GearUp180

Indeed there isn't much feedback from the studio: they don't share the criteria for the beta, they don't even inform the people who signed up if they are in or not. The unlucky ones have to scavenge the web for information. I guess that I am getting too old for that so I will wait for the release of the service pack 1.

I do not share this view: NOTAMs are important to (real) aviation. I think that it is more important to plan properly the flight (e.g. taking into account the selection of alternates for a IFR flight and, as a result, the quantity of fuel carried, the performance...) than having some shiny PBR effects on the stabilizer that I can't see from the cockpit. If I agree that the current (real world) system should be upgraded to reflect more pertinent information, a NOTAM system should be incorporated in the sim out of the box (and I agree: with an op-out option for the people who don't want to bother with it). That would be a potential good use of the AI (if we can see our car in our home driveway, why not some construction trucks on a taxiway?) for a selected range of items: runway / taxiway closure, navigation facilities (VOR, ILS, G/S...) down for maintenance, TFRs, ARTCC, SSLIA level, RAIM outages...

😂 A little dramatic, isn't it?

I would extend the use of mission beyond the PPL and all the way to Type Ratings and recurrent training (as long as a decent share cockpit / virtual copilot are implemented).

Unfortunately, the mission SDK in FSX was far from user friendly. No wonder few people used it.

Question #2: I agree with Skelsey on the MEA. Nevertheless: The star (*) indicates the MOCA (minimum obstacle clearance altitude), not the MSA. With the MSA, you must maintain 1000ft over a congested area and 500ft in other than congested areas (FAR 91.119). You usually get it from the VFR charts by adding those figures to the Maximum Elevation (shown for each quadrant in large blue numbers). The MEA assures navigation coverage and 1000’ (non-mountainous terrain) or 2000’ (mountainous) obstacle clearance (Instrument Procedures Handbook 2-35). It's the figure shown on the IFR charts and plates above the MOCA. If you are under radar contact, the controllers can give you a lower altitude (AIM Section 4, 5-4-1 note 5). They actually have their own sets of altitudes sometimes lower than ours (pilots). Question #1: Regarding the climb requirement at CRVET, my guess is that it has to do with the adjacent MOAs and the overlapping routes (V3 and military).

Racedude, I'll try to give you the best answer I can. First, I think that there is a mix of VFR (your aircraft initially) and IFR (the other aircraft on the ILS and your following the SID). Scenario 1: You are VFR and the approaching aircraft is IFR If you are flying VFR, in the real world, before taxiing, you would give to the tower / ground your direction of flight to exit the airport airspace (most likely a class D). In this case, it would be a south west departure. Again, assuming that the airport is in a class D airspace, the controller will take care of you within a 4nm radius (typically): there is "no separation service to VFR aircraft" within this radius, so, in VFR, YOU (the pilot) are ultimately responsible for traffic separation. As far as I know, the controller will try to avoid you crossing the path of the ILS unless you fly jet and can be way higher by the time you cross it. Then, once ready for departure, they would clear you as follow: "[calsign] clear for take off runway 05, RIGHT turn on course". You then take off, climb to 500ft AGL and start your turn to the southwest, remain south of the runway and maintain heading until you leave the airspace. When you are out of the airspace, the controller "doesn't care" anymore about you: you can "resume your own navigation" and change your heading to reach the starting point of the SID. Scenario 2: both aircraft are IFR. Then, your SID specifies which direction you should turn. You would also have a clearance and the controller would be aware of the path you are following. Then, he would either clear you to follow the SID as published or would vector you if he thinks that it might conflict with other traffic. Finally, I do not fly P3D but if it is like FS, don't rely to much on the ATC service: it is extremely basic and definitely doesn't cater for such cases. You may try the on-line service Pilotedge for more realistic procedures (full disclosure: I do not work for Pilotedge neither receive money from them). I suggest that you: looked for your airport on Skyvector: you would be able to find the complete path (from the runway) of the SID at the airport you use. It is very unlikely that the SID would have you cutting the ILS path. watched the video from Pilotedge: there is a complete workshop about IFR departures (and generally other videos about IFR procedures). read the FAA "Instrument Flying Handbook" (available in pdf format for free) for a very detailed answer.