Hiya,Does RC V3 simulate NAT reporting and oceanic clearances?CheersRici

Negative on position reports and oceanic clearances as it relates to the NAT and MNPS airspace. However it does offer continuous control and recognises CYQX and EGGX ACC's. However the chatter is authentic and very, very good with a large amount of HF.

Ok thank you, have a good weekend!

Of course in most ocean-crossing aircraft, the use of SELCAL keeps the HF chatter off the headset. For the uninitiated, SELCAL is a tone-activated alerting system that rings a bell/chime/whatever on the flight deck to inform the pilots that ARINC has sent a sequence of tones over the frequency indicating they want to talk to the jet. After establishing initial contact and ops-checking the SELCAL by having ARINC send an alert to them, the pilots generally punch the HF off, or turn it way down, and they come back up on HF if ARINC pages them with their two-tone code. The codes are enumerated with a four-letter sequence, like CQHB, which identifies the two-tone sequence that will trigger the SELCAL alert on that jet.Also, increased use of position reporting and ATC communications via ACARS/AFIS text messaging through the satellites even further decreases the liklihood that you'd be listening to all that HF chatter on a crossing.For a future version of RC...clearance and position reporting via an ACARS/AFIS interface should be within the realm of the doable. Just an idea...CheersBob ScottATP IMEL Gulfstream II-III-IV-V>Negative on position reports and oceanic clearances as it>relates to the NAT and MNPS airspace. However it does offer>continuous control and recognises CYQX and EGGX ACC's. However>the chatter is authentic and very, very good with a large>amount of HF.

Bob,I agree that better, more realistic oceanic chatter and contol is needed and we do talk about it in the group. As JD has proved, anything is possible and doable when he's inclined to do so. ;-) There are a number of us in the team who fly a lot of ocean crossings. I, myself, do a lot of Pacific flying, where Bob Johnson and others do Atlantic. So we'll keep working on it.You've made me all evious wuth that Gulfstream list there. ;-) I'd give anything to fly yhe V down to Sydney. I'd even go for a IV SP. Now that's first class.

Can I chip in on this? I provided many of the HF recordings for the North Atlantic in V3. Great fun it was too obtaining them due to propagation conditions, time of day regarding traffic (was up rather early some days) etc.Several points to make.Firstly, the recordings are just background chatter which nearly all (?) pilots would not hear. Aircraft HF sets have a 'phone number' - SELCAL as someone else pointed out. When the ground station calls (they usually aren't ATC as in Gander, Shanwick, Santa Maria but relay stations for ATC) with the SELCAL - known as four letters (AK-BD) and sounding as tones, there will be a loud 'bonging' sound in the cockpit which alerts the pilot to listen to the radio. OK - some military aircraft don't have SELCAL so they have the static in their ears all the flight. Everyone 'on frequency' with VHF hears everyone else but not really on HF. I've not got V3 yet but assume that the ground stations don't call you as you cruise across the ocean (I'm sure someone will tell me if that's not correct...):-).2nd point.Due to transfer of major airlines to satellite comms - ADS and CPDLC, the HF activity is dropping off rapidly as routing clearances are passed digitally. Mostly what is heard is the SELCAL check when an aircraft enters a new area or when requesting climbs of weather deviations. Aircraft approaching Gander get their initial VHF contact freqs through the digital systems. I'm told that the Brisbane HF station has closed down due to this changeover. There is also some HF heard when the datalink fails and for those aircraft not equipped with the fancy new digital equipment. It's getting very quiet on HF now.So, what to expect in Radar Contact 4. Clearances to come through the nav equipment in text format rather than via VHF and HF? Hence the debate about what's coming rather than putting in what's going...

And all your work is greatly appreciated.I have no coplaints about the chatter. I just finished a flight from RGLL to KDEN. It's nice to have something to listen to over the Atlantic (or Pacific for that matter).The issue I was talking about is the realistic control handling over the oceans with proper blocking, and the abuility to scan or listen to specific chatter.

This is the main reason why I pursued the use of HF chatter. Because you don't hear so much anymore, sometimes it's good to lean away from reality to make those 14hr+ Pacific crossings more interesting :()Subs

You got that right on, mate. ;-) If I don't hear that HF chatter going on in my sleep I immediately wake up because I know something went wrong. That and I love to hear things I'm familiar with over the endless blue.

You Guys are right on with the chatter. I am well aware also that HF contact over the Atlatic is now very low, but it sure makes that long haul sound a lot better.Thanks for the recordingsBob Johnson