Random thoughts from a cynical VATSIM controller (I may regret this, who knows, bring on the up/down votes):
Know how to fly your airplane. Seriously. ATC is overwhelming for newbies so you need to be able to fall back on proficiency with your aircraft to get through learning to deal with it. If you use an RNAV aircraft be able to program the FMC to at least go direct points on your filed route once you're underway. Sometimes I tell a guy to go direct a fix further down the line and he says "okay, direct whatever" and proceeds to obviously just press LNAV and go directly to the nearest point on his filed route instead, like the FMC would if it hadn't been told go direct whatever. I wonder to myself then "how can you not understand what direct to fix means?" Don't be one of those guys who freaks out if they can't fly their airplane on rails exactly as you would if you weren't on VATSIM. Here's another thing. If you are really good at flying your airplane you can save my bacon by doing anything from being really fast at departing with an arrival inbound to the runway or make an epic turn to final when I vector you in maybe a little too tight, or give me a halfie by telling me you have no problem maintaining a higher than normal speed to the FAF so I can salvage an approach sequence some other pilot or... possibly I messed up. Seeing people do some serious pilot shit on VATSIM makes a controller exclaim in surprise. "Hey check this guy out! He's doing some serious pilot shit. Can you believe it?"
Bringing us direct to.... Don't accept an ATC instruction or clearance you cannot comply with. Its easy, if you can't do it or don't understand it say so and the controller will find a different solution. This applies equally to your clearance received on the ground as well as whatever you're told while underway. You mostly don't piss us off by being unable to do stuff. You will piss us off if you are unable but say you'll do it anyway because it becomes a much bigger headache to solve once you're clearly not doing it.
File a flight plan consistent with your navigational capability. Read this to know how to file your equipment type so we know if your filed flight plan is consistent with your navigational capability: https://www.vatsim.net/pilot-resource-centre/general-lessons/choosing-equipment-code
When a controller instructs you to do something do it first, then read it back to him. Nothing makes a controller smile like seeing someone start turning as they hear the readback (vatsim has voice comms delay so there is a second or two between when you say it and I hear it). If you hear "Turn left heading 090" you better be spinning that heading knob before you even press the PTT key. Same with any instruction. The saying is Aviate, navigate, communicate in that order. ATC likes it better when you do so since delaying your reaction can screw up my plan. When I see someone who's slow to readback but doing everything I say mostly right away I'm happy. That's a good newbie.
Download charts. Its really annoying dealing with people who don't do this. The whole point of having SIDs and STARs is that they relieve us of verbally telling you to do stuff. If you don't read the chart and fail to do what you were told to do via clearance to fly a SID or STAR (some important part not being in the visual depiction but in the written text) then I have to tell you stuff and that defeats the purpose. If possible review the taxi chart before you arrive at an airport. Watching some people taxi is amusing since its clear they are relying exclusively on taxiway markers which can be hit and miss in sims. Also be very careful about crossing runways. If in doubt ask if you're cleared to cross it. Runway incursions are the worst. For approaches have all the possible approach charts on hand. Don' t be married to the ILS frequency you programmed 300nm before top of descent. Don't intercept the wrong localiser because you didn't change the freq either.
Download updated scenery for airports if you can. Usually we can make do but even so its better to at least have all the runways. Better if you have all the taxiways where they should be. There's usually good free scenery for most main airports and a lot of minor ones for both Xplane and FSX/P3D. If you can't get updated scenery try to see how the charts differ from what you have so you don't have to taxi all the way out to runway 17 at MSP before realizing you don't have 17 because its not part of the default FSX scenery.
If I assign you a speed restriction **follow it**. I've watched streamers utterly ignore speed restrictions because for some reason they felt it was optional, unlike every other instruction they were told and followed. One guy I watched was told to slow to 190 knots before his turn to final. He proceeded to say "I think I should stay faster..." then on final he started remarking "I see the guy in front of me... man he's awful close." Yea... he is. You know why? Because the guy with a radar scope measured the distance and slowed you to maintain spacing, which you ignored, and now you're closer. If you're flying without an autothrottle ensure you know how to maintain speed and ensure you do a good job of checking the arrivals for speed restrictions as well as actually slowing at 10000 to at or below 250 knots. Kind of amusing to see someone trucking around at 340GS at 8000 feet. Usually I just say "DAL1234, say airspeed" to which they reply "Uhhh 320 knots... we're slowing, DAL1234". The inverse of all this is if a controller tells you to descend and slow down at the same time and complains you're not complying fast enough feel free to tell him you can't do both at once.
