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Messages - Evan Reiter

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General Discussion / Re: Is Frequency Spacing limitations still a thing?
« on: January 23, 2022, 07:18:58 PM »
Not sure what, if any, official policy exists on this. We have seen several of our neighbors elect to use the .xx5 recently, and have had to update our POFs to accommodate.

We're under the impression that we're supposed to leave it with .xx0 and thus have done so.

If you or your FE has access to the AFV Discord, there have been several heated conversations on this subject but never a resolution. (And, do yourself a favor, don't bring it up again!)

General Discussion / Re: Microphone volumes
« on: January 04, 2022, 02:50:00 PM »
Shane, I've had good luck with the following two Windows sound setting tweaks:

Allow applications to take exclusive control

Enhancements > Loudness Equalization

By no means does it resolve everything, and of course if everyone calibrated their microphone that would help, but it does make a noticeable difference. You'll need to restart any open audio applications after making the change.

News / Re: Ryan Parry ZHQ Retirement
« on: November 20, 2021, 12:12:05 AM »
Thanks Ryan!

News / Re: Kansas City's New Deputy Air Traffic Manager
« on: November 14, 2021, 11:08:47 AM »
Congratulations Chris! All the best with your new role.

The Control Room Floor / Re: Sector file
« on: October 22, 2021, 09:11:29 PM »
Not many U.S. facilities publish native EuroScope files, though I understand ES can read the .sct2 files that are used by U.S. clients.

KOSH is covered by Chicago Center, which publishes their facility files here: You should be able to use the top file download for what you're looking to do. Check on the permissions or notes in the file to ensure that you don't need to first ask for or request access.

The Flight Deck / Re: PRM approach?
« on: May 15, 2021, 04:20:45 PM »
By the way, are there special frequency for PRM approaches in real operation?
(For example, I noticed when ILS 9L with PRM, crews need to monitor 32.55 but it seems not approach controllers' frequency?)

Are there controllers only monitor traffic on final (or they need to work on 2 frequencies and work for arrival traffic and monitor traffic on final at the same time)?
Looking at the KATL ILS PRM RWY 9L approach, the pilot would initially contact Atlanta Approach on 127.90 (or perhaps another frequency - there are often several in use, and the one listed isn't always the one you'll get). Probably at least one frequency change later, another Atlanta Approach controller will give you the approach clearance. Everything is "normal" up to this point.

Once you're cleared for the approach, you'll hear "Contact Atlanta Tower on 123.85". When you make the switch, you use COM1 to talk to Tower on 123.85 and get a landing clearance. You also need to listen to the PRM monitor frequency of 132.55 on COM2. In the event of a breakout or any other instruction, that will come from a dedicated approach controller working on 132.55 whose only job it is to monitor the parallel aircraft to ensure each is following the approach and the spacing works as it should.

The Flight Deck / Re: PRM approach?
« on: May 12, 2021, 03:57:31 PM »
Hi Liming,

Although I don't control at a VATUSA facility that has PRM approaches, I have seen them used on the network and in real life. I'll do my best to provide some info.

1) Yes - at the airports where PRM approaches are published, they are routinely used when traffic warrants. I have flown PRM approaches at KATL regularly. I believe they are also common at KSFO.

2) I would imagine, like in real life, VATUSA facilities simulate the use of PRM approaches when traffic and weather conditions warrant. Specifically, I would imagine KATL to be a regular user of PRM approaches.

In real life, PRM approaches require special aircrew training and procedures. In practice, this is accomplished with simulator training plus additional briefing material pilots must go through prior to flying them. You'll hear if a PRM approach is in use with the ATIS, and with your approach assignment (normally given when you first contact the "Approach" controller). Flying a PRM approach is identical to a non-PRM approach, except for two things:

a) Once you've been switched to Tower, you must listen to a "monitor" frequency on a second radio. The controller may tell you to speed up, slow down, or can issue a "breakout".

b) If traffic on the closely-spaced runway doesn't fly its approach correctly, you may be given a "breakout" instruction: a turn and a climb or descent so that you can escape the risk caused by the other aircraft.

Hopefully one of the folks from a facility that uses PRM approaches on the network can provide a little more information on how they're simulated.

If you have any other questions, I'll do my best to answer them as well.

General Discussion / TMU Maps
« on: April 08, 2021, 04:53:49 AM »
Are we aware that the TMU Maps aren't displaying any aircraft? I assume there's an update needed due to the datafeed changes.

The Flight Deck / Re: Headset works sometimes
« on: March 15, 2021, 11:34:19 AM »
Double-check that you're running vPilot "as administrator" - that's important for ensuring the PTT works ever time.

The next time you can hear through the headset but no mic, let us know if you can see the "TX" lighting up when you try to transmit.

