VATSIM P1 Rating : VATSIM Online Pilot Rating

VATSIM Online Pilot Rating

Criteria (P1)

1. Download and install essential software

1. Your Sim – MSFS, XPlane, P3D

2. Pilot Clients – SB, FSInn, vPilot, Swift

3. To find ATC – Wazzaup, Servinfo, VATSpy, VATSIM Stats

4. Interpreting This Requirement

5. The student should have a VAILD VATSIM account with Non

Suspension

6. The student should be able to download one of the accepted pilot

clients, get it set up, and connect successfully to the VATSIM network.

7. The student should be able to set up the files to create visual models
of other pilot’s aircraft.

8. The student should be able to use at least one of the common tools to
locate ATC who are online in their area of operation and when they are
in an active controller’s airspace or not.
2. Flight Plans

9. Fill in the appropriate boxes

10. Find acceptable routes

11. Useful Newbie Comments

12. Interpreting This Requirement

1. The student should be able to fill out the VATSIM Flight Plan
form and understand what is expected and typical in each box.

2. The student should be able to find an appropriate route, not

GPS Direct, but may include VORs or Preferred Routes from ATC
web sites

3. The student should know appropriate comments to add to their

flight plan to help ATC help them, comments common to
newbie flight plans.

2. Weather

1. Where to find it, why VATSIM weather might be different than your
weather and different from sim to sim as it renders differently in each
PC.

2. IMC vs VMC

3. Runway selection

4. Interpreting This Requirement

1. The student should be shown where to find local weather

information relative to that weather the VATSIM ATC will be
reporting within their area of operation.
 2. The student should be able to determine if the airport(s) he/she
will be flying to or from is under IMC or VMC conditions to
anticipate the services available.

3. The student should be instructed on how to handle a situation

where they wish to fly in conditions different than what VATSIM
is reporting and how to handle the communications and
coordination with VATSIM ATC, i.e., if the airport is IMC and the
pilot’s sim is VMC.

4. The student should be able to select the appropriate runway to

use relative to the prevailing winds as reported on the VATSIM
network.

3. Facility web sites

1. Basics, information for pilots, contacts

2. Interpreting This Requirement

1. The student should be shown how to find local ATC facility web
sites and locate the Information for Pilots section(s) and their
normal contents (maps, charts, procedures, Preferred Routes)
and how to contact local leadership for help if needed.

4. Connecting to the network

1. Where to connect

2. Transponders (STBY vs Mode C)

3. Interpreting This Requirement

1. The student should be able to explain and understand the safe

places to connect to the VATSIM network.

2. The student should be able to use their transponder built into

their pilot client and understand the STBY and Mode C functions
and when each should be used. The student should understand
what the transponder code is, where they get it (with or without
ATC), and how to enter it into their transponder.
5. Maps and Charts – where to find them and basic descriptions

1. Airport diagram

2. VFR sectionals

3. Lo/Hi Enroute

4. Terminal Charts

5. IAPs

6. Interpreting This Requirement

1. The student should be shown where to locate these charts and

be able to basically describe each one at a high level. It is not
intended that the student be able to use or interpret these
charts yet, just know that they exist and where to find them for
their area of operations. The self-learners will figure out what to
do with this information.

6. Contacting ATC

1. Clearance

2. Push and Start

3. Taxi

4. Takeoff

5. Departure

6. Enroute

7. Approach

8. Final

9. Land and taxi

10. Park and shutdown

11. Emergencies

12. Interpreting This Requirement

 1. The student should be able to contact local ATC during any of
the phases listed above and provide simple pilot to ATC
phraseology and what to expect from ATC during each phase

2. The student should be able to handle their aircraft and hold

headings, altitudes, and airspeeds as instructed by ATC.

3. The student should be instructed in acceptable emergency

procedures on VATSIM, how to request them and what to do if
their request is not granted. The student should know
announcing a hijack or using the hijack transponder code is not
to be done.

4. The student should be able to handle loss of voice.

7. Navigation basics – just introduce the equipment and map

symbol, no requirement that they understand or can use
them yet.

