From what I’ve read about UK flying, real world ATC would say something like “climb to FL190 unrestricted” which would override any altitude restrictions on your SID. If BATC simply says “climb to FL180” and you still have say a FL060 restriction upcoming, then…no clue. I think BATC needs some fine-tuning for UK SIDs like this.
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Thank you for testing. Yes I have disabled the Asobo version of kjfk beforehand. Maybe it is an airac issue. Will reinstall navigraph and try again.
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So I uninstalled navigraph via hub, unistalled the navigraph hub, cleared caches, rebooted, started msfs24 once to initialize the base nvdata, reinstalled everything and simbriefed a flight going from inibuilds kjfk enhanced, but batc had the same issue finding no departure runway and “can not continue”. Do not know what else I can try. Asked in inibuilds discord but have no answer yet.
Reading the support discussion on batc discord there seems to be an issue with big airport ops. Some users solved the problems I mentioned earlier by changing sim time. Seems it happens on other big airports too and is neither a scenery nor navdata issue.
Hey, has anyone noted parked GA aircraft floating about an aircraft’s height above the tarmac?
It isn’t all of them, but I see a few like this here and there.
Is this an Asobo issue or a BATC issue? I’m guessing the former. If expect that BARC just inserts the traffic, but Asobo manages the rendering of it, no?
I need to brush up on UK procedures. In the US, “climb and maintain” implies unrestricted and immediate, barring any further instructions or higher-level regs (like the 250kias speed restriction under 10k). “Climb via” means you have to follow the crossing restrictions and other limitations referenced in the procedure.
FWIW the instruction in the UK is ‘’Climb now FL100’. That is a clearance to disregard any restrictions and go direct to the cleared level.
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That’s right. But at the moment I don’t think BATC has that particular instruction in its lexicon, so for the sake of realism I stick to the constraints in the UK. However, in the EU…
…anything goes 
What a mess 
Just come across this: https://nats-uk.ead-it.com/cms-nats/export/sites/default/en/Publications/Aeronautical-Information-Circulars-AICs/yellow-aics/EG_Circ_2020_Y_039_en.pdf
Which states:
Within UK airspace, for all stages of flight, instructions to climb or descend cancel any previous restrictions, unless the restrictions
are reiterated as part of that instruction. Additionally, for aircraft on a SID, the word ‘now’ is added to climb clearances above the
SID profile, to highlight that the SID vertical profile is no longer applicable.
So both “climb” and “climb now” mean ignore the SID’s restrictions? “Climb now” should really be used in the UK but even if it isn’t, ATC instructions override the SID.
For descents, it seems the STAR’s restrictions are more for planning and whatever ATC tells you is what you do?
That’s the case and whatever you’re doing really, unless as Commander you believe their instruction is detrimental to flight safety. In 99% of situations, however, what ATC says goes.
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I’m a current IR student in the real world and I’ve been taught that if ATC give you a climb/descent instruction, that takes precedent over the procedure.
If you are given the instruction “cleared for the approach” or “cleared for the ILS 27L” for example, that means you then follow the descent profile and restrictions in the approach procedure. A good example of this is Heathrow where BATC usually clears you down to FL070 and then clears you for the approach. You get no further descent instructions but because you’re cleared for the approach you a free to descend further according to the procedure. You should never descend below the platform altitude listed on the plate, as these will be based on MSA and are usually there because of obstacles or terrain etc.
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I had my first flight in the new PMDG 777-200ER yesterday from KDEN to KSFO. BATC handled most of the flight well, but still a couple oddities.
At FL400, a few minutes after being told to expect a particular STAR and runway. and still about 20-30 miles before TOD, I was told “Increase to 290 knots.” At FL400 and Mach 0.835, I was doing about 260 KIAS (going from memory), about 430 knots over the ground. At that altitude, 290 knots was well into the overspeed band. There was no option available to reply “unable.” So after BATC auto-acknowledged the request for me, I simply ignored it. During my descent later, I was doing about 260 - 280 knots and never fussed at about speed.
The second oddity was that after landing and given instructions to exit the runway, BATC basically forgot about me. During my rollout on 28R, I was told “Exit left at Quebec.” I was actually already turning off earlier than that at Tango when I received the instruction. After that, I could not request taxi instructions. Tower did not switch me to Ground, and manually switching to Ground, did not give me the option to request taxi instructions.
But hey, at least no nutty vector instructions, nor was I told to expect the visual in the mid-day Bay Area fog.
First flight since SU2 tonight. Departing EDDM. Lots of parked aircraft but despite these settings below not a single movement on the ground, no departures, no landings. Is there a known issue?
My settings:
FWIW I had plenty of traffic all the way through the beta.
I departed EDDM on Saturday and there was some ground movement, at least at the apron.
Did you start the BeyondATC app (“fly” button) when the local time was in the middle of the night, and then change the sim time to daytime? I think BATC uses the sim time when it’s launched as the basis of traffic volume and movement.
Thanks for the suggestion, I was flying with live time and live weather. About 8pm UK time.
Had a EDV pilot call a PIREP for severe turb just outside Miami airspace. That was cool! But I really would love a way to ensure ATC will talk to you (like a priority order – If I press my PTT button then I should get priority to talk next or something like that), because on both departure and approach I kept getting talked over.
Another annoying part of BATC is when I ask for something, the AI doesn’t respect it and talks in between my request and the controller’s response. For example, I called for clearance at KMIA. As I finished my request, instead of waiting for ATC to read back to me and for me to acknowledge, an AI plane calls in also requesting clearance. Then the controller proceeds to give clearance to the other pilot, then me. Rather annoying when I’m at a busy airport and the chatter just doesn’t stop.