Controllers, take a look at Flightradar

ATC
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Fellows,

I’ll just include a suggestion, you may follow it or not. When controlling an airport, especially in low-traffic situations, take a look at Flightradar24 to understand the real-world conditions. It’s extremely frustrating, as someone who’s flying, to deal with a controller who sticks to a decision made in their own head and refuses to adapt as real-world conditions change. Recently, I received a Level 3 Violation — which is fine by me. I knowingly didn’t follow the procedures broadcast on ATIS because the controller was using the opposite runway from what was being used in real life. I say this with all due respect, I truly appreciate the work IFATC does.

Best and Safe Flights.

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Amen!! I couldn’t agree more. Unfortunately much to my disliking and I’m sure yours too, there is no way to mandate this. Its unfortunate, but requiring every controller to adhere to the same standard of realism as we do, just isn’t feasible.

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Realism might mean different things to different people; but regarding which runway is in use, I do think that FlightRadar can be used as a reference but it doesn’t necessarily translate to how any airport on IF should be operated. We do not have the same kinds of traffic that airports in real life have at any given time. Our weather is also delayed and may be different from real life. Many pilots here do not have the kinds of training pilots in real life have. Many do not have navigation and approach charts. We are also limited in terms of what we can do (for example flying an RNP approach on IF is basically almost always approximated). We do even not have the same kinds of navigation database and navigation aids.

At the end of the day, yes, use your discretion and FlightRadar as a reference when you are flying uncontrolled. But when you are in a controlled airspace, follow the instructions. That’s realism.

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Not true it just takes time to update them in stats.

Rest everything I agree.

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Most controllers, including myself always check FR24 or the real world ATIS before opening. However because we are focused on controlling, it can be challenging to spot a runway change in real time.

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Yes, that’s why I included :slight_smile:

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I see your point. Though you have to understand that we can’t be monitoring runway changes all the time just because of device limitations, for example. We have to monitor things like Discord, many controllers don’t have enough devices to actively look at multiple sites. Not to mention that if there’s traffic waves that take away our attention fairly quickly and forgetting to check if a runway change has happened is inevitable, furthermore influenced by IF’s delayed weather.

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Especially when flying into Dubai International.
IRL this airport usually operates 30L and 30R despite tailwind conditions.
I understand we takeoff and land opposite the wind. However, for some reason OMDB operates 30L/R despite tailwinds (as long as it is in safe limits) i’ve read somewhere that this is because they maximise runway operation efficiency due to the nature of dxb being a very busy hub.
Often times IF Atc vectors you or advises you to use 12L/R even active rwy in use is 30L/R in real time.

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The approach profiles are mostly meant for 30L/R easier to sequence aircrafts from all sides. And no runway crossings needed for 30L landings and pretty much taxing for departures.

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Most cases, we always try to accommodate traffic as per their request, and also try to use as much real life procedures as possible. As per the IFATC manual, controllers can accommodate the pilots request, even if against ATIS, that also includes landing on the opposite runway if they have to. But this unnecessarily increases workload. We don’t have to always follow IRL procedures, there can be better alternatives that suite the higher than usual(IRL)traffic levels we get in the sim. We do what’s best for us and what’s efficient, and sometimes that may lead to deny someone’s request.

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Fantastic Also landing via 30L allows short taxi times to the Terminals on arrival.

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I understand the frustration when real world operations differ from what we implement on IFS. While we do consider real world runway usage when possible, we also need to prioritize in sim weather conditions, traffic flow, and the guidance provided in our ATC manual to maintain efficiency and safety for all users.

There are times when winds and traffic volumes in IFS may require us to use a different runway configuration than what is shown on FR24, especially when winds are calm or when managing large event traffic.

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This is extremely frustrating to hear a ES pilot say. You might not like the procedures being operated at an airport but that is not your prerogative to police or ignore. Realism has it’s limits in IF because of how arrivals and departure timings work. A great example is today at EWR where the traffic load well exceeded anything normal. I understand not being able to replicate an IRL flight but please don’t cause extra work for controllers just because you don’t get your way. Fly on the training server if you want to follow without listening to anyone.