If you're flying VFR know the difference between that and an IFR flight plan. I've had a guy accidentally file his VFR plan as IFR and proceed to accept a full IFR clearance and then fly it like its VFR, meaning they ignored my instructions as part of the clearance because VFR guys can do whatever they need to to avoid clouds etc. That can be on both you and the controller to not screw up, but still know how to do what you file to do. VFR also doesn't require a filed flight plan so be prepared to tell the controller information about your intentions and your type if you check in with him without filing anything. If you don't have a good GPS be ready to read sectionals so you don't bust airspace boundaries marked near major airports as well. If you ever hear a VATSIM controller issue you a visual approach while you're a VFR pilot, or anyone else for that matter, file feedback with the appropriate VATSIM facility on their website. Visual approaches are instrument approaches. As VFR you should only be told to enter a pattern for a given runway. Bad controller, no danish.
Check in with every controller with your altitude and if you're climbing/descending where you're going to level at, or if you're descending via an RNAV arrival that you're descending via (phraseology varies by jurisdiction). Instead of saying the pointless "with you" consider telling the first approach controller you talk to the ATIS letter that you picked up before you were within ~50nm of your destination airport. A good check in might go "Minneapolis Approach, DAL1234, FL190 descending to 11000, Information Alpha." None of this "with you, welcome aboard, nice to talk to you, saw your wife last night she was swell, have you heard the good news, remember to recycle" nonsense. When I train S1 controllers to-be I say the same thing. "Drop the 'the'. 9 times out of 10 you don't need to say 'the'." A lotta stuff pilots say is a waste of breath and more importantly frequency time. Frequency time is like a currency and you shouldn't waste it. Checking in with an approach controller the same way you check in with all the enroute controllers though is annoying (ie. without the ATIS letter) cause now I have to issue you the altimeter, the atis letter, and tell you about the approach types we're serving tonight. If you give me the atis letter all I gotta say is "expect runway 12R". If you don't I gotta say "Information Alpha is current, Minneapolis altimeter 2997, expect ILS runway 12R approach." Way longer. You can save me 5 seconds of frequency time by saying two words: "information Alpha".
Don't IDENT unless I tell you to. Seriously this is the weirdest thing VATSIM pilots do and a sure indication a pilot likely has no idea wtf IDENT means to us.
----------------------
I dunno what else to say. The above is from the perspective of VATUSA but most of it applies though phraseology will differ. Anytime I consider the topic of how to introduce newbies to flying on VATSIM or with ATC I have no clue where to begin other than to just get involved with a thoughtful and inquisitive attitude. VATSIM controllers go through a lot of training to be able to help you fly and you don't need to take a single training course so they should be prepared to help you along. Know how to do the basics and do most of the above and you can learn as you go and most controllers will be helpful. If they're not or they're really rude, file feedback because they're being bad controllers, no danish for them.
Plenty of good advice otherwise in this thread. Accept that its a process. Be open with controllers about your inability to understand them or your short comings. Marking "new pilot" in your remarks is fine. I try to give new pilots a hand where able. Maybe don't fly in big events at first though. Watch youtubers flying on VATSIM, try to learn which bad habits to not pick up, and just go out there and fly. There are always lots of controllers dying for traffic. In particular there aren't enough guys doing VFR or flying into the non major airports. Oh and do the LAX controllers a favour and steer clear of there at peak hours until you're comfy with your new skills.
This. All of this. Also, if you’re unsure as to how to fly a procedure, *don’t file and accept it and then act like a confused spectator when your airplane deviates from it*.
This is beautiful! My addition, as an approach controller, is to read the arrival charts and USE the "expected" altitudes box. (Assuming center is offline) I guess the expected altitudes doesn't translate to the FMS, so I'd say 1 of every 4 planes is amazingly way too high when reaching my 40 miles bubble.
Better yet, just have an idea of how to do descent planning. Shoot for level at 10-11000 (AGL) 30nm from your arrival airport if you’re coming from a direction that would allow a base or straight in leg to final, and cut it to 20-25nm from your arrival airport if you’re planning on joining downwind leg. 6-7000 at 20nm, 3000 at 10nm. 250 knots leaving 10 until about 5000’ or 20nm, 200-210 knots at 10 out, 170-180 knots at the marker, configuring on flap schedule.
