VACC Austria DokuWiki - User contributions [en]

Study Guide:Low Visibility Procedures

2013-01-17T23:32:02Z

Georg Lauenstein: /* Bedeutung */

'''For better using follow the steps below to prevend the dynamic update Cycle each month:

1. go to eAIP Austro Control:[http://eaip.austrocontrol.at/]

2. clck on "current version"

3. click on ''PART III AD''

4. click on ''AD 2'' and then on your prefered airport for example Vienna: ''LOWW''

== Bedeutung ==

LVP sind Verfahren, welche bei schlechter Sicht das Handling auf ATC-Seite eingrenzen. Der Wirkungsbereich dieser Verfahren erstreckt sich auf An- und Abflüge. Damit diese Verfahren aktiv werden können, müssen Flughafen und Flugzeug für die jeweilige CAT-Betriebsstufe freigegeben sein. Dabei ist der jeweilige tiefste Wert derjenige, welcher verwendet werden darf.

'''BEGRIFFE: RVR/CAT'''

RVR = Runway Visual Range (Landebahnsicht)
Die RVR wird pro Runway in den Abschnitten "Touchdown Zone", "Mid Point" und "Stop End" gemessen

{| class="wikitable"
|-
| ILS-Typ|| Minimale RVR || Hauptwolkenuntergrenze
|-
|Kategorie 1 / Cat I || nicht weniger als 550 Meter oder Visibility 800 Meter || weniger als 200ft
|-
|Kategorie 2 / Cat II || nicht weniger als 300 Meter || 100ft
|-
|Kategorie 3a / Cat IIIa || nicht weniger als200 Meter || weniger als 100ft
|-
|Kategorie 3b / Cat IIIb || weniger als 200 Meter aber nicht weniger als 50 Meter || weniger als 50ft
|-
|Kategorie 3c / Cat IIIc || keine RVR Begrenzung|| keine Höhe
|-
|}

== Verfahren ==

LVP in der ATIS bekanntmachen (Uniatis-String „&LVP“)

CAT II: LOW VISIBILITY PROCEDURES CAT II IN OPERATION

CAT III: LOW VISIBILITY PROCEDURES CAT III IN OPERATION

Conditional clearances mit Rücksicht auf die Verhältnisse hinterfragen
(„do you have approaching traffic in sight?“ bei 2nm Entfernung wäre sinnlos, Taxianweisungen „follow behind … „ machen weiterhin Sinn)

Landefreigabe: mind. 2,5 NM normal 3 NM in Ausnahmefällen (erfordert Info an Piloten) 1nm vor der Pistenschwelle,
spätestens Intercept auf das ILS bei 8nm bis 18 NM

Mindestabstand für APP: statt 3 NM entsprechend höher wählen (Bedenke längere Zeiten für RWY cleared etc.)
Piloten sind verpflichtet, „runway vacated“ zu reporten

Im Allgemeinen wird bei solchen Sichtverhältnissen die Anflugrate drastisch reduziert.

== Phraseologie ==

Anflugfreigabe durch „normale“ ILS-Freigabe aber mit Übergabe der RVR Werte:

Beispiel:
''AUA 105, turn right reading 260, cleared ILS 29, RVR 500 metres''

Analog bei der Freigabe zur Landung.

Beispiel:
''AUA 105, RVR 500 metres, wind 310 degrees, 9 knots, RWY 29, cleared to land'
bei initial contact Hinweis auf „LVP in operation“

Dem abfliegenden Luftfarhzeug muss mit der Meldung "Hold at CAT II holding point" in einem größeren Abstand von der RWY angewiesen werden.

'''Auch bei LOW VIS heißt es ganz normal ILS 29 und nicht cleared CAT II ILS 29'''

== Airport-Specials ==

'''LOWW'''
Verfügbare CAT-3 Runways 16(=Standardkonfiguration)/29

LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS

,,LOW VISIBILITY PROCEDURES IN OPERATION”
Meldung “runway vacated” nur auf Anweisung vom Fluglosten (ATCO)

for more information refer to point 7: [http://eaip.austrocontrol.at/lo/130111/PART_3/AD_2/PRI/AD_2_LOWW/LO_AD_2_LOWW_en.pdf]

'''LOWL'''
Verfügbare CAT-3 Runway 26.
LOW VISIBILITY PROCEDURES IN FORCE FOR LOWL: ATC-LOW VISIBILITY PROCEDURES (LVP) WILL BECOME EFFECTIVE IN RELATION TO WEATHER CONDITIONS AS SPECIFIED BELOW.
AVOIDANCE OF DISTURBANCES TO THE ILS SIGNALS ARE NORMALLY ACHIEVED BY PROVIDING APPROPRIATE SPACING BETWEEN AIRCRAFT ON FINAL APPROACH.

LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS

,,LOW VISIBILITY PROCEDURES IN OPERATION”

for more information refer to point 5: [http://eaip.austrocontrol.at/lo/130111/PART_3/AD_2/PRI/AD_2_LOWL/LO_AD_2_LOWL_en.pdf]

'''LOWK'''
Verfügbare CAT-2 Runway 28R

CAT-3 requires ATC-authorization (MA-climb 4,7%)
LOW VISIBILITY PROCEDURES IN FORCE FOR LOWK: ATC-LOW VISIBILITY PROCEDURES (LVP) WILL BECOME EFFECTIVE IN RELATION TO WEATHER CONDITIONS AS SPECIFIED BELOW. AVOIDANCE OF DISTURBANCES TO THE ILS SIGNALS ARE NORMALLY ACHIEVED BY PROVIDING APPROPRIATE SPACING BETWEEN AIRCRAFT ON FINAL APPROACH. LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS ,,LOW VISIBILITY PROCEDURES IN OPERATION”

for more information refer to point 6: [http://eaip.austrocontrol.at/lo/130111/PART_3/AD_2/PRI/AD_2_LOWK/LO_AD_2_LOWK_en.pdf]

'''LOWI'''
Verfügbare CAT-2 oder CAT-3 Runway: keine.

Es gibt auch keine definierten LVP, aber folgende Minima:
* VFR minima: dem Luftraum (Cat. B) entsprechend
* IFR arrival minima: 3km (aircraft cat. A-B) bzw. 5km (Aircraft cat. C-D) flight visibility
* IFR departure minima: 1.500m,
*: - except RNAV 0.3 RNP departure: RVR 300m.
*: - except low fog or mist: RVR 600m AND visibility >5km above this layer AND no further clouds 3.100ft AGL

for more information refer to point 4: [http://eaip.austrocontrol.at/lo/130111/PART_3/AD_2/PRI/AD_2_LOWI/LO_AD_2_LOWI_en.pdf]

also check further information in the [[LOWI_Primer]].

'''LOWG'''
Verfügbare CAT-3 Runway 35C

LOW VISIBILITY PROCEDURES IN FORCE FOR LOWG: ATC-LOW VISIBILITY PROCEDURES (LVP) WILL BECOME EFFECTIVE IN RELATION TO WEATHER CONDITIONS AS SPECIFIED BELOW. AVOIDANCE OF DISTURBANCES TO THE ILS SIGNALS ARE NORMALLY ACHIEVED BY PROVIDING APPROPRIATE SPACING BETWEEN AIRCRAFT ON FINAL APPROACH.

LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS

,,LOW VISIBILITY PROCEDURES IN OPERATION”

for more information refer to point 5: [http://eaip.austrocontrol.at/lo/130111/PART_3/AD_2/PRI/AD_2_LOWG/LO_AD_2_LOWG_en.pdf]

'''LOWS'''
Verfügbare CAT-2 Runway 16

CAT-3 requires ATC-authorization (see special chart)

for more information refer to point 7: [http://eaip.austrocontrol.at/lo/130111/PART_3/AD_2/PRI/AD_2_LOWS/LO_AD_2_LOWS_en.pdf]

[[Category:Documents]][[Category:Study Guides]][[Category:Procedures]][[Category:Training]][[Category:Controller]]

Study Guide:Low Visibility Procedures

2013-01-17T23:30:41Z

Georg Lauenstein: /* Bedeutung */

'''For better using follow the steps below to prevend the dynamic update Cycle each month:

1. go to eAIP Austro Control:[http://eaip.austrocontrol.at/]

2. clck on "current version"

3. click on ''PART III AD''

4. click on ''AD 2'' and then on your prefered airport for example Vienna: ''LOWW''

== Bedeutung ==

LVP sind Verfahren, welche bei schlechter Sicht das Handling auf ATC-Seite eingrenzen. Der Wirkungsbereich dieser Verfahren erstreckt sich auf An- und Abflüge. Damit diese Verfahren aktiv werden können, müssen Flughafen und Flugzeug für die jeweilige CAT-Betriebsstufe freigegeben sein. Dabei ist der jeweilige tiefste Wert derjenige, welcher verwendet werden darf.