1. VOR

2. GPS

3. FMC

4. ILS

5. VFR out the window

6. Flight Plan Equipment Codes

7. Interpreting This Requirement

1. The student should be introduced to the instruments and

procedures for any of the above that are applicable to their
chosen aircraft (C-172’s don’t have FMS so don’t cover it). It is
not expected the student will be able to program a GPS or FMC
in great detail nor be able to track a VOR signal. A series of
pictures and descriptions of each of these would suffice.
 2. The student should understand the various flight plan
equipment codes and how ATC will interpret and provide
services based on it

8. VATSIM Basics

1. Forums

2. Conflict Resolution

3. Supervisors (.wallop)

4. Getting help on and off line

5. Structure – Regions, Divisions, Facilities

6. Basic Facility Structures

1. CD

2. GND

3. TWR

4. Dep

5. CTR/Enroute

6. APP

7. Oceanic

8. FSS

9. ATM/RTS, TA, EC, FM

7. VATSIM Pilot’s Resource Center

8. Interpreting This Requirement

1. The student should be able to log into the VATSIM forums to

find information and ask for help

2. The student should be introduced to VATSIM’s Conflict

Resolution process and its role in enforcing VATSIM’s rules, the
role of Supervisors, and how to contact a Supervisor if they need
 help and how to respond to a Supervisor if they are contacted.
9.8.3 The student should be given a basic understanding of
VATSIM’s structure relative to regions, divisions, and local ATC as
well as the basic facility types found within their area of
operations that may be staffed. An organizational chart would
work well for this purpose.

3. The student should be given directions on how to find the PRC

and a basic outline of its contents to help students find
information for themselves.

9. Good VATSIM Citizenship

1. COC, COR, UA

2. Website

3. Membership

4. VA’s, Flying Clubs, VSOA’s, Partners

5. Pilot Training and Ratings

6. ATC Training and Ratings

7. Interpreting This Requirement

1. The student should be shown the CoC, CoR, and UA documents

and encouraged to read them

2. The student should be given a brief tour of the VATSIM web site
with a focus on contacting Membership and using their ticket
system to resolve email and other issues and finding pilot
related resources.

3. The student should be given instruction on how VAs and flying

clubs interact with VATSIM and VATSIM’s VA Partner program

4. The student should be given instruction in what activities are

considered Special Operations and who may perform them. Also
cover flying military aircraft online; the focus of the VSOA policy
is the activity, not the airframe or callsign.
 10. Communications

1. With ATC

2. With Other Pilots

3. UNICOM, text and voice

4. Private Channel

5. Private Messaging

6. Contact Me’s

7. Interpreting This Requirement

1. The student should be given instruction in how to contact ATC

and how ATC might contact them, including the “Contact Me”
automated message when ATC signs on.

2. The student should be given instruction on the use of UNICOM

with text as mandatory and voice as an option, and also shown
how to use the private channel to talk to other pilots

3. The student should be given instruction about voice ATIS

including how and when to listen to it.

Training Material:

Connecting To VATSIM:

To fly online with VATSIM, you will need to download and install a software application which connects
your Flight Simulator with the VATSIM servers. There are several such applications, and all are free.
Clients are available for FSX, FS9, P3D and X-Plane. These applications also enable you to communicate
with ATC and other aircraft. To do this, a headset with microphone is very useful, but not required. Text
communication is always available. There is extensive information and help for all pilot clients in
the VATSIM Forums.

Currently all Pilot clients are written for Windows except XSquawkbox which is only used for X-Plane and
can be used in Windows, Mac OS and Linux.
vPilot
http://vpilot.metacraft.com/

FSX or P3D only) vPilot is a simple, effective client designed to get new pilots flying quickly with
excellent model matching so that you can see other online pilots with the correct aircraft type and livery.
Generally, it's 5-10 minutes from download to working, including setting up your model
matching. Documentation is thorough. vPilot was recently released and is supported by not only the
community but by the developer who continues to make feature improvements.

vPilot is probably the best choice for new members that use FSX or P3D because it is quick and easy to
install and get started with.