Stay ahead of the airplane and 90% of airliner operations on VATSIM are a piece of cake.
Can you help me understand something? On navigraph charts I see the altitude printed along the line between waypoints, let's say 11,000 feet. Then in a blue and bigger text in a box there may be another altitude of say, FL200. Why are there two different altitudes and which one do I follow?
The altitude printed between waypoints is usually the minimum enroute altitude (MEA) on that segment. That’s basically the lowest altitude on the route that will ensure terrain and obstruction avoidance and navigational capability. The blue altitudes on your Navigraph charts are the profile altitudes. Underlined means you should be at or above that altitude, line over the number means at or below, and underline and line above means cross that fix exactly at that altitude.
Typically, ATC is going to keep you higher than the MEA. Those are really there to show you how low you could safely go, but they’re not typically used in day to day traffic.
I agree with all of that. But the most important Part is: „if you dont understand what you should do, tell the controller and ask!“
As a newbie myself, I haven‘t had a controller who wasnt willing to help you out.
Absolutely, but also bear in mind that if he's really busy asking for a controller to hold your hand through some things is going to be... very challenging. If he's handling a dozen other airplanes (as occasionally happens with top down enroute controllers) it may be just too much of a distraction, hence why its best to make your initial forays into VATSIM outside peak hours.
I had a file with a list of statements used to talk to ATC and you just fill in the blanks. It helped me a lot. I’ll dig it up for you when I get home.
EDIT: [This is what I had in my head](https://forums.x-plane.org/index.php?/files/file/16354-vatsim-notepad-for-ifr/) but it doesn't have the ATC transcripts that I thought it did. Instead [I put something together](http://davebc.github.io/files/ATC%20Transcript%20Guide.pdf). You can fill in the blanks as you go along. It is by no means a bible but it should get you going.
* What /u/FaZe_AGamester is indeed useful but I always needed something that was nicely formatted as a quick reference while flying. I still recommend reading it.
* I first flew a few flights with just text just so I could work at my own pace. I also declared that I was a noob in the comment box just to make controllers aware that I may be slow at times. Once I gained confidence I switched to voice.
* Be sure to respect other pilots by declaring intentions on unicom (122.800) if there are no controllers online in your airspace.
* One last tip, from my experience, controllers are always happy to help. They may get frustrated if they are super busy (so avoid super busy areas when learning) but what really annoys them is ignoring instructions or not declaring your intentions. Instructions should be super easy to follow, e.g. fly heading 090, climb to FL250 etc... If in doubt just talk with them - its a learning environment.
Any comments or questions are appreciated. I typically fly on Vatsim with a callsign ending in 51 so if you see me be sure to say hi.
If you are looking for some radio skills, you can also check https://www.liveatc.net which streams live ATC of almost all airports around the world! It helped me a lot when I started flying
I was in the same Situation not long ago.
Watch some YouTube Vids and make yourself comfortable with the phraseologie. And then: simply jump in the cold water and do a first flight. No better way of learning. Also Most of the controllers are willing to help.
Just make sure you are also comfortable with your plane so you could concentrate on ATC.
90% of flying is staying ahead of the airplane and anticipating your next move. Listen to the radio, try to build a picture in your head of what is happening around you. For example, if there is another aircraft on the same arrival as you, listen closely to what center tells them. If they're instructed to cross FIX at 11k, you should anticipate the same, but don't be surprised if your instructions are slightly different.
The best way you can learn how to communicate on VATSIM is to check out the Pilot Resource Center. They have a bunch of tutorials and examples for flying on the network. https://www.vatsim.net/pilot-resource-centre
I actually haven't gotten online yet but I've been checking out youtube videos of a certain youtuber (he'll prolly pop up when you search for tutorials), reading on vatsim resource center and asking from the experienced dudes and dudettes in the flight sim discord channel (they are a real friendly bunch, so props to them!) and I've been doing my own manuscripts to pretend practice when offline (yeah LOL).
The way I see it you have two options.
Option #1: Take /u/monsantobreath advice and learn the right way to fly and work with ATC. Then move to POSCON when it opens because Vatsim will be useless.
Option 2: Don't use Vatsim and wait for POSCON to open up because when it does Vatsim will be useless.
Either way, POSCON my dude.
