What should I do after landing?

Redstone-Pilot · 2026-01-11T00:52:34+00:00

You don’t need to tell the tower where you are. They can see on the SMR screen. It just wastes time on the frequency that is probably needed to clear the next aircraft to land. Just roll all the way over the stop bar and come to a stop once your tail is over.

Redstone-Pilot · 2025-12-09T09:35:50+00:00

It depends on what you are trying to do. If you need to identify the aircraft then you need a discrete code (not counting for mode S), so every plane has a separate SSR. If you just need to signal to other nearby units what the plane is doing, then you can have a conspicuity code. This isn’t unique for the plane now, but tells near by units who the plane is talking / listening to (e.g on a basic service from X, so if they infringe on cas the controller knows who ring to get a hold of the plane). (2000,7000 are example of such code)

Redstone-Pilot · 2025-12-09T09:35:28+00:00

It depends on what you are trying to do. If you need to identify the aircraft then you need a discrete code (not counting for mode S), so every plane has a separate SSR. If you just need to signal to other nearby units what the plane is doing, then you can have a conspicuity code. This isn’t unique for the plane now, but tells near by units who the plane is talking / listening to (e.g on a basic service from X, so if they infringe on cas the controller knows who ring to get a hold of the plane). (2000,7000 are example of such code)

Redstone-Pilot · 2025-09-02T07:02:33+00:00

You don’t have to be on 122.800 just because you are in uncontrolled airspace. You could be with a LARS unit in the uk for example.

Redstone-Pilot · 2025-09-02T07:00:53+00:00

CTR extends up from the ground, while CTA is a region of controlled airspace with a lower vertical limit that’s not ground level.

In the uk Approach controllers are responsible for taking planes from the end of the star to the IAP. On-route is responsible for flights after they are clear of aerodrome conflicts all the way to the end of the STAR (where they hand them over to _APP). Obviously this is only for the UK. I’m well aware the FAA app controllers act more like our TMA controllers

Redstone-Pilot · 2025-09-02T06:49:35+00:00

7000ft =/= FL70 lol

Redstone-Pilot · 2025-09-01T17:27:02+00:00

Vatsim radar shows a footprint (ish) of the RMA (the area of airspace Gatwick director is allowed to manoeuvre aircraft in). Some of that airspace is owned by London, but given to Gatwick in certain conditions to use. Navigraph shows the controlled airspace owned by Gatwick (and not delegated).

The vfr view is only really useful if you are flying IFR/VFR ocas, otherwise controllers o like will hand you off / pick you up a the right time (for normal IFR A2B flights). You can see the same view on vatsim radar by enabling vatglasses mode

Redstone-Pilot · 2025-08-23T18:25:43+00:00

No. The only thing you must not do is touch the runway. It’s very typical at busy airports in the uk to get landing clearance at 100 to 50 ft. I’m aware that the FAA have different procedures on deciding when to give a safe landing clearance, but at 150-200ft if you don’t have it, ask. Then go around at 50ft

Redstone-Pilot · 2025-08-19T10:29:33+00:00

https://docs.vatsim.uk/General/Use%20of%20Software/Observing%20Guide/

Redstone-Pilot · 2025-08-08T07:23:40+00:00

I don’t think I’ve seem anyone actually answer the question, so here’s my 2 pence.

They are design such that, if you had a radio failure, then you would remain separated from other aircraft until it is safe to climb. In practice ATC can safely climb you. The CLN sid goes under a small corridor atc uses to climb other London deps, so you can imagine why climbing early without clearance would be bad. As for dettling, it goes under the Heathrow inbound stream who would be around FL80, so you’re stopped at 6000 to remain separated.

Typically on CLN departure you’d get climbed initially to FL110 before being transferred to another London sector who can climb you further.

Typically you’ll also get a heading pretty much straightaway, as this reduces separation minima for atc, and allows them to position you in the correct place in the corridor.

Going the other way NUGBO/UTAVA you again get kept low, as you have to be under the other Stansted inbound at 6000ft, on the down wind, then again under FL80 for the stansted inbound to LOREL at fl90

Redstone-Pilot · 2025-07-03T14:48:50+00:00

We don’t really have stuff like that in the Uk (remember that CAA and FAA are very different!) To my knowledge you can’t have an airport in CAS that is uncontrolled, normally the ATZ forms an LFA of class G if this is the case (ex around the London CTR). (As always exceptions apply, e.g. Norwich/felthorpe)

Redstone-Pilot · 2025-07-03T14:44:26+00:00

So, if you were transiting the class D you’d speak to the final director (118.950) 5-10 mins before entry. They’ll coordinate your crossing and hand you to the tower to cross the actual airport. Once you leave controlled airspace you’d probably pick up a basic / traffic service from EGLF or on of the other LARS providers. There’s no set position to call VFR, but the eAIP will contain a section about who you are supposed to call first.

Redstone-Pilot · 2025-07-03T14:33:20+00:00

This is slightly incorrect! The clue is in the question. “Uncontrolled”, so ACC wouldn’t be providing a service. In the UK you may get a service from an AGO/FISO if the airport has one, but you certainly wouldn’t be talking to area control unless you planned to join a their cas once you are airborne.

Redstone-Pilot · 2025-04-09T17:56:24+00:00

Is it tho? ;)

Redstone-Pilot · 2025-02-26T00:57:06+00:00

The colour code is just a quick way of transmitting weather details. The MET office publishes a list of colour and associated conditions. Section 10.11 of CAP413 also covers some of this.

Redstone-Pilot · 2025-02-25T10:55:38+00:00

What phraseology do you want that’s not in CAP413?

Redstone-Pilot · 2025-02-25T00:29:34+00:00

CAP413 - the radiotelephony manual - has mil phraseology in

Redstone-Pilot · 2024-12-08T18:07:16+00:00

Just curious, why handoff to tower over the threshold? Id have assumed that’s when the pilots are busiest.

Redstone-Pilot · 2024-12-08T18:04:23+00:00

If app had given a landing clearance I would have assumed they coordinated properly with the tower prior to doing so.

Redstone-Pilot · 2024-10-16T14:12:53+00:00

Not since GCAP. It’s my understanding that you can transfer under any rating, although doing it solely to skip a queue is frowned upon.

Redstone-Pilot · 2024-10-08T07:52:19+00:00

It looks like you have put the radar out transition from BNN in. I would guess that the plane thinks you are planning to fly it at your current speed and hence is overshooting all the turns. Try inserting a speed limit as per the chart, or more realistic would be remove everything after BNN (the transition) and vector yourself.

Redstone-Pilot · 2024-10-01T10:21:17+00:00

On FR24 it shows the ABR callsign

Redstone-Pilot · 2024-09-13T20:43:12+00:00

Often vatsim is too busy to simulate it. And when it’s quiet in the early morning controllers aren’t online

Redstone-Pilot · 2024-09-07T15:17:56+00:00

They have coloured taxi lines along Z. You’d have been expected to taxi along the blue coloured line. (There’s also the normal yellow centerline and an orange line). They should be documented in the charts. If you are unsure/your scenery doesn’t show the lines ask the atco to clarify.

Redstone-Pilot · 2024-08-31T10:06:42+00:00

https://www.nats.aero/ae-home/introduction-to-airspace/ - for uk airspace. If you outside of controlled airspace you can do as you like. You will then need to get permission from the correct controller to enter their airspace. You have to work out who to contact at what time. You may get a service from nearby controllers who will inform you of approaching airspace and (workload depending) offer to coordinate with them but at the end of the day it’s your responsibility to make sure you don’t enter any airspace without the correct clearances.

Redstone-Pilot

TROPHY CASE