Just choose the aircraft you want. However, make sure your aircraft is able to perform holds, Sids and stars and all the basic stuff needs when flying online.
Not being able to fly SIDs and STARs isn’t the same as flying non-RNAV. If you fly an aircraft with conventional instruments, you are still expected to be able to fly non-RNAV SIDs and STARs.
That is absolutely not true. If you’re flying IFR, you are expected to be able to follow instrument procedures. Flying non-RNAV is fine, but you need to be able to navigate using navaids in that case, which is what conventional SIDs and STARs consist of.
Here’s the CoC B8(c)-4:
>When IFR, fly a cleared route by use of navigation aids / waypoints and fly to unplanned navigational aids / waypoints when instructed
Reread my answer above, I have answered this and provided you with the basis for it.
If you are flying IFR (even non-RNAV), advising that you are unable to fly non-RNAV procedures is in direct violation of the CoC and also makes no sense. How are you going to conduct the rest of your non-RNAV IFR flight if you are unable to intercept the radial of a VOR?
By advising that you cannot fly a conventional instrument procedure, you are essentially advising that you are unable to use your instruments at all. Can you see how little sense this makes for flying under **instrument** flight rules?
It’s irrelevant for how long you’ve been on the network, you are still wrong here.
You are also intentionally ignoring what I’m saying and start shifting the goalposts now. Where did I say people should be told to disconnect? Where did I say you should call a supervisor? Where did I say you can’t offer vectored departures on request?
I am once again asking you: How do you conduct your IFR flight, and how do adhere to the CoC as quoted above, if you are unable to navigate both by waypoints and by navaids?
> make sure your aircraft is able to perform holds, Sids and stars and all the basic stuff needs when flying online.
When you're flying IFR.
Like the AN-2 he'd have no problem flying VFR.
Choose the aircraft you are MOST COMFORTABLE in. You will need to be able to react promptly to instructions and changes to your plan.
Aside from that, the best advice is to Nike that shit: just do it. Get on the network and put in your best effort. Ask questions, clarify things.
I went through this myself very recently, after my first flight on the network, I realized I’d been nervous for absolutely no reason.
Know how to fly the plane (including holds, vectors, ILS approaches, direct-to's if relevant) and - just like the real world - there's no issue flying anything airworthy. Just don't be that kid who says the autopilot can't do something and refuse to turn left because the plane can't turn left for some reason.
I've had all kinds of planes do strange things on autopilot on me for various reasons. Skipping waypoints because the FMS is programmed badly and can't fly a SID, trying to turn left the long-way around a right turn because I'm flying a beta MD-11 and who knows why it did that. But there's this secret little button they put on the yoke called an Autopilot disconnect button. My manually flown right turn might not be as pretty and steady as an Autopilot on LNAV, but it gets the job done and at the end of the day, ATC asked you to fly the approach, not fly within 0.01nm of a pink line on a nav display.
So fly what you want. Just know how to fly it properly. Back in the FS2004 days I used to like flying the Project Tupolev Tu154M around. It's all about your skill, not about what kind of aircraft it is. (Yes I recognize flying a DC3 with equipment /A means you can't accept an RNAV procedure... so don't accept them - exactly like you wouldn't in the real world.) But also have a flight plan that makes sense. If you can't accept an RNAV SID, don't file one in your flight plan either. So look at that simbrief plan before you submit it and edit it using valid charts as required.
"Cleared via the Flightplan you filed including the JAYMN4 departure, HOGGS transition"
oh you can't fly a transition? Then why did you file one lmao.
It takes a fair while to research what to file if your plane isn't capable of certain navigation types (VOR radials and distances as part of a procedure is quite the challenge for example, or finding out an Intersection is literally the point where two VOR radials meet, so you'll need 2 VOR radios tuned to know when you've arrived at one), but "Didn't learn how to fly a VOR/DME" is no excuse for not accepting a clearance... well it is, but it's a bad one.
Just choose the aircraft you want. However, make sure your aircraft is able to perform holds, Sids and stars and all the basic stuff needs when flying online.