Squawkbox

http://www.squawkbox.ca/downloads

(FSX, FS9 (2004), FS2002) Squawkbox is an older, but still effective pilot client. It was the first client to
introduce visibility of other online pilots therefore display of other aircraft works differently to vPilot and
FSInn. Aircraft equipment suffix codes are hard-coded into the software and don't always meet the new
ICAO standard although flight plans can be filed via the VATSIM prefile page to overcome this minor
restriction. The download page includes links to help you install and get online. Squawkbox is no longer
supported by the developer, although community support is available in the VATSIM forums.

FSInn

http://www.pcflyer.net/fsinn_setup.zip

(FSX, FS9 (2004), FS2002) FSInn is also an older, but yet effective pilot client. It has a number of features
including a traffic radar screen, a push-back feature and the ability to configure model matching so that
you can see other online pilots with the correct aircraft type and livery. Aircraft equipment suffix codes
are hard-coded into the software and don't always meet the new ICAO standard although flight plans
can be filed via the VATSIM prefile page to overcome this minor restriction. The setup can be a bit tricky,
but well documented; all of the information regarding FSinn and FScopilot is contained in a very good
user manual. FSInn is no longer supported by the developer, although community support is available in
the VATSIM forums.

A quick installation guide can be found

at http://flightsim.apollo3.com/docs/fsinn/connectiontovatsim.htm

XSquawkbox
http://www.xsquawkbox.net/xsb/download/

(X-Plane only) XSquawkbox is currently the only client to connect X-Plane with VATSIM. X-Plane is an
alternate Flight Simulator product to Microsoft Flight Simulator products and Prepar3D and can run on
Windows, Mac OS and Linux. The download includes installation instructions.

There is a very useful FAQ here: http://www.xsquawkbox.net/xsb/faq

Filing A Flight Plan

In real life flight plans are required for flights under IFR, but may be optional for flying
VFR unless crossing international borders. In VATSIM flight plan is required for each
pilot connecting to the network whether IFR or VFR.
 Flight Plan form on vPilot client
Your flight plan will be filed under a specific callsign which you will then be using in all
ATC transmissions. For example, the callsign of Emirates airline is UAE, pronounced as
“Emirates” in all radio communications.
For example, UAE242 will be pronounced as Emirates 242.
To find proper routes you have many websites and programs such as; ;, PFPX Route
Finder, & SimBrief
For more information on callsigns, be sure to visit VATSIM’s guide to Callsigns on the
PRC website.

Transponders & Squawk Codes

Each aircraft needs to squawk a particular 4 – digit identification code when under
active ATC control. This code is entered in an aircraft’s transponder for the controller to
identify it.

More about Transponders and Squawk Modes can be found here.

Flight Management System

A Flight Management System (FMS) is an on-board multi-purpose navigation,
performance, and aircraft operations computer designed to provide virtual data and
operational harmony between closed and open elements associated with a flight from pre-
engine start and take-off, to landing and engine shut-down.
Most modern commercial and business aircraft are equipped with EFIS, which replaces
conventional systems and flight deck displays.

An FMS comprises four main components:

 • The Flight Management Computer (FMC);
• The Automatic Flight Control or Automatic Flight Guidance System (AFCS or AFGS)
;
• The Aircraft Navigation System;
• An Electronic Flight Instrument System (EFIS) or equivalent electromechanical
instrumentation.

The FMC is a computer system that uses a large database to allow routes to be pre-
programmed and fed into the system by means of a data loader. The system is constantly
updated with aircraft position by reference to available navigation aids. The most
appropriate aids are automatically selected during information update.

The AFCS or AFGS receives sensor information from other aircraft systems. Dependent
upon whether the aircraft is under Autopilot or manual control, AFCS mode selections
made by the crew will either automatically move and control the aircraft flight control
surfaces or display Flight Director commands for the pilot to follow to achieve the desired
status.