'''BEGRIFFE: RVR/CAT'''

RVR = Runway Visual Range (Landebahnsicht)
Die RVR wird pro Runway in den Abschnitten "Touchdown Zone", "Mid Point" und "Stop End" gemessen

{| class="wikitable"
|-
| ILS-Typ|| Minimale RVR || mindeste Entscheidungshöhe (über Grund)
|-
|Kategorie 1 / Cat I || nicht weniger als 550 Meter oder Visibility 800 Meter || weniger als 200ft
|-
|Kategorie 2 / Cat II || nicht weniger als 300 Meter || 100ft
|-
|Kategorie 3a / Cat IIIa || nicht weniger als200 Meter || weniger als 100ft
|-
|Kategorie 3b / Cat IIIb || weniger als 200 Meter aber nicht weniger als 50 Meter || weniger als 50ft
|-
|Kategorie 3c / Cat IIIc || keine || keine Höhe
|-
|}

== Verfahren ==

LVP in der ATIS bekanntmachen (Uniatis-String „&LVP“)

CAT II: LOW VISIBILITY PROCEDURES CAT II IN OPERATION

CAT III: LOW VISIBILITY PROCEDURES CAT III IN OPERATION

Conditional clearances mit Rücksicht auf die Verhältnisse hinterfragen
(„do you have approaching traffic in sight?“ bei 2nm Entfernung wäre sinnlos, Taxianweisungen „follow behind … „ machen weiterhin Sinn)

Landefreigabe: mind. 2,5 NM normal 3 NM in Ausnahmefällen (erfordert Info an Piloten) 1nm vor der Pistenschwelle,
spätestens Intercept auf das ILS bei 8nm bis 18 NM

Mindestabstand für APP: statt 3 NM entsprechend höher wählen (Bedenke längere Zeiten für RWY cleared etc.)
Piloten sind verpflichtet, „runway vacated“ zu reporten

Im Allgemeinen wird bei solchen Sichtverhältnissen die Anflugrate drastisch reduziert.

== Phraseologie ==

Anflugfreigabe durch „normale“ ILS-Freigabe aber mit Übergabe der RVR Werte:

Beispiel:
''AUA 105, turn right reading 260, cleared ILS 29, RVR 500 metres''

Analog bei der Freigabe zur Landung.

Beispiel:
''AUA 105, RVR 500 metres, wind 310 degrees, 9 knots, RWY 29, cleared to land'
bei initial contact Hinweis auf „LVP in operation“

Dem abfliegenden Luftfarhzeug muss mit der Meldung "Hold at CAT II holding point" in einem größeren Abstand von der RWY angewiesen werden.

'''Auch bei LOW VIS heißt es ganz normal ILS 29 und nicht cleared CAT II ILS 29'''

== Airport-Specials ==

'''LOWW'''
Verfügbare CAT-3 Runways 16(=Standardkonfiguration)/29

LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS

,,LOW VISIBILITY PROCEDURES IN OPERATION”
Meldung “runway vacated” nur auf Anweisung vom Fluglosten (ATCO)

for more information refer to point 7: [http://eaip.austrocontrol.at/lo/130111/PART_3/AD_2/PRI/AD_2_LOWW/LO_AD_2_LOWW_en.pdf]

'''LOWL'''
Verfügbare CAT-3 Runway 26.
LOW VISIBILITY PROCEDURES IN FORCE FOR LOWL: ATC-LOW VISIBILITY PROCEDURES (LVP) WILL BECOME EFFECTIVE IN RELATION TO WEATHER CONDITIONS AS SPECIFIED BELOW.
AVOIDANCE OF DISTURBANCES TO THE ILS SIGNALS ARE NORMALLY ACHIEVED BY PROVIDING APPROPRIATE SPACING BETWEEN AIRCRAFT ON FINAL APPROACH.

LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS

,,LOW VISIBILITY PROCEDURES IN OPERATION”

for more information refer to point 5: [http://eaip.austrocontrol.at/lo/130111/PART_3/AD_2/PRI/AD_2_LOWL/LO_AD_2_LOWL_en.pdf]

'''LOWK'''
Verfügbare CAT-2 Runway 28R

CAT-3 requires ATC-authorization (MA-climb 4,7%)
LOW VISIBILITY PROCEDURES IN FORCE FOR LOWK: ATC-LOW VISIBILITY PROCEDURES (LVP) WILL BECOME EFFECTIVE IN RELATION TO WEATHER CONDITIONS AS SPECIFIED BELOW. AVOIDANCE OF DISTURBANCES TO THE ILS SIGNALS ARE NORMALLY ACHIEVED BY PROVIDING APPROPRIATE SPACING BETWEEN AIRCRAFT ON FINAL APPROACH. LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS ,,LOW VISIBILITY PROCEDURES IN OPERATION”

for more information refer to point 6: [http://eaip.austrocontrol.at/lo/130111/PART_3/AD_2/PRI/AD_2_LOWK/LO_AD_2_LOWK_en.pdf]

'''LOWI'''
Verfügbare CAT-2 oder CAT-3 Runway: keine.

Es gibt auch keine definierten LVP, aber folgende Minima:
* VFR minima: dem Luftraum (Cat. B) entsprechend
* IFR arrival minima: 3km (aircraft cat. A-B) bzw. 5km (Aircraft cat. C-D) flight visibility
* IFR departure minima: 1.500m,
*: - except RNAV 0.3 RNP departure: RVR 300m.
*: - except low fog or mist: RVR 600m AND visibility >5km above this layer AND no further clouds 3.100ft AGL

for more information refer to point 4: [http://eaip.austrocontrol.at/lo/130111/PART_3/AD_2/PRI/AD_2_LOWI/LO_AD_2_LOWI_en.pdf]

also check further information in the [[LOWI_Primer]].

'''LOWG'''
Verfügbare CAT-3 Runway 35C

LOW VISIBILITY PROCEDURES IN FORCE FOR LOWG: ATC-LOW VISIBILITY PROCEDURES (LVP) WILL BECOME EFFECTIVE IN RELATION TO WEATHER CONDITIONS AS SPECIFIED BELOW. AVOIDANCE OF DISTURBANCES TO THE ILS SIGNALS ARE NORMALLY ACHIEVED BY PROVIDING APPROPRIATE SPACING BETWEEN AIRCRAFT ON FINAL APPROACH.

LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS

,,LOW VISIBILITY PROCEDURES IN OPERATION”

for more information refer to point 5: [http://eaip.austrocontrol.at/lo/130111/PART_3/AD_2/PRI/AD_2_LOWG/LO_AD_2_LOWG_en.pdf]

'''LOWS'''
Verfügbare CAT-2 Runway 16

CAT-3 requires ATC-authorization (see special chart)

for more information refer to point 7: [http://eaip.austrocontrol.at/lo/130111/PART_3/AD_2/PRI/AD_2_LOWS/LO_AD_2_LOWS_en.pdf]

[[Category:Documents]][[Category:Study Guides]][[Category:Procedures]][[Category:Training]][[Category:Controller]]

Study Guide:Low Visibility Procedures

2013-01-17T23:25:19Z

Georg Lauenstein: /* Bedeutung */

'''For better using follow the steps below to prevend the dynamic update Cycle each month:

1. go to eAIP Austro Control:[http://eaip.austrocontrol.at/]

2. clck on "current version"

3. click on ''PART III AD''

4. click on ''AD 2'' and then on your prefered airport for example Vienna: ''LOWW''

== Bedeutung ==

LVP sind Verfahren, welche bei schlechter Sicht das Handling auf ATC-Seite eingrenzen. Der Wirkungsbereich dieser Verfahren erstreckt sich auf An- und Abflüge. Damit diese Verfahren aktiv werden können, müssen Flughafen und Flugzeug für die jeweilige CAT-Betriebsstufe freigegeben sein. Dabei ist der jeweilige tiefste Wert derjenige, welcher verwendet werden darf.