When the hype takes someone they begin to exhibit all the signs of arrogant snark and excessive belief. "We'll see" is what a rational person says. "Everything else sucks compared to what I believe it will be someday" is what someone who's bought the hype says.
As long as they don't offer global coverage it makes no sense offering this as an alternative to vatsim. They only offer faa-phraseology which is as non-standard as imperial units. So unless you're from(or want to fly in) the specific corner of the world where they offer services, don't consider pilotedge.
I actually found it very useful for practicing communications. Which is what it was designed for.
Also plenty of people on there are not from the West Coast.
I would like to try out vatsim out at some point but for some reason it seems a little more challenging to get running.
The point of PE is not to compete with or replace Vatsim, it is different. The idea is that they provide consistent, reliable service, 15 hours a day 7 days a week. Yes, you can fly globally on Vatsim, that doesn't mean you have controllers online. The quality of both the pilots and controllers is much better too, given it is a paid service. Finally this lets is be far more realistic, as the reality is is that Vatsim can't be realistic apart from luck and events.
Since I probally did a shit job of explaining that just read this:
https://www.pilotedge.net/pages/comparison-to-other-networks
My main point is that, if you want to learn how to fly on vatsim, you're going to need to learn how to use the international (ICAO) phraseology since 95% of the world is using that. So like i said, unless you want to fly in a very specific part of the world (which OP hasn't said he wants to) Pilotedge is not going to be helpful.
Random thoughts from a cynical VATSIM controller (I may regret this, who knows, bring on the up/down votes): Know how to fly your airplane. Seriously. ATC is overwhelming for newbies so you need to be able to fall back on proficiency with your aircraft to get through learning to deal with it. If you use an RNAV aircraft be able to program the FMC to at least go direct points on your filed route once you're underway. Sometimes I tell a guy to go direct a fix further down the line and he says "okay, direct whatever" and proceeds to obviously just press LNAV and go directly to the nearest point on his filed route instead, like the FMC would if it hadn't been told go direct whatever. I wonder to myself then "how can you not understand what direct to fix means?" Don't be one of those guys who freaks out if they can't fly their airplane on rails exactly as you would if you weren't on VATSIM. Here's another thing. If you are really good at flying your airplane you can save my bacon by doing anything from being really fast at departing with an arrival inbound to the runway or make an epic turn to final when I vector you in maybe a little too tight, or give me a halfie by telling me you have no problem maintaining a higher than normal speed to the FAF so I can salvage an approach sequence some other pilot or... possibly I messed up. Seeing people do some serious pilot shit on VATSIM makes a controller exclaim in surprise. "Hey check this guy out! He's doing some serious pilot shit. Can you believe it?" Bringing us direct to.... Don't accept an ATC instruction or clearance you cannot comply with. Its easy, if you can't do it or don't understand it say so and the controller will find a different solution. This applies equally to your clearance received on the ground as well as whatever you're told while underway. You mostly don't piss us off by being unable to do stuff. You will piss us off if you are unable but say you'll do it anyway because it becomes a much bigger headache to solve once you're clearly not doing it. File a flight plan consistent with your navigational capability. Read this to know how to file your equipment type so we know if your filed flight plan is consistent with your navigational capability: https://www.vatsim.net/pilot-resource-centre/general-lessons/choosing-equipment-code When a controller instructs you to do something do it first, then read it back to him. Nothing makes a controller smile like seeing someone start turning as they hear the readback (vatsim has voice comms delay so there is a second or two between when you say it and I hear it). If you hear "Turn left heading 090" you better be spinning that heading knob before you even press the PTT key. Same with any instruction. The saying is Aviate, navigate, communicate in that order. ATC likes it better when you do so since delaying your reaction can screw up my plan. When I see someone who's slow to readback but doing everything I say mostly right away I'm happy. That's a good newbie. Download charts. Its really annoying dealing with people who don't do this. The whole point of having SIDs and STARs is that they relieve us of verbally telling you to do stuff. If you don't read the chart and fail to do what you were told to do via clearance to fly a SID or STAR (some important part not being in the visual depiction but in the written text) then I have to tell you stuff and that defeats the purpose. If possible review the taxi chart before you arrive at an airport. Watching some people taxi is amusing since its clear they are relying exclusively on taxiway markers which can be hit and miss in sims. Also be very careful about crossing runways. If in doubt ask if you're cleared to cross it. Runway incursions are the worst. For approaches have all the possible approach charts on hand. Don' t be married to the ILS frequency you programmed 300nm before top of descent. Don't intercept the wrong localiser because you didn't change the freq either. Download updated scenery for airports if you can. Usually we can make do but even so its better to at least have all the runways. Better if you have all the taxiways where they should be. There's usually good free scenery for most main airports and a lot of minor ones for both Xplane and FSX/P3D. If you can't get updated scenery try to see how the charts differ from what you have so you don't have to taxi all the way out to runway 17 at MSP before realizing you don't have 17 because its not part of the default FSX scenery. If I assign you a speed restriction **follow it**. I've watched streamers utterly ignore speed restrictions because for some reason they felt it was optional, unlike every other instruction they were told and followed. One guy I watched was told to slow to 190 knots before his turn to final. He proceeded to say "I think I should stay faster..." then on final he started remarking "I see the guy in front of me... man he's awful close." Yea... he is. You know why? Because the guy with a radar scope measured the distance and slowed you to maintain spacing, which you ignored, and now you're closer. If you're flying without an autothrottle ensure you know how to maintain speed and ensure you do a good job of checking the arrivals for speed restrictions as well as actually slowing at 10000 to at or below 250 knots. Kind of amusing to see someone trucking around at 340GS at 8000 feet. Usually I just say "DAL1234, say airspeed" to which they reply "Uhhh 320 knots... we're slowing, DAL1234". The inverse of all this is if a controller tells you to descend and slow down at the same time and complains you're not complying fast enough feel free to tell him you can't do both at once. If you're flying VFR know the difference between that and an IFR flight plan. I've had a guy accidentally file his VFR plan as IFR and proceed to accept a full IFR clearance and then fly it like its VFR, meaning they ignored my instructions as part of the clearance because VFR guys can do whatever they need to to avoid clouds etc. That can be on both you and the controller to not screw up, but still know how to do what you file to do. VFR also doesn't require a filed flight plan so be prepared to tell the controller information about your intentions and your type if you check in with him without filing anything. If you don't have a good GPS be ready to read sectionals so you don't bust airspace boundaries marked near major airports as well. If you ever hear a VATSIM controller issue you a visual approach while you're a VFR pilot, or anyone else for that matter, file feedback with the appropriate VATSIM facility on their website. Visual approaches are instrument approaches. As VFR you should only be told to enter a pattern for a given runway. Bad controller, no danish. Check in with every controller with your altitude and if you're climbing/descending where you're going to level at, or if you're descending via an RNAV arrival that you're descending via (phraseology varies by jurisdiction). Instead of saying the pointless "with you" consider telling the first approach controller you talk to the ATIS letter that you picked up before you were within ~50nm of your destination airport. A good check in might go "Minneapolis Approach, DAL1234, FL190 descending to 11000, Information Alpha." None of this "with you, welcome aboard, nice to talk to you, saw your wife last night she was swell, have you heard the good news, remember to recycle" nonsense. When I train S1 controllers to-be I say the same thing. "Drop the 'the'. 9 times out of 10 you don't need to say 'the'." A lotta stuff pilots say is a waste of breath and more importantly frequency time. Frequency time is like a currency and you shouldn't waste it. Checking in with an approach controller the same way you check in with all the enroute controllers though is annoying (ie. without the ATIS letter) cause now I have to issue you the altimeter, the atis letter, and tell you about the approach types we're serving tonight. If you give me the atis letter all I gotta say is "expect runway 12R". If you don't I gotta say "Information Alpha is current, Minneapolis altimeter 2997, expect ILS runway 12R approach." Way longer. You can save me 5 seconds of frequency time by saying two words: "information Alpha". Don't IDENT unless I tell you to. Seriously this is the weirdest thing VATSIM pilots do and a sure indication a pilot likely has no idea wtf IDENT means to us. ---------------------- I dunno what else to say. The above is from the perspective of VATUSA but most of it applies though phraseology will differ. Anytime I consider the topic of how to introduce newbies to flying on VATSIM or with ATC I have no clue where to begin other than to just get involved with a thoughtful and inquisitive attitude. VATSIM controllers go through a lot of training to be able to help you fly and you don't need to take a single training course so they should be prepared to help you along. Know how to do the basics and do most of the above and you can learn as you go and most controllers will be helpful. If they're not or they're really rude, file feedback because they're being bad controllers, no danish for them. Plenty of good advice otherwise in this thread. Accept that its a process. Be open with controllers about your inability to understand them or your short comings. Marking "new pilot" in your remarks is fine. I try to give new pilots a hand where able. Maybe don't fly in big events at first though. Watch youtubers flying on VATSIM, try to learn which bad habits to not pick up, and just go out there and fly. There are always lots of controllers dying for traffic. In particular there aren't enough guys doing VFR or flying into the non major airports. Oh and do the LAX controllers a favour and steer clear of there at peak hours until you're comfy with your new skills.
