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!)

Thanks Ryan!

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: https://www.chicagoartcc.org/controllers/files. 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.

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.

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.)

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.

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.

Does anyone else think "Fright Ops" would have been a more appropriate name, given the date?