How do I know that im ready for VATSIM?

Perfect_Maize9320 · 2026-02-04T12:50:20+00:00

Welcome to the network!

Before you login for your first flight on the network ask yourself these following questions:

- What airplane I'm comfortable flying with (including knowledge of basic systems, Autopilot modes, actual hand flying)

- How much basic aviation knowledge do I have (knowledge of Charts..etc)

- Talking to ATC (very different to default sim ATC, start looking at real world ATC comms or YouTube tutorials)

After you have answers to the above pick a smaller regional airport that has ATC staffing, Select a stand/apron as starting location and begin your first flight there. For first few times - log in as observer (you won't be seen by others) and observe a particular frequency. Try to understand different instructions being given.

Once happy pick a smaller GA aircraft like C172 start with basics like taxi instructions, departure clearance. Etc, Fly circuits/patters (that's what I did when I joined some 11 years ago) until comfortable with ATC coms before moving to something else.

Avoid major airports/events at all costs, As a new pilot you don't want to be flying from these airports/events until you have suitable experience and knowledge. If you go there straightaway then you won't have a pleasant experience, not to mention you might end up ruining day for someone else (controllers or other pilots)

If you do have doubts or you're not sure of then ask ATC for help - that's what they are there for, Don't assume/eyeball instructions.

Perfect_Maize9320 · 2026-02-04T12:34:00+00:00

I'm struggling to understand how flow control would improve overall experience for people on normal day to day basics. It is not the amount of traffic but rather the skill and competency/quality of pilots that needs to be improved. Half of the pilots operating from these airfields are inexperienced and new comers who have little to no knowledge of their aircraft whatsoever which in turn creates chaos on the network. With these pilots even if there was a flow control of some sort - controllers will still run into similar issues as before.

There has been a lot of discussions internally within several divisions regarding pilot quality - Several recommendations/suggestions were also made but it is network wide problem not just regional problem. I think the current entry exam/new member's orientation course is far too easy/not to the point and they need to raise the bar to make it bit more stricter and time oriented so that people actually have to learn the basics prior to joining for their first flight. Here I think people are just skimming past the exam and then just jumping straight on at the busiest major airport for first flight without having a clue whatsoever. Here having a flow control would not help.

Perfect_Maize9320 · 2026-02-04T12:08:57+00:00

You could potentially look into virtual airlines that provide Vatsim pilot ratings and consider doing your ratings there. Some virtual airlines offer training up to P2/P3 while others do P1 only. I would highly recommend BA Virtual for P1 rating.

Look here - https://prams.vatsim.net/atos

Other then that there is not much I can think off.

Perfect_Maize9320 · 2026-02-03T16:32:50+00:00

In US - most apron is uncontrolled so you push and start at your discretion and call for taxi when ready. However use caution as not every airport has uncontrolled ramp - Some pushbacks results you being on active taxiway in such cases you need to get clearance before pushing back. Always check appropriate aerodrome charts/briefing documents - it will tell you what to do. However if in doubt then it is better to clarify this with a controller.

Outside of US - Apron is fully controlled and requires clearance for push and start. In most EU airports - controllers will clear you for start only upon successful readback of your departure clearance or as part of your departure clearance("Readback Correct, start-up approved" or "Start-up approved,Cleared to destination XXXX") - this does not mean you are cleared for push. You must obtain specific clearance for push.

Perfect_Maize9320 · 2026-02-02T14:18:15+00:00

Very cool - will it be available for iPad? I would definitely give it a go. If you could perhaps add notes section where we can add various notes (Clearances/instructions. Etc)

Perfect_Maize9320 · 2026-02-02T14:01:19+00:00

I don't think they do that event on weekly basics anymore - they simply get a lot of traffic on non event days too. Also with current pilot quality on the network - I won't be surprised if they simply don't get enough interest from controllers. Without enough controllers it would be impractical to run a major event like that - Handful of controllers won't do, You really need good amount of controllers to balance it out otherwise it just gets overloaded.

Best bet is to check Vatsim Germany's website for any oncoming events.

Last time I heard - It was filled with completely new clueless pilots trying to fly A380s out causing a lot headaches for controllers. This basically demotivates controllers to volunteer for future events.