'''BEGRIFFE: RVR/CAT'''

RVR = Runway Visual Range (Landebahnsicht)
Die RVR wird pro Runway in den Abschnitten "Touchdown Zone", "Mid Point" und "Stop End" gemessen

{| class="wikitable"
|-
| ILS-Typ|| Minimale RVR || mindeste Entscheidungshöhe (über Grund)
|-
|Kategorie 1 / Cat I || 550 Meter oder Visibility 800 Meter || weniger als 200ft
|-
|Kategorie 2 / Cat II || 300 Meter || 100ft
|-
|Kategorie 3a / Cat IIIa || 200 Meter || weniger als 100ft
|-
|Kategorie 3b / Cat IIIb || mind. 75 Meter || weniger als 50ft
|-
|Kategorie 3c / Cat IIIc || keine || keine Höhe
|-
|}

== Verfahren ==

LVP in der ATIS bekanntmachen (Uniatis-String „&LVP“)

CAT II: LOW VISIBILITY PROCEDURES CAT II IN OPERATION

CAT III: LOW VISIBILITY PROCEDURES CAT III IN OPERATION

Conditional clearances mit Rücksicht auf die Verhältnisse hinterfragen
(„do you have approaching traffic in sight?“ bei 2nm Entfernung wäre sinnlos, Taxianweisungen „follow behind … „ machen weiterhin Sinn)

Landefreigabe: mind. 2,5 NM normal 3 NM in Ausnahmefällen (erfordert Info an Piloten) 1nm vor der Pistenschwelle,
spätestens Intercept auf das ILS bei 8nm bis 18 NM

Mindestabstand für APP: statt 3 NM entsprechend höher wählen (Bedenke längere Zeiten für RWY cleared etc.)
Piloten sind verpflichtet, „runway vacated“ zu reporten

Im Allgemeinen wird bei solchen Sichtverhältnissen die Anflugrate drastisch reduziert.

== Phraseologie ==

Anflugfreigabe durch „normale“ ILS-Freigabe aber mit Übergabe der RVR Werte:

Beispiel:
''AUA 105, turn right reading 260, cleared ILS 29, RVR 500 metres''

Analog bei der Freigabe zur Landung.

Beispiel:
''AUA 105, RVR 500 metres, wind 310 degrees, 9 knots, RWY 29, cleared to land'
bei initial contact Hinweis auf „LVP in operation“

Dem abfliegenden Luftfarhzeug muss mit der Meldung "Hold at CAT II holding point" in einem größeren Abstand von der RWY angewiesen werden.

'''Auch bei LOW VIS heißt es ganz normal ILS 29 und nicht cleared CAT II ILS 29'''

== Airport-Specials ==

'''LOWW'''
Verfügbare CAT-3 Runways 16(=Standardkonfiguration)/29

LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS

,,LOW VISIBILITY PROCEDURES IN OPERATION”
Meldung “runway vacated” nur auf Anweisung vom Fluglosten (ATCO)

for more information refer to point 7: [http://eaip.austrocontrol.at/lo/130111/PART_3/AD_2/PRI/AD_2_LOWW/LO_AD_2_LOWW_en.pdf]

'''LOWL'''
Verfügbare CAT-3 Runway 26.
LOW VISIBILITY PROCEDURES IN FORCE FOR LOWL: ATC-LOW VISIBILITY PROCEDURES (LVP) WILL BECOME EFFECTIVE IN RELATION TO WEATHER CONDITIONS AS SPECIFIED BELOW.
AVOIDANCE OF DISTURBANCES TO THE ILS SIGNALS ARE NORMALLY ACHIEVED BY PROVIDING APPROPRIATE SPACING BETWEEN AIRCRAFT ON FINAL APPROACH.

LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS

,,LOW VISIBILITY PROCEDURES IN OPERATION”

for more information refer to point 5: [http://eaip.austrocontrol.at/lo/130111/PART_3/AD_2/PRI/AD_2_LOWL/LO_AD_2_LOWL_en.pdf]

'''LOWK'''
Verfügbare CAT-2 Runway 28R

CAT-3 requires ATC-authorization (MA-climb 4,7%)
LOW VISIBILITY PROCEDURES IN FORCE FOR LOWK: ATC-LOW VISIBILITY PROCEDURES (LVP) WILL BECOME EFFECTIVE IN RELATION TO WEATHER CONDITIONS AS SPECIFIED BELOW. AVOIDANCE OF DISTURBANCES TO THE ILS SIGNALS ARE NORMALLY ACHIEVED BY PROVIDING APPROPRIATE SPACING BETWEEN AIRCRAFT ON FINAL APