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Messages - Bradley Grafelman

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Spamming me via private message certainly ruins my enjoyment of the network.
And which section defines "spamming" as "sending a single message throughout the entire duration of a pilot's flight"? I got one of these whilst flying as well. Read it, decided it wasn't for me, closed the PM, went about my flight.

Sorry, but if receiving a single PM that you can read at your leisure and decline to take any action on if you're not interested can "ruin [your] enjoyment of the network," then maybe the network isn't for you. And by "the network", I mean not only VATSIM but the Internet as a whole. If there's a decision (from those in positions to make one) about how the PM functionality should or shouldn't be used, then let that decision come to light in the form of a clear PM usage policy.. not this "oh but it ruins my fun!" crap.

The Control Room Floor / Re: Requiring some help.
« on: June 05, 2016, 04:41:54 PM »
Do I just get on the ts and sit there and listen?
You could, but at most you'd only hear controller coordination and just general banter. (In fact, if the controllers prefer to use other means of voice coordination, such as VRC's built-in intercom system, then you wouldn't even hear that.)

Instead, you'll likely want to download an ATC client (VRC is a popular choice throughout VATUSA), download the sector file(s) from the ARTCC(s) you'd like to observe, and connect to the network as an observer. Within VRC, you can retrieve controller information to determine the voice server and channel a given controller is using and use that to listen in on the frequency.

The Control Room Floor / Re: New controller
« on: May 05, 2016, 09:47:27 PM »
I would suggest looking for your ARTCC's specific training syllabus/procedure/etc. documentation for information about where and how your training will progress.

The Flight Deck / Re: What do you call them?
« on: July 11, 2015, 09:09:37 AM »
I think it's more common to address them using the names that matches their VATSIM callsigns (LA Center in your example) and include a brief hint as to which of their many functions is relevant for you.

For example, real world, it might be as succinct as "ground, N123, taxi." But saying "LA Center, N123, taxi" on VATSIM gives no context as to which of the numerous virtual tower cabs the controller should pretend he/she is in. Instead, "LA Center, N123, John Wayne, taxi" is a lot more beneficial.

My $.02.

The Flight Deck / Re: Commo Question
« on: July 01, 2015, 02:05:41 PM »
Ground didn't indicated I was to resume my own navigation in the departure instructions.  Was I to assume that I could adjust my heading and altitude at my discretion after departure?
And normally they wouldn't have to, because you'd probably be with either John Wayne Tower or John Wayne Advisories until you reach the boundaries of the Class C surface area then released on your merry way. It's not realistic for there to be a ground controller in the cab but no local controller, so this is a type of VATSIMism you have to account for as a pilot.

One way to think of it is having any airspace (even a Class C, B, or A) revert to Class E/G airspace when no VATSIM controller is online that would have been providing ATC services. Thus, the heading and altitude restrictions would end once you enter uncontrolled airspace - this happened pretty much as soon as you started climbing away from the airport surface in your scenario above.

The Flight Deck / Re: Commo Question
« on: July 01, 2015, 01:24:57 PM »
In that there was no other KSNA ATC position staffed other than Ground, what frequency was I expected to change to and who was I expected to contact?

In the real world, it would be whatever frequency you desire. CTAF, nearby ATIS, GUARD, Fingers, or some random spin-of-the-dial. Essentially, "frequency change approved" means "our conversation has ended (likely since you exited my area of control and there is no handoff to be made); since we no longer have anything to say to each other, feel free to change your radio to whatever frequency you want."

On VATSIM, the CoC (B7) is a bit more restrictive:

Pilots flying through uncontrolled airspace should set their VHF radio frequency to 122.80 or other designated "Unicom" frequency and monitor until they come under air traffic control coverage.

General Discussion / Re: Observer Status?
« on: June 29, 2015, 08:43:37 PM »
So, I see "observer" as my status.
That will depend upon where you were looking. If you use the User Account Services, for example, to check your rating, it should show it as "Pilot/Observer."

Does my status remain "observer" or does it change as I acquire various pilot rating?
The "Rating" here is more aptly described as your controller (or ATC) rating. Obviously, pilot certifications have no bearing on that, hence why you'll see it remain unchanged.

Also, I have passed the ZLA V01 and V02 rating thus far with plans to take VO3 shortly.
Those aren't VATSIM official ratings at all - they're completely separate. Thus, you won't see those show up in any VATSIM-provided data source.

General Discussion / Re: FNO's
« on: May 29, 2015, 09:20:57 PM »
End of conversation on my part, make any other comments as you see fit.  Good night!
Are you taking your ball home with you, too?

General Discussion / Re: FNO's
« on: May 29, 2015, 08:44:08 PM »
neither one had any info in their personal information explaining which was doing what, so I remained on unicomm
Sounds like pilot error/poor decision-making and a breach of CoC B3 all rolled into one.

General Discussion / Re: Sim Wx (True or Magnetic)?
« on: May 19, 2015, 09:51:04 PM »
I really, really hope that all simulator use magnetic heading.
And I really, really hope they all use true heading, given that true heading is used in all/most written weather observations (e.g. METARs, TAFs, D-ATISes, winds aloft reports, etc.).

Quote from: Merik Nanish
So when you say "certified radar display", which type of radar is considered certified? DBRITE, RACD, LRAC?
FWIW, KAPA (Class D) has a RACD, and the D01-KAPA LOA allows for tower separation criteria that include radar distances "utilizing the RACD."

Quote from: Zachary Beard
This is assuming the tower doesn't have a certified radar display, which in my experience, most Class D towers don't have.
In addition, the cab controllers would have to be likewise certified/trained to use the CTRD for the purposes of providing a radar service (namely radar separation). Not sure if the two are always guaranteed, but I could see how they wouldn't be (and a cursory glance at some admittedly dated StuckMic posts would lead one to believe this as well).

Quote from: Chris Robison
Can you provide references to this information?(AIM, 7110.65)
One reference might be 4-8-1(g) for subsequent approaches. A broader reference would be the separation minima for IFR-IFR in Class D airspace. If the radar controller has to maintain separation, and he can't transfer that responsibility over to tower in the form of radar separation, how can he guarantee the separation without applying one-in-one-out or other nonradar techniques?

ZY: I was half expecting you to suggest everyone brush up on their timed approach knowledge as well.  

General Discussion / DRAFT VATUSA logos
« on: April 14, 2015, 01:08:41 PM »
Quote from: Sergio Lopez
So is this going to be the new logo or what? <- Inpatient...

General Discussion / Cac.. uh.. American....
« on: April 08, 2015, 03:37:28 PM »
I heard three in a very short timespan on KC center freqs. Two were from the same pilot - one on an initial check-in and then the subsequent readback of an instruction.

Simple Insanity / April Fools! GRP Updates Released
« on: April 01, 2015, 10:35:38 PM »
Quote from: Mike Story
The blow back I got from this one was rough..
Wait... that was actually a joke?  

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