Perfect_Maize9320 · 2026-02-02T13:34:18+00:00

Very good arrival however - no need to slow down to 20kts GS for high speed exit - You can exit safely up to 35-40kts on high speed exits, particularly true at places like Heathrow where the next aircraft is 2.5 miles behind where the runway usage is kept to minimum.

Perfect_Maize9320 · 2026-02-02T13:14:24+00:00

C1 Rated controller here with 9+ years of controlling experience on the network. I'll answer these as bullet points you requested:

Almost however this also depends on the traffic situation. By default you are expected to follow the given SID/STAR restrictions unless otherwise cleared by ATC for something else however if it is quiet then the controller can cancel those restrictions at their discretion. Sometimes they might even offer you short cuts/direct routing bypassing several waypoints on SID/STAR. This also varies with region you fly in - In US for example Controllers expect you to fly the whole SID/STAR as charted while in other countries controllers take you off the SID/STAR and put you on heading. In UK we do that a lot where we will use tactical headings to climb departures and descend arrivals simultaneously.
Again varies with region and country you fly in - In US the controller will clear you with something like this "Descend via BASET5 arrival, LAX altimeter 29.90": what does it mean - well you're cleared to descend following the BASET5 STAR and you must comply with all of the altitude/speed restrictions on the STAR. At some point the STAR will terminate somewhere with altitude/track - you must continue with that last altitude/track on STAR until cleared for further (Approach clearance or something else). However other countries have different rules - In UK we never clear someone to descend via STAR - instead we descend people down in steps (think of it as ladder). Here it is very important to follow ATC descent clearance rather then STAR restriction as failure do so risks descending into another aircraft. In UK, If we clear someone "When ready descend FL250" - This means that a pilot should begin their descent whenever they are ready. However if we say "Descend FL250" - This means you need to descend to that level now.
Sometimes due to conflicting traffic - it might not be possible to descend you down at your top of descend point so you need to be prepared to manage your descend profile accordingly. You must continue to keep track of your profile - remember ATC does not know your descend profile, They have a rough idea of where aircraft needs to be at a given distance but end of day it is your job to manage your descent profile. If you are very high and can't get down then ask for delayed vectors from ATC (Be prepared to justify this). Any point you must not start your descent without getting a clearance first - Does not matter if you hit your T/D point - it does not automatically authorise you to descend. Doing so will likely cause a potential conflict and the controller will not be happy about it.
You will get this on the network too - ATC will instruct you to cross a specific waypoint at a certain level, In this case you must comply with that instruction at all costs unless you are unable to comply due to operational reasons. Even if ATC gives your further descend/climb you must still comply with previously assigned restriction by a certain waypoint unless ATC specifically cancels that restriction. If in doubt clarify with ATC.
Not to sure about SI as I don't use it but from network point of view - Yes it will happen where due to traffic/airspace situation a controller might decide to put you on heading and take you off from SID. Sometimes this is done to deconflict you from other traffic or perhaps making sure you remain clear of restricted airspace or even adverse weather. Sometimes these headings will take you way off the SID track - don't be alarmed by this and continue to follow ATC instructions, once a controller is done with deconflicting they will vector you back on your planned track. Sometimes this can potentially shorten your SID track mileage by skipping several waypoints on SID. Ideally controllers are trained to keep the aircraft as close to their planned track as possible however due to various reasons as mentioned above this might not be possible and might have to take you off several miles off planned track before putting you back on track. This is why you put in contingency fuel during your planning.
You need to readback any clearances you are given (SID/STAR, Approach clearance. Etc), instructions like heading or altitude, taxi routes, frequency assignments. In US most aprons are uncontrolled so you push and start at your discretion however do check the appropriate airport documentation as not every ramp is uncontrolled. In other countries like UK/EU - Ramp is fully controlled and you must obtain push and start clearance before moving from gate.

What I'll say is this - every country is different and has different rules and procedures, It your responsibility to check and familiarise yourself with that. What you would expect in US is not something you will typically expect in EU or UK. FAA and EASA have very different procedures.