The Navigation System is an integrated package which calculates continuously the aircraft
position. It may include Inertial Reference System (IRS) and Global Positioning System
(GPS) inputs in addition to receivers for ground based aids. In the case of an EFIS, the
display of these navigational inputs is predicated on the Attitude and Heading Reference
System(AHRS).

Display of aircraft status is provided on either EFIS or conventional instrumentation and is

where the effect of FMS aircraft control is
principally visible.

ILS Approaches:
"ILS" stands for .Instrument Landing
System. In a nutshell, it is an instrument
approach that gives the pilot of an aircraft
visual cues on the aircraft's instruments. If the
pilot follows these cues he will arrive near the
approach end of the runway, usually 200 feet
above the surface.

Generally speaking, it is the most accurate of the approaches that is available to the
average civilian pilot, and allows you to descend to lower minimums. The word "minimums"
refers to height (above the ground), and visibility.

The ILS offers both horizontal and vertical guidance information, whereas the VOR and
NDB approaches offer horizontal (lateral) guidance only. Because it offers vertical
guidance, the ILS is in the category of a "Precision Approach".
To fly an ILS approach, you will need a VOR head, with glideslope display, or an HSI
(Horizontal Situation Indicator). "Glass cockpits" replace these instruments with a variety of
displays on CRT's (Cathode Ray Tubes). Because of the variety of displays, glass cockpits
will not be referenced in this tutorial. However, the procedures remain the same. In
addition, you will need a Marker Beacon receiver to indicate passage over the ground
components of the ILS. An ADF or RMI, while extremely handy for orientation, is not
required.

Parts of an ILS:
1. Localizer: This is the component that provides the "left/right" guidance. Think of it as the
VOR needle if you will, just more sensitive.

2. Glide Slope: This is the component that provides the "up/down" guidance. Think of it as a
VOR needle laying on it's side. And, like the Localizer, it is more sensitive than the VOR
display.

3. Outer Marker: This guy is in line with the Localizer's extended center line across the
ground. It is normally located four to seven miles from the threshold of the runway. It
transmits a signal on 75 MHz with a 400 Hz tone timed at two dashes per second. In
addition to this audio tone, a blue light on the Maker Beacon receiver will flash in rhythm
with the audio tone.

4. Middle Marker: Like the Outer Marker, located on an extended center line from the
runway. It is normally located at the Decision Height (Missed Approach Point), on the
approach, usually .5 to .8 miles from the runway threshold.

5. Approach Lights:. They are designed to help the pilot transition from the cockpit displays
to outside visual reference for the landing. There are a various ways these are displayed.
Each type has a designation, such as "ALSF-1", "ALSF-2", "SSALR", "MALSR", and so on.
Suffice it to say that the "approach lights" that you see on the approach are approved by
the appropriate governing authorities to do the job.

ATC Stations On VATSIM:

Controlled airports generally follow the same procedures for arriving and departing traffic.
It's important to know who to contact for what, and what to expect when you do talk to
them. The procedures can vary slight depending on whether you are an IFR or VFR flight;
those differences will be covered as needed.

Hierarchy of controllers

In the RW, the hierarchy of controllers is very clear. As a compromise to the relatively low
traffic volume and small number of controllers, VATSIM controllers often work positions
they would not in the RW. For example, MSP_CTR will work MSP_TWR if the position is not
manned by another controller.

When departing an airport and deciding who to contact look for controllers in the following
order:
1.DEL (clearance delivery)
2.GND
3.TWR
4.APP
5.CTR

TWR controllers will almost always only work one airport (one exception is BAY_TWR in
Oakland Center; BAY_TWR works SFO, OAK, and SJC_TWRs). So a departure from KTEB
(Teterboro, New Jersey) would not talk to EWR_TWR (Newark Tower), even though the
airports are only about 5 miles apart.

If the TWR position is not manned, it might be served by the APP controller above. If you're
departing a busy airport like EGLL, it's a safe bet that EGLL_APP will work EGLL_TWR if it's
not manned.