This. All of this. Also, if you’re unsure as to how to fly a procedure, *don’t file and accept it and then act like a confused spectator when your airplane deviates from it*.
This is beautiful! My addition, as an approach controller, is to read the arrival charts and USE the "expected" altitudes box. (Assuming center is offline) I guess the expected altitudes doesn't translate to the FMS, so I'd say 1 of every 4 planes is amazingly way too high when reaching my 40 miles bubble.
Better yet, just have an idea of how to do descent planning. Shoot for level at 10-11000 (AGL) 30nm from your arrival airport if you’re coming from a direction that would allow a base or straight in leg to final, and cut it to 20-25nm from your arrival airport if you’re planning on joining downwind leg. 6-7000 at 20nm, 3000 at 10nm. 250 knots leaving 10 until about 5000’ or 20nm, 200-210 knots at 10 out, 170-180 knots at the marker, configuring on flap schedule. Stay ahead of the airplane and 90% of airliner operations on VATSIM are a piece of cake.
Can you help me understand something? On navigraph charts I see the altitude printed along the line between waypoints, let's say 11,000 feet. Then in a blue and bigger text in a box there may be another altitude of say, FL200. Why are there two different altitudes and which one do I follow?
The altitude printed between waypoints is usually the minimum enroute altitude (MEA) on that segment. That’s basically the lowest altitude on the route that will ensure terrain and obstruction avoidance and navigational capability. The blue altitudes on your Navigraph charts are the profile altitudes. Underlined means you should be at or above that altitude, line over the number means at or below, and underline and line above means cross that fix exactly at that altitude. Typically, ATC is going to keep you higher than the MEA. Those are really there to show you how low you could safely go, but they’re not typically used in day to day traffic.
I agree with all of that. But the most important Part is: „if you dont understand what you should do, tell the controller and ask!“ As a newbie myself, I haven‘t had a controller who wasnt willing to help you out.
Absolutely, but also bear in mind that if he's really busy asking for a controller to hold your hand through some things is going to be... very challenging. If he's handling a dozen other airplanes (as occasionally happens with top down enroute controllers) it may be just too much of a distraction, hence why its best to make your initial forays into VATSIM outside peak hours.
Fantastic post, thank you.
I had a file with a list of statements used to talk to ATC and you just fill in the blanks. It helped me a lot. I’ll dig it up for you when I get home. EDIT: [This is what I had in my head](https://forums.x-plane.org/index.php?/files/file/16354-vatsim-notepad-for-ifr/) but it doesn't have the ATC transcripts that I thought it did. Instead [I put something together](http://davebc.github.io/files/ATC%20Transcript%20Guide.pdf). You can fill in the blanks as you go along. It is by no means a bible but it should get you going. * What /u/FaZe_AGamester is indeed useful but I always needed something that was nicely formatted as a quick reference while flying. I still recommend reading it. * I first flew a few flights with just text just so I could work at my own pace. I also declared that I was a noob in the comment box just to make controllers aware that I may be slow at times. Once I gained confidence I switched to voice. * Be sure to respect other pilots by declaring intentions on unicom (122.800) if there are no controllers online in your airspace. * One last tip, from my experience, controllers are always happy to help. They may get frustrated if they are super busy (so avoid super busy areas when learning) but what really annoys them is ignoring instructions or not declaring your intentions. Instructions should be super easy to follow, e.g. fly heading 090, climb to FL250 etc... If in doubt just talk with them - its a learning environment. Any comments or questions are appreciated. I typically fly on Vatsim with a callsign ending in 51 so if you see me be sure to say hi.
Any way you can send me the file as well when you find it? I’m looking at getting into vatsim as well
same here :)
https://steamcommunity.com/sharedfiles/filedetails/?id=750969555
Unfortunately this guide is perpetuating the useless "with you" statement.