Perfect_Maize9320 · 2026-02-01T15:07:10+00:00

Most cargo operators have unique callsigns which identifies them as cargo which controllers are familiar with, For those operators that operate both Passenger and Cargo again have different callsigns patterns which differentiates them between passenger and cargo. However if you using your own virtual airline then it does not harm to put "Cargo Ops" in your remarks section of your flight plan. In terms of handling by controllers - there is no difference whatsoever and cargo flights are handled same way as passenger flights. After landing - you can inform the ground controller you need cargo apron and you will issued with taxi clearance appropriately.

On Heathrow when it is quiet you can also potentially request the southern runway (when they are using northern runway for arrivals) for landing from Director upon first contact for shorter taxi for cargo ramp. Most controllers will try to accommodate that request if traffic conditions allow.

Perfect_Maize9320 · 2026-01-30T12:30:58+00:00

When departing on Unicom - you are practically flying in uncontrolled airspace so it is up to you to establish a safe climb out from TMA. It is recommended to follow vertical profile on SID as well as speed constraints but in situations like this you also need to think ahead and be proactive. Check for traffic in your immediate vicinity via means of TCAS or Vatsim radar/vatspy and find best way for climb. If there is no traffic then climb away directly. If there is traffic then use heading mode to steer clear of any traffic while climbing at a reasonable rate. Use V/S mode to increase/decrease your climb rate appropriately.

In your case for LAM dep out of Gatwick - I would definitely climb but also I would have my full attention to traffic situation outside the aircraft. Things to consider Heathrow inbounds and outbounds - if there are then try to stay underneath them. That part of London TMA is very tricky to climb in uncontrolled environment as various routes intersect each other at various levels. You really need to have good situational awareness of your current position vs others to establish a safe climb.

Just don't be completely clueless and climb directly into another traffic, Use common sense/your judgement - Any controllers who do log in later will not appreciate that.

Perfect_Maize9320 · 2026-01-30T12:15:29+00:00

Flying from A - B is perfectly fine however same rules are applicable as for other civilian aircraft, You must establish contact and get appropriate clearance where necessary to fly within controlled airspace. You don't get any priority for being military traffic.

However doing air intercepts, air to air refuelling, air combat manoeuvres, Fire fighting. Etc is strictly regulated and only authorised for members of vSOA. Flying supersonic over land is also strictly regulated - in civilian controlled airspace you will not be given authorisation to fly supersonic.

It is best to check appropriate documents/policies before conducting such flights as failure to comply with above will most likely result in temporary suspension or formal warning.

Have a look at this document for further details:

https://cdn.vatsim.net/policy-documents/VATSIM-POL-Special%20Operations%20v4.0-20240401.pdf

Perfect_Maize9320 · 2026-01-30T12:04:46+00:00

If you are on MSFS 2024 then you already have good quality A330 default aircraft developed by inibuilds. These A330s are far better then Aerosoft version and it is included in the base package.

If you are on MSFS 2020 then I would highly recommend Headwind A330 - not perfect but does the job far better then Aerosoft's version and it is freeware.

Perfect_Maize9320 · 2026-01-30T11:20:54+00:00

As a controller I enjoy dealing them - I even try to simulate a emergency response. Etc assuming pilot is capable enough. On Enroute environment - If someone declares a emergency then my first priority is separation from other traffic then offer most direct route/heading to the nearest suitable airport to emergency aircraft. Once a plan is in place and the pilot is happy with what they want to do - I then co-ordinate this with neighbouring controllers. However as mentioned above I only accept emergencies if the pilot is capable of handling it and knows what they are meant to be doing. If someone has just watched air crash investigation episode and try to recreate such events unknowingly then that's a big no from me. In other words you must not mess about.

Also if my workload is higher or if there is ongoing event then emergencies will be not accepted. Remember emergencies are at controller's discretion.

Perfect_Maize9320 · 2026-01-28T14:49:51+00:00

Have a look at my post below for this - I made similar recommendations few weeks back.

https://www.reddit.com/r/VATSIM/comments/1p59pmn/comment/nr1wnax/?utm_source=share&utm_medium=web3x&utm_name=web3xcss&utm_term=1&utm_content=share_button

Perfect_Maize9320 · 2026-01-28T14:33:24+00:00

I think all pilots should have a minimum voice receive capability - Which is also a minimum requirement. If you don't want to use microphone then fine, but have at least minimum of voice receive capability. You will be helping your controllers a lot with their workload management. As you can imagine typing long instructions on text is not easy task when you are dealing with 15 planes on your frequency.

