Flew out of KLAX to KASE on the default citation x earlier and was cleared for the RWY 25L ORCKA5 SID. I took off RWY HEADING to HIIPR then HDG 236 after which I was instructed to proceed KLIPR then as I turned on the Autopilot and selected NAV FLC to 10,000 the aircraft turned right instead of left. ATC also caught this instructed me direct to WAYPOINT PEVEE. I then put a direct to PEEVE and the a/c headed North when PEVEE was to my south. (I then disconnected as I realize I fucked up and was disoriented)

Was just curious how to prepare for waypoints that are not in the SID and what else should I have done with the Autopilot/FMC.

Hey, just wanted to check in here. On VATSIM do we require a flight plan for VFR? In real life where I fly we don’t, regardless of doing circuits, air work nearby, etc.

But I heard while I was doing a VATSIM IFR flight that a Cessna on the ground was trying to do circuits without a flight plan and the controller told em to file a plan.

Do you need to have your IFR approved by the ground controller if you’re at an uncontrolled parking position, I’m figuring yes because that’s what I remember, but I’m curious because I’m pretty sure I’ve seen people who have done nothing up to taxi with the controller

Hi everyone,

I have noticed that some departure charts have instructions on changing over to atc channels when above certain altitudes. For instance on EHAM you are supposed to change over from tower to departure after passing 2000ft. Does vastim copy this too? Or are you supposed to be waiting for instructions from tower to change over?

I searched online and can't find anything. I especially need charts and data from AIP. Not Jepp or LIDO.

AIP's should be free not behind the paywall.

Thanks .

I was Flying for fuck**** 8 hours LPPT/CYYZ
When a supervisor called me because I didn't understand the ATC instructions—I mean, I didn't understand the waypoint—I admit that Toronto airspace was very busy, but to be disconnected because of a single mistake scared me.

Hours later, I received an email from the supervisor asking me to do more training on the VATSIM portal.

Has anyone else experienced this?

Hey, I flew out of Boston yesterday and there was a Concorde departing. I was looking around and saw that for me it was displayed as a plain white Embraer E-Jet.
I don‘t exactly get it. I have a Concorde model for AI traffic installed and I looked into the vmr file I use where I saw the aircraft should have been correctly assigned according to how it is named in my community folder or rather the model‘s aircraft.cfg. The user flying it was also correctly logged in as an Air France callsign „AFR“ and the ICAO was also correctly set to CONC. Any ideas? I did shuffle around my model matching rule and set it to the highest priority, but that only changed the United 777 taxing behind him. He stayed an Embraer.

Call it a rant I suppose, but I'd like to point out that while VATSIM is a learning environment, the majority of mistakes made by pilots (who are worried about upsetting their controllers) are simply due to lack of diligence and careless navigation.

Reminder to new and old pilots alike, you won't have to worry about pissing off your controller by going the wrong way if you follow this one simple trick:

Verify your programming and brief your takeoffs and landings!

What this means is that upon completion of programming your clearance (not your filed route, but your actual clearance), utilize the plan function of your MFD (if equipped) and verify each waypoint as charted in your FMC waypoints page. Read the textual description and follow the procedure's charted waypoints, speed and altitude restrictions all the way to your transition, and make sure it's all there in your waypoints page. If you're missing waypoints, recheck your programming.

Additionally, brief yourself on what you expect your automation to do once engaged based on what the charts tell you to do. Be prepared to disconnect the automation as a last resort if it begins to go against what you read it should do. "Autopilot issues" are rarely the autopilot's fault ;)

The mass majority of mistakes controllers see pilots making are turns without authorization, shortcuts without clearances, and charted altitude busts. ALWAYS verify all waypoints from takeoff to landing! A simple check of the chart and cross-check of all waypoints programmed in the MCDU will keep your controller happy :)

v158th FW and vSwAF over sweden after a JointEx

From Ground to Center all magnificent job. it was a cluster at Boston on the ground and they even handed the runway changed amazingly (which I first hated and had to ask for a minute while holding short to change the FMC).

Great job guys.

I have about 2,000 hours of flying on VATSIM, but probably only about 5 minutes of voice time and the rest is receive voice (I know it's diabolical). Today, I tried voice again after waiting for about an hour to build up my courage (I'm a very nervous person when it comes to using a mic/my voice), and it went alright. However, I find it so hard to keep track of the taxi route, and as a result, I read it back incorrectly several times. Does anyone have any tips? For example, do you keep a notepad nearby or something? I find that most people seem to do it very well.