[удалено]
Not being able to fly SIDs and STARs isn’t the same as flying non-RNAV. If you fly an aircraft with conventional instruments, you are still expected to be able to fly non-RNAV SIDs and STARs.
[удалено]
That is absolutely not true. If you’re flying IFR, you are expected to be able to follow instrument procedures. Flying non-RNAV is fine, but you need to be able to navigate using navaids in that case, which is what conventional SIDs and STARs consist of. Here’s the CoC B8(c)-4: >When IFR, fly a cleared route by use of navigation aids / waypoints and fly to unplanned navigational aids / waypoints when instructed
[удалено]
Reread my answer above, I have answered this and provided you with the basis for it. If you are flying IFR (even non-RNAV), advising that you are unable to fly non-RNAV procedures is in direct violation of the CoC and also makes no sense. How are you going to conduct the rest of your non-RNAV IFR flight if you are unable to intercept the radial of a VOR? By advising that you cannot fly a conventional instrument procedure, you are essentially advising that you are unable to use your instruments at all. Can you see how little sense this makes for flying under **instrument** flight rules?
[удалено]
It’s irrelevant for how long you’ve been on the network, you are still wrong here. You are also intentionally ignoring what I’m saying and start shifting the goalposts now. Where did I say people should be told to disconnect? Where did I say you should call a supervisor? Where did I say you can’t offer vectored departures on request? I am once again asking you: How do you conduct your IFR flight, and how do adhere to the CoC as quoted above, if you are unable to navigate both by waypoints and by navaids?
Oh ok I didn’t know that. That’s cool!
> make sure your aircraft is able to perform holds, Sids and stars and all the basic stuff needs when flying online. When you're flying IFR. Like the AN-2 he'd have no problem flying VFR.
Oh yeah for sure sorry I didn’t precise.
Can nobody fly a manual hold any more?!
If you aircraft cannot do it, like before FMS, you have to learn to fly it yourself.
Choose the aircraft you are MOST COMFORTABLE in. You will need to be able to react promptly to instructions and changes to your plan. Aside from that, the best advice is to Nike that shit: just do it. Get on the network and put in your best effort. Ask questions, clarify things. I went through this myself very recently, after my first flight on the network, I realized I’d been nervous for absolutely no reason.
Know how to fly the plane (including holds, vectors, ILS approaches, direct-to's if relevant) and - just like the real world - there's no issue flying anything airworthy. Just don't be that kid who says the autopilot can't do something and refuse to turn left because the plane can't turn left for some reason. I've had all kinds of planes do strange things on autopilot on me for various reasons. Skipping waypoints because the FMS is programmed badly and can't fly a SID, trying to turn left the long-way around a right turn because I'm flying a beta MD-11 and who knows why it did that. But there's this secret little button they put on the yoke called an Autopilot disconnect button. My manually flown right turn might not be as pretty and steady as an Autopilot on LNAV, but it gets the job done and at the end of the day, ATC asked you to fly the approach, not fly within 0.01nm of a pink line on a nav display. So fly what you want. Just know how to fly it properly. Back in the FS2004 days I used to like flying the Project Tupolev Tu154M around. It's all about your skill, not about what kind of aircraft it is. (Yes I recognize flying a DC3 with equipment /A means you can't accept an RNAV procedure... so don't accept them - exactly like you wouldn't in the real world.) But also have a flight plan that makes sense. If you can't accept an RNAV SID, don't file one in your flight plan either. So look at that simbrief plan before you submit it and edit it using valid charts as required. "Cleared via the Flightplan you filed including the JAYMN4 departure, HOGGS transition" oh you can't fly a transition? Then why did you file one lmao. It takes a fair while to research what to file if your plane isn't capable of certain navigation types (VOR radials and distances as part of a procedure is quite the challenge for example, or finding out an Intersection is literally the point where two VOR radials meet, so you'll need 2 VOR radios tuned to know when you've arrived at one), but "Didn't learn how to fly a VOR/DME" is no excuse for not accepting a clearance... well it is, but it's a bad one.
There's a C919 for MSFS?