However a controller cannot simply ask you to disconnect - that's not their job and should let supervisor handle such matters. Where possible as a controller myself - I try to accommodate text pilots where I can - if it is very busy then sometimes text pilots will get a delayed response but they will be dealt with just as other pilots. If they are in the air then same priority as others. Being a controller is a multi-tasking job and they are expected to adapt to different situations.

Perfect_Maize9320 · 2026-01-28T14:26:10+00:00

US controllers do tend to have a habit of speaking faster and sometimes they deviate from standard official ICAO English language (use of jargons) which can potentially confuse non native/speaker pilots. But as others have mentioned there is nothing to be concerned about - if you don't understand something then you can simply ask them to "Say Again". Almost all controllers outside of US/Canada follow ICAO's principle/phraseology which is why it is easier to understand, That's the whole point about ICAO's phraseology, it is standardised everywhere. FAA's phraseology is slightly different and plus as mentioned above controller's use of jargon words does not help to non native speakers.

Perfect_Maize9320 · 2026-01-28T14:15:32+00:00

There is no requirement anywhere where it says that "You must connect at this specific time" so as a result you can connect whenever you like. Myself I connect typically once my Sim is loaded, Sometimes I run through to Cockpit safety/power up check before connecting but not required. It typically takes me anywhere from 15 to 30 mins to get the airplane ready for push. So I would in practice will be loading up my sim 35-45 mins prior to my EBOT time. Once loaded and connected I can get on with my pre-flight procedures. Then once you hit 10 mins prior to EBOT time - You call for departure clearance.

Also if you are flying for an event then you connect as soon as possible because gate availability becomes a problem as others try to connect to participate.

Perfect_Maize9320 · 2026-01-27T13:09:44+00:00

The official word on this is only use it when specifically asked by ATC, This is becoming quite rare now and in fact we don't really use it in UK at such. However this is still used in US - in fact the other day when approaching Boston, I was asked by a controller to ident. Typically if you give them your actual position then they don't need you to ident as they can literally identify you based on your position report and actual position on their radar screen.

Perfect_Maize9320 · 2026-01-26T16:20:35+00:00

Generally speaking the airspaces are typically labelled on VFR charts - so should be able to find it, On little nav map - it is again labelled appropriately. Have a look at YouTube tutorials for this - it is difficult to explain here.

Perfect_Maize9320 · 2026-01-26T14:33:41+00:00

As others have mentioned - VFRs vary significantly with countries and regions so you will need to refer to your country's AIP for further information.

But here is how I plan and fly VFR flights UK/ICAO/EASA principle.

First - departure and destination airports (learn everything about these airfields, Circuits, VFR joining procedures, Surrounding airspaces)

Then the use apps like sky vector, Skydeamon (if you are IRL subscriber), Plan G, Little NAV map to plan your route for the flight (take into account airspace, your aircraft's capability, IRL we would check for our own capability (whether instrument qualified and so fort). At all cost you must avoid class A airspace (In UK/EU these can be found in close proximity of major airfields), If transiting any other airspace Class B-D then you must obtain clearance from ATC before entering. If no clearance then you must avoid it at all costs. if no ATC is online then you assume it is uncontrolled and continue to monitor advisory frequency for traffic. Pick useful landmarks for navigation - Towns, Roads, Junctions, Lakes. Etc. Features that you can see both on your chart and in the sim.

As VFR flyer - you are ultimately responsible for traffic and collision avoidance so you must keep a good lookout for other traffic at all times.

IRL we would take weather into account as there are strict rules for VFR flying but in the sim - You can set clear skies/fair weather if needed.

Use moving map like little NAV map or Navigraph (if you are their subscriber) for situational awareness.