If the "TX" lights up, send the controller you're trying to contact a private message, with your current location. Let them know you're unable to reach them. If you're trying to call a Center or Approach controller, it could be you are outside of their range. (This wouldn't be an issue / the case if you are at KJFK and trying to call a controller based there, like JFK_GND.)

The Flight Deck / Re: Headset works sometimes
« on: March 13, 2021, 05:42:51 PM »
Hey Tandy, welcome back!

Any idea what the issue is?

When you press the push-to-talk button, does the "TX" light up? If so, double-check that you have the correct input device selected in vPilot, and also that you're within "range" of the controller. If you're too far away, they may not hear you.

If the "TX" does NOT light up, could be that you need to check your settings (PTT key and/or mic device).

In either case, you should always run vPilot "as administrator" so it can always "see" your PTT.

Events / Re: [5 Feb 2021 2359-0500z] Northeast Corridor FNO
« on: January 30, 2021, 08:12:24 AM »
Given the ongoing popularity of FNO events on VATSIM, I want to remind all pilots to help spread out the traffic to avoid delays! Virtual airlines and individual pilots: look at VatSPY and other network monitoring tools to see where everyone else is...and go somewhere else. We've intentionally provided 8 airports in this event to help spread traffic across 3 separate ARTCCs and keep the night running smoothly.

If traffic does start to congregate toward one airport, pilots can expect to see delays implemented. If you find your destination is ground stopped or delayed, consider requesting to divert (or re-routing) to one of the other airports that might have a little less traffic.

We expect the Class B airports (KLGA, KBOS, KBWI, and KIAD) to be the busiest, but have also provided staffing at the Class C airports: KPVD, KBDL, KHPN, and KRDU. We encourage pilots to consider flying from a Class B to one of these smaller fields, or fly from a non-event airport into the region and land at one of the Class C airports, which will be equally staffed but usually tend to have fewer delays.

If you have any questions about where to fly, you can always message one of the controllers with the "_T_" or "_TMU_" in their name. These are "TMU" controllers who are watching the airspace and trying to avoid airborne holding or significant delays. We can help you identify the right airports to pick.

Point of note, once beyond 12 nm of the US coast, the rules change to international airspace rules. Ify ether, there’s a recent document outlining proposed rule changes to 91.817:
I looked at that, but it seems only to be talking about the process for applying for exemptions and not so much about the correct procedures to apply for ATC when a pilot requests to exceed Mach 1.0 in conjunction with the exemption. Or perhaps that's coming in a 7110 revision?

Thanks, that helps!
They are cleared to an initial cruise altitude of FL290 and must wait until Ocean airspace before climbing higher and accelerating to supersonic speeds.
By "ocean airspace", are you saying a certain point over water or literally oceanic airspace (east of Gander Domestic)? Trying to figure out if Canada would be dealing with acceleration/deceleration in real life or if that's something Boston would have done.

The Control Room Floor / What are facilities doing about the Concorde?
« on: January 07, 2021, 08:19:34 AM »
How are VATUSA facilities treating the Concorde? I've seen that aircraft on the network with increasing regularity and will get requests from departures to "accelerate" or "exceed Mach 1.0". Obviously, this isn't a scenario that happens in real life anymore, although it's getting closer (see below).

What are facilities doing with these requests from pilots? I don't see much in the 7110, presumably because it's been 20+ years since we've had to deal with civilian supersonic flight. Do we have any standard across VATUSA?


The FAA recently published an updated rule for approving supersonic aircraft for test flights. In their press release from January 6:
Today the U.S. Department of Transportation and the Federal Aviation Administration (FAA) issued a final rule to facilitate the safe development of civil supersonic aircraft. The rule streamlines and clarifies procedures to obtain FAA approval for supersonic flight testing in the United States.
“Today’s action is a significant step toward reintroducing civil supersonic flight and demonstrates the Department’s commitment to safe innovation,” said U.S. Transportation Secretary Elaine L. Chao.
This rule will help ensure that companies developing these aircraft clearly understand the process for gaining FAA approval to conduct flight testing, which is a key step in ultimately bringing their products to market.
The rule rule doesn't (yet) change 14 CFR 91.817 ("No person may operate a civil aircraft in the United States at a true flight Mach number greater than 1 except in compliance with conditions and limitations in an authorization to exceed Mach 1 issued to the operator under appendix B of this part.") although if supersonic flight does return to civil aviation that will happen at some point.

Events / Re: [31OCT20 2300Z-0300z] West Coast Freight Ops 2020
« on: October 31, 2020, 06:46:22 PM »
Does anyone else think "Fright Ops" would have been a more appropriate name, given the date?  ;)

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