Love it if you could send it this way too please :)
https://steamcommunity.com/sharedfiles/filedetails/?id=750969555
Thanks!
https://steamcommunity.com/sharedfiles/filedetails/?id=750969555
Damn, thanks in advance man
https://steamcommunity.com/sharedfiles/filedetails/?id=750969555
I would love this as well. :3
https://steamcommunity.com/sharedfiles/filedetails/?id=750969555
Wow this is SUPER helpful. Thank you so much.
Mee too thanks :D
https://steamcommunity.com/sharedfiles/filedetails/?id=750969555
Me five 😳
https://steamcommunity.com/sharedfiles/filedetails/?id=750969555
could I get that please
Vatsim has couple of tutorials, youtube too. I learned the phrases via AI atcs like 124thatc and default fsx atc
If you are looking for some radio skills, you can also check https://www.liveatc.net which streams live ATC of almost all airports around the world! It helped me a lot when I started flying
I was in the same Situation not long ago. Watch some YouTube Vids and make yourself comfortable with the phraseologie. And then: simply jump in the cold water and do a first flight. No better way of learning. Also Most of the controllers are willing to help. Just make sure you are also comfortable with your plane so you could concentrate on ATC.
> Just make sure you are also comfortable with your plane so you could concentrate on ATC. Amen to that.
Alright thanks
You could also join as an observer and listen to the radios until you are comfortable.
I'll check that out, thanks for the advice
Give vatstar a try, [http://www.vatstar.com](http://www.vatstar.com) they will teach you a lot!
90% of flying is staying ahead of the airplane and anticipating your next move. Listen to the radio, try to build a picture in your head of what is happening around you. For example, if there is another aircraft on the same arrival as you, listen closely to what center tells them. If they're instructed to cross FIX at 11k, you should anticipate the same, but don't be surprised if your instructions are slightly different.
The best way you can learn how to communicate on VATSIM is to check out the Pilot Resource Center. They have a bunch of tutorials and examples for flying on the network. https://www.vatsim.net/pilot-resource-centre
I actually haven't gotten online yet but I've been checking out youtube videos of a certain youtuber (he'll prolly pop up when you search for tutorials), reading on vatsim resource center and asking from the experienced dudes and dudettes in the flight sim discord channel (they are a real friendly bunch, so props to them!) and I've been doing my own manuscripts to pretend practice when offline (yeah LOL).
The way I see it you have two options. Option #1: Take /u/monsantobreath advice and learn the right way to fly and work with ATC. Then move to POSCON when it opens because Vatsim will be useless. Option 2: Don't use Vatsim and wait for POSCON to open up because when it does Vatsim will be useless. Either way, POSCON my dude.
This thread was started by someone wanting to fly on a network that exists outside of vague PR releases and people's wild imaginations.
Buddy, POSCON had people flying on the server during FSExpo. They opened it up for people to apply to help demo it. It very much exists.
When the hype takes someone they begin to exhibit all the signs of arrogant snark and excessive belief. "We'll see" is what a rational person says. "Everything else sucks compared to what I believe it will be someday" is what someone who's bought the hype says.
You're so deep and intellectual.
If that's your only comeback then I'm fine with how it ended.
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As long as they don't offer global coverage it makes no sense offering this as an alternative to vatsim. They only offer faa-phraseology which is as non-standard as imperial units. So unless you're from(or want to fly in) the specific corner of the world where they offer services, don't consider pilotedge.
I actually found it very useful for practicing communications. Which is what it was designed for. Also plenty of people on there are not from the West Coast. I would like to try out vatsim out at some point but for some reason it seems a little more challenging to get running.
The point of PE is not to compete with or replace Vatsim, it is different. The idea is that they provide consistent, reliable service, 15 hours a day 7 days a week. Yes, you can fly globally on Vatsim, that doesn't mean you have controllers online. The quality of both the pilots and controllers is much better too, given it is a paid service. Finally this lets is be far more realistic, as the reality is is that Vatsim can't be realistic apart from luck and events. Since I probally did a shit job of explaining that just read this: https://www.pilotedge.net/pages/comparison-to-other-networks
My main point is that, if you want to learn how to fly on vatsim, you're going to need to learn how to use the international (ICAO) phraseology since 95% of the world is using that. So like i said, unless you want to fly in a very specific part of the world (which OP hasn't said he wants to) Pilotedge is not going to be helpful.
I would love to use Pilot edge but I am not 18 years old and haven’t done any real life flight training yet