There are trickier parts of APP controllers though. It's becoming more common for there to
be consolidated approach controls, which cover large areas, in the RW. Examples are
SFO_APP and LAX_APP. SFO_APP, when he/she is the only controller online, controls the
airspace from MRY all the way up north of SMF. So SMF or MRY departures should contact
SFO_APP for departure (if SMF or MRY_APP are not open). LAX_APP controls the airspace
from the Mexican border up to about 20 miles north of BUR. If you're in doubt, consult that
ARTCCs website or ask the controller in question if he/she is working your departure
airport.

If there are no APP controllers online in your area, the next step up is the CTR controller.
CTR boundaries are available on servinfo and from numerous other sources.

CTR and APP controllers won't always work every tower within their airspace. If he/she is
not working a particular tower, the controller will advise you of that. In that case, the
airport will be treated as an uncontrolled airport. IFR departures from uncontrolled airports
are addressed in other lessons.

Clearance Delivery (CD)

This controller will use a VATSIM position ID format of XXX_DEL; for example, YYZ_DEL
would be the clearance delivery controller at Toronto (An "S" in the middle [YYZ_S_DEL]
would indicate a student; "M" or "I" would indicate mentor or instructor).

CD controllers generally do not control any physical space on an airport; they're sole
purpose is to issue clearances to IFR aircraft. In the real world, CD controllers will issue VFR
clearances (if required) as well; this isn't always true on VATSIM, but a VFR aircraft should
start by calling CD. All IFR flights departing an airport with a CD controller should contact
that controller first. He/she will issue the IFR clearance and may have additional
instructions.

Ground (GND)
Ground controllers use the VATSIM position format of XXX_GND.
Ground controllers are responsible for most taxiways and at busier airports they also
sequence departures for maximum efficiency. There are some exceptions to this; the TWR
controller will sometimes control taxiways where it is advantageous for him/her to do so.
For example, the taxiways between closely spaced parallel runways are generally controlled
by tower controllers (e.g. 27L/R at ATL, 28L/R at SFO, 30L/R at STL, etc). For this reason,
after landing always wait to contact ground control until you are instructed to do so by the
tower controller. If it seems that he has forgotten you, feel free to query the tower
controller as to whether or not he wants you to contact ground.
If there is no DEL controller online, the GND controller will provide DEL services.

Tower (TWR)
Tower controllers use the VATSIM position format of XXX_TWR.
Generally, tower controllers are responsible for separation of aircraft on runways and also
airspace in the vicinity of an airport. A typical tower might control the airspace within a 5
nautical mile radius up to an altitude of 3000' above the ground. These numbers vary
greatly by region and even between towers in a certain region. If you're inbound to an
airport with a tower and talking to an APP or CTR controller, that controller will instruct you
to contact the tower at the appropriate time. After landing, remain on the tower frequency
until instructed to contact the ground controller.

On departure, switch from ground to tower when you're approaching the runway end.
Some ground controllers might instruct you to switch to tower at an appropriate time.
During a busy event, you might be instructed to "monitor tower"; in that case the tower
controller is aware of your sequence and will call you...there's no need to report that you're
on the frequency.

At any time, if you are having any issue with any other pilot or ATC online on the VATSIM
network, you may contact a VATISM Supervisor by using the .wallop command in your
pilot client, following the issue you are having.

Rules to Follow While Connected to The VATSIM

Network:
Here are some very important rules to follow when connected to VATSIM.

• Please take a moment to thoroughly read through them. This lesson serves as a
guide, the official rules can be found in the “Code of Conduct” and “User
Agreement” on the VATSIM website.

• In order to not disturb flight operations in any way, pilots on the ground must make
sure that they are not on a runway or taxiway before logging on to the VATSIM
network.

• Before logging on to the VATSIM network, pilots who are in the air need to make
sure their Flight Simulator program is not paused, except with permission to do so
by a relevant controller.

• Pilots need to check regularly whether they are flying through controlled (live
staffed) airspace. Pilots shall ideally make contact with ATC before entering
controlled airspace, or as soon as possible if a controller logs on while crossing
through that controller’s airspace.