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Yes, you’re right! I regret this decision, although, as I communicated to a senior IFATC member, there was a clear issue with the controller (whom I won’t name). Given the wind conditions in this case, the runway should have been the opposite of the one being used, based on both IFATC and real-world procedures—not to mention the FlightRadar discussion.

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I agree, there’s no doubt he made a mistake by not following the ATIS. However, he does have a point, since the game is designed to replicate real-world weather conditions. ATC should check the current conditions of the airspace they’re going to operate in and respect them. The idea is to always keep it as realistic as possible.

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While I understand the passion many users have for realism in Infinite Flight, it’s important to take a step back and recognise that at the end of the day, IF is a mobile-based game not a professional flight simulator nor a real-world ATC system. The platform is built to offer an immersive experience, yes, but it remains limited in both infrastructure and flexibility when compared to real-world aviation systems. Attempting to rigidly compare it with real-world conditions, such as those shown on Flightradar24, often leads to unrealistic expectations and frustration for both pilots and controllers.

For one, IFATC operations are constrained by the limitations of the game engine, server load, and user availability. In real-world aviation, runway usage, wind direction, and traffic flow are determined by highly sophisticated systems, advanced forecasting models, and ground-based logistics that IF simply cannot replicate in real time. In IF, however, controllers often have to make decisions based on what’s manageable within a user-populated game environment, not what’s technically accurate by IRL standards.

Moreover, the traffic density on IF, especially during featured airport events, is often unrealistically high, sometimes tenfold what the airport handles in real life. This creates situations where IFATC must prioritise efficiency and traffic control over strict realism, which inevitably means some deviation from actual charts, real-world procedures, or Flightradar24 data. It’s not about negligence; it’s about operational necessity within a simulated framework.

Now, turning to IFATC itself while the service is appreciated and maintained by highly dedicated volunteers, it’s not without flaws. There are occasional inconsistencies in how controllers apply procedures, sometimes ignoring real-world logic even when conditions would allow for more realism. Additionally, communication rigidity can be an issue, with some controllers unwilling to reconsider a decision despite updated winds or a dramatic shift in traffic something a real-world ATC would adapt to dynamically. While it’s important for pilots to follow ATIS instructions and respect the controller’s authority, blind adherence without situational awareness can degrade the quality of simulation, not enhance it.

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Just to add we need better communication between pilots and atc in the game. Also we’re siverly limited by avonics since it’s designed that way hence it’s hard to blame atc alone for stuff like this. Even among pilots with lack off coordination it’s almost impossible to expect realism all times.

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As an IFATC I always try as much as possible to do what’s present on FlightRadar24, but sometimes it’s not possible because of the volume of traffic, the choice of controller because sometimes it’s more complicated to operate on IF with the configuration of real life and there are lots of other reasons, but obviously we try to do as much as possible what happens in real life.

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This one of the reasons i avoid departing from airports with ATC simply because a lot of time the active runway thats in use on FR24 isn’t on infinite flight. And of course there is the people that think that whatever runway is green in IF is the one that should be used when in fact that’s not always the case.

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Although we value IFATC’s efforts, there is a noticeable discrepancy when controllers place an internal strategy ahead of actual, practical circumstances.

An excellent illustration of how harmful this rigidity can be is your experience with the Level 3 Violation. Pilots find it extremely annoying when a controller requires them to conform to an ATIS that is totally inconsistent with what is taking place outside of the sim. The very sense of realism that IFATC is meant to foster is undermined when pilots are expected to willfully defy common sense and then punished for it.

Not only are tools like Flightradar24 recommended, but they should be regarded as necessary for controllers, particularly during periods of low activity. When easily accessible real-world data would support a much more logical and practical approach, there is no justification for adhering to an “in-my-head” conclusion.

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