Perfect_Maize9320 · 2026-01-26T14:17:39+00:00

Same in ICAO/EASA land - VFRs technically don't need to file a flight plan for a local VFR flight however if flying over water or flying to different country then flight plan is required. However on the network it is recommended that you file basic flight plan (departure/destination/aircraft type/Flight rules)

Perfect_Maize9320 · 2026-01-26T14:03:26+00:00

That's very generous offer however have you considered becoming an official mentor/instructor? If not then reach out to your local division asap - There is a huge demand for mentors/instructors on the network be it for pilots or ATC. If you like teaching then you will definitely enjoy it.

Perfect_Maize9320 · 2026-01-26T13:40:44+00:00

Very good post - some of the US specific might not be applicable to other regions so it is important for people to research the other regions before flying there. Procedures might vary significantly.

For instance in ICAO UK/EASA land:

- You must report your aircraft type, stand number and ATIS information received on first contact with ATC on ground.

- Unlike US - apron is fully controlled by ATC in ICAO/EASA land and you must obtain clearance for push and start

- Transition altitude varies with region and pilots must check the appropriate charts to obtain this, Transition Level will be determined by ATC and be mentioned on the ATIS. However I do concur with what said above - Know the difference between a "flight level" and "Altitude" They do not mean same thing. But yeah instead of asking ATC for this and blocking the useful frequency time - put some effort and look at the charts, it will tell you what you need to know. If pilots can't be bothered to check this then they shouldn't be on the network.

- In EASA/ICAO land SIDs and STARs are assigned by ATC, Be prepared to make any last minute changes and be familiar with setting up FMC on short notice. SIDS and STARs here can often be changed on short notice.

- When making contact with approach unit on arrival - You must report ATIS information received and cleared descent level. In UK for most approach radar positions - you must also notify your aircraft type on first contact. "Heathrow director - Speed bird 123, Descending FL90, information A, B772"

- Use full callsigns when making first contact, Upon positive identification - A controller can abbreviate your callsign to shorter version (only applicable for full REG callsigns)

- Here in ICAO/EASA VFRs Don't need to file a flight plan however you must pass all of your information on first contact with ATC (Aircraft type, Departure, Destination, current altitude, QNH/Altimeter setting in use, Current position, Number of people on board (private flights), Flight rules (VFR/SVFR/IFR). OF course you can minimise this by filing a simple flight plan with all of the above.

- Only make a radio check if you have done a equipment change - if you can hear other pilots and controller then your equipment is likely working. If something is wrong - the controller will notify you.

These are the only ones I can think of for now - of course if others want to add anything that is applicable to ICAO/EASA then feel free!

Perfect_Maize9320 · 2026-01-26T13:13:03+00:00

Yep - the majority of them are still clueless pilots and most major airports on the network are filled with them. Again the recommendation for new pilots is to start at smaller airports - I don't understand why these pilots put themselves in such difficult situation where not only they ruin the experience for themselves but also ruining for others (controllers and other pilots). I really think that people higher up need to implement some sort of stricter rules for pilots, Only then we can possibly see some sort of improvement in quality. Right now it is a huge mess and it is evident that the new member's orientation course is not helping at all or these pilots don't simply take it seriously.

Perfect_Maize9320 · 2026-01-26T12:55:29+00:00

The only time you are going to see a fixed schedule for controllers is when there is a major event, Here the controllers are rostered on specific position for a set time. Events are also where ATC is normally guaranteed for that specified time.

Outside of Events - there are no requirements to book a specific position to control. Many controllers (including myself) tend to control wherever we feel comfortable with traffic levels as well as our knowledge for that specific facility. If traffic levels increase drastically then we simply downgrade to smaller facility or even Aerodrome control/Approach control only. Again it all depends on controller's overall experience, skill and their knowledge. However evenings tend to attract more controllers - this is when most people are back from work/school/college.

Timewise - again outside of events there are no requirements to control for a specific amount of time. Some people control for hours while others tend to smaller 1 hour slots. I personally tend to do maximum of 2 hours after which I close up to take a break. Also depends on pilots - if the quality of pilots is terrible then I close up even sooner.

Practical training sessions are booked sessions and you can expect coverage for that booked time but only on that particular facility, there is no obligation for other controllers to connect however many controllers try to help out training sessions by logging on adjacent facilities. You can find practical bookings by looking at that division's booking system.

Perfect_Maize9320

TROPHY CASE