controller would be unable to provide services.
  5. Tobias, for those airports that have visual departure segments due to a lack of radar coverage, are those flown on an IFR clearance, or are you considered VFR until you reach the appropriate altitude and/or waypoint?
  6. Are you able to go through the course but the exam? If that's the case, you may have an account that was created before the P0 requirement was introduced and may therefore be grandfathered in. Are you able to connect to the network?
  7. Most large airports will have a radar vector SID containing the airport name and some number, like the DENVER TWO, O'HARE SIX, MIDWAY FIVE, and so forth. As Tobias says, you can file these, or they'll be assigned to you. Keep in mind that you will still want to look at the chart, though. Here's why: Take a look here at the DENVER TWO departure. Notice that all the waypoints on this page of the procedure are VORs? Now compare that to the O'HARE SIX departure that has a mixture of VORs and RNAV (GPS) waypoints. Make sure you know what type of waypoint ATC is assigning you and, more importan
  8. What you describe is pretty much applicable to the real world just as much as it is our virtual one. Larger airports that feature multiple parallel runways are famous for having runway assignments made by the first approach controller (ORD, for one), although some airports now get the overlying centers to issue runways (ZDV). In the case of the latter, it's not terribly uncommon for approach to change the runway assignment on initial contact--and sometimes even after that, especially if weather is an issue or if a runway needs to be closed for some reason. This is one reason airlines are
  9. Are you left-clicking the datablock or the target? IIRC, you'll only be able to select the aircraft with your cursor by clicking on the target.
  10. In general, support requests usually go quicker if you provide lots of details up front. What aircraft are you using? Is the audio panel configured correctly? I suggest a screenshot of your avionics for better assistance.
  11. Agreed, Robert. There is, in fact, no missed approach procedure, and no clearance has been issued that would allow you to fly one if you did go around while on a visual approach clearance. It's quite a grey area as you're still on an active IFR flight plan but flying a visual-only procedure. If you're at a towered airport, just follow the controller's instructions, but if you're at a non-towered airport, that's where the real brainwork begins. You're really looking at two options, as far as I can gather. You could switch back to the ATC facility having jurisdiction over the airport--i.e. the c
  12. For a quick and easy solution, you can plug in your departure and destination airports into Skyvector.com's flight plan form and it'll give you V or J route options, depending on what you put into the altitude field. It will also give you ATC preferred routing if there is any. I believe the altitude window defaults to 8000, so make sure you update that if you want high-altitude routing. If you're going to the big airports, you'll probably want to do a little looking ahead to see which SIDs and STARs you'll likely be assigned. There aren't nearly as many available for non-RNAV props, and y
  13. There's nothing realistic about this. Real-world controllers only have one PTT that activates all of their transmitters simultaneously* which serves two purposes. It's one less thing for the controller to have to manipulate when talking with aircraft, and it also alerts aircraft on every frequency to wait a few seconds for the readback since they may not hear it if they're too far apart--and definitely won't if they are on different frequencies. *Most ARTCCs/FIRs have sectors that will have multiple transmitters that share a common frequency for better A/G coverage. In these situations, t
  14. The primary issue I have with TS and Discord is that you need access permissions to be on those servers, and, well, the fact that you have to have both programs running if you have adjacent facilities using both. Now I'm hearing about Mumble for the first time which means downloading, installing, creating an account, and now running Mumble if a facility decides they want to use that. I think the ideal solution involves integrating landline capability in AFV so that we have options as to how to route our landlines and radios. For example, if someone overrides me, my A/G comms get routed in
  15. If you're asking if you can log in and fly around using MEP as your three-letter airline code, go for it; there's nothing saying you can't log in and fly using the callsign. I would suggest adding "Callsign: Midex" in the remarks field of your flight plan, though. Not many of us are still around that remember seeing MEP on the scopes and it has been removed from the 7340.2K, which I usually resort to when I encounter a three-letter that's new to me.
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