• Not all air traffic controllers or pilots have a voice-program. Pilots need to accept
any ATC using text-only communication, and all UNICOM messages are to be
transmitted in text. There is no obligation to use voice on VATSIM.
• While not being in contact with an air traffic controller, pilots must monitor the
UNICOM-frequency 122.800.

• Pilots shall not use an active ATC frequency for private conversations. This avoids
disturbances for other traffic. Please use private messages for personal
communications!

• Simulations of emergency situations are not forbidden. However, air traffic

controllers have the right to deny the simulation of an emergency and pilots must
stop the emergency if requested to do so. If the pilot is unable to stop the
emergency, the pilot must log off the network. It is strictly forbidden to simulate
real world aviation accidents and tragedies, hijacking situations, or other illegal or
criminal operations under any circumstances.
• The GUARD-frequency 121.500 must not be used under any circumstance except in
the event of an emergency while a pilot is not on an active ATC-frequency. Even in
this case GUARD must not be used for anything else but to find an air traffic
controller who will contact the pilot in an emergency situation. As soon as the pilot
has been contacted by ATC, the frequency must be changed to that of the
controller.

• Pilots flying inside staffed (live controlled) airspace must not leave the cockpit
unattended at any time without authorization. If a pilot needs to leave the flight
unattended for a few minutes, the pilot should request the planned absence with
 the relevant air traffic controller. The beginning and the end of the absence must be
announced by the pilot.

• Pilots flying outside of staffed (live controlled) airspace are required to log off of the
network if it is anticipated that they will be away for more than thirty (30) minutes. If
you are found to be unresponsive for more than thirty minutes or become a conflict
with other traffic sooner than thirty minutes, you will be subject to immediate
removal from the network. Repeat offenders will be subject to suspensions and/or
expulsions. One thing to note is that staff is not always required to give you the full
thirty minutes. If you fly into controlled airspace and are unresponsive, you can be
removed immediately. The point to remember is that if you intend to be away from
your computer for more than 30 minutes or you find yourself suddenly needing to
leave, take a brief moment to disconnect from the network.

• Log on to fly or observe, not to chat. Logging on with a non-active callsign is not
allowed. Non-active callsigns are defined as callsigns which are unrelated to any
pilot, air traffic control position, instructor or designated staff engaging in
administrative duties. However, new members are encouraged to observe how
things operate on the network. This helps to learn both procedure and phraseology
(a fancy word which means how ATC and pilots speak to one another). Keep in mind
that legitimate observation to learn will always be encouraged as it is a necessary
practice to become comfortable with using and functioning within the VATSIM
environment. It is only when you cross the line between legitimate observing and
using VATSIM as a chat program that you will be in violation of this rule.

• You are not allowed to have more than one connection to the VATSIM network at a
time. If you wish to get information about your flight status please use the programs
ServInfo or Whazzup. You can find links to them in the VATSIM 104 course.
• Pilots flying under the control of a student controller are kindly requested to be
patient and fair to this new member of the ATC community!

• Generally speaking: respect other individuals on the VATSIM network. This is just a
hobby so do not overdrive in terms of realism and seriousness! To keep VATSIM a
pleasant place, everyone is kindly requested to respect these rules. They make
sense because they guarantee a common base to operate on VATSIM, to keep it
free of charge and to make everyone feel comfortable using VATSIM.

Important abbreviations:
• ATC - Air Traffic Control
• Transponder - A radio transmitter in aircraft used to identify the aircraft to ATC
• Squawk Code - A code given by ATC to radar identify aircraft. This code is entered into
the transponder aboard the aircraft.
• SQ - Squawk
• Data Tag - Information displayed on an ATC's screen
• TA/RA - TA = Traffic Advisory, RA= Resolution Advisory
You can find all the related material for P1 at the following link:
http://www.vatsim.net/pilots

What to Expect On Test Date

P1 Written Theory Test – Pass with 70% marks to gain your P1 Rating!