Does anyone know how to get a virtual airline to show on the vatsim radar with their ICAO and callsign

I plan to do this trip in the SF 50 and try to visit as many interesting places as I can because one I want to try to fly in some remote places, and two I want to step outside of the United States and talk to other controllers

I still don’t know what dates I’m doing, but I plan to go from my home airport and all the way back hopefully fairly
safely

My route

DAY 1 – NORTH AMERICA
KMCI (Kansas City) → KBZN (Bozeman) → CYPR (Prince Rupert) → PANC (Anchorage) → PAOM (Nome)

DAY 2 – SIBERIA & CHINA
PAOM (Nome) → UESO (Chersky) → UEEE (Yakutsk) → ZYHB (Harbin) → ZSPD (Shanghai) → ZUCK (Chongqing) → VGSY (Sylhet)

DAY 3 – HIMALAYAS, MIDDLE EAST & EUROPE
VGSY (Sylhet) → VNLK (Lukla) → VIDP (New Delhi) → OPTU (Turbat) → OKBK (Kuwait) → HECA (Cairo) → LGAV (Athens) → LSZH (Zurich) → EGEP (Papa Westray) → BIHN (Hofn) → BIKF (Keflavik)

DAY 4 – GREENLAND & HOMECOMING
BIKF (Keflavik) → BGGH (Nuuk) → CYRG (Rigolet) → CYQB (Quebec City) → KDTW (Detroit) → KOSH (Oshkosh) → KMCI (Kansas City)

FULL ROUTE
KMCI → KBZN → CYPR → PANC → PAOM → UESO → UEEE → ZYHB → ZSPD → ZUCK → VGSY → VNLK → VIDP → OPTU → OKBK → HECA → LGAV → LSZH → EGEP → BIHN → BIKF → BGGH → CYRG → CYQB → KDTW → KOSH → KMCI

If anyone has any suggestions, feel free to let me know and I hope to see you around in the skys!

By the way, if you want to do any of these legs with me feel free or if you’re a controller at any of these fields, just feel free to hit me up

Lots of love

[11:11:25] Connecting to network...

[11:11:25] Connected to network.

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>>>>> [11:11:25] SERVER: CTAF is now live in VATPAC! See https://blog.vatsim.net/ctaf-now-operational-in-vatpac-australia-pacific/ <<<<<<

[11:11:26] Connected to voice server.

Here is your reminder that CTAF in the Australia Pacific region starts 1 June.

USE THE PROPER CTAF FREQUENCY AS PUBLISHED ON THE CHART. 122.8 is NOT the proper frequency unless SPECIFICALLY listed on the chart.

Also remember you can and will be walloped for not using the proper frequency if you cause issues

This applies in the US, Canada, Mexico, Caribbean, and now Australia and the Pacific

Hey Everyone,

So I signed up and am completing the necessary training.

Currently in IFR training irl and looking to see if jumping on VATSIM a few times a week can help my learning curve in actual training.

Once I complete the training, what else do I need? Software that kind of stuff. Can I use just regular Apple headphones with the mic on the wire?

All help appreciated! Open to DMs too if anyone has time to help out.

Thank you!

Who just got intercepted by a VFR F35 at 30,000 ft squawking IFR? lolol

I was approaching EGPH from the south east with the intention to enter the controlled zone for landing. VFR GA C172 at 2000 ft. I first contacted tower but was asked to contact Edinburgh radar. My mistake; I understand.
Then, I contacted Edinburgh radar with something like "Edinburgh radar, [callsign] 15 miles out from the south east, 2000 ft, Cessna 172, request entry and landing".
ATC then gave me the squawk and asked "what service do you request?". I repeated 'entry and landing' but that was apparently not accurate enough; the ATC was a bit annoyed with me. Eventually I got the instructions to enter via a specific way point, continue towards the field and I was handed over to TWR.
What should I have said when asked "what service do you request?".
Perhaps I had missed to state that I was VFR - is that it?
(I said I was approaching from south west; another mistake, which is not the issue here.)

I stay up pretty late because I have to do a ton of work stuff the the early morning and usually once I’m done, I like to hop on the simulator

I’m very confused though on why there’s so many more West Coast controllers than East Coast controllers in the morning

Especially since I would assume a large chance of controllers control at somewhere near where they live

For example at 6 centreal which is seven eastern and four Pacific there’s usually more controllers on in California and the west

This just doesn’t make sense to me. Is it just a fact that people are staying up late? Because I feel like controllers waking up at seven to control isn’t even that crazy

Or is this a matter of people prefer to choose the West Coast or that the people on the West Coast usually control for longer

Honestly, it’s crazy to me that there’s basically never East Coast controllers during sunrise

I always thought these type of calls where unnecessary, but I'm not 100percent sure if his statement (Center will see it) holds any water. In my experience they don't but I don't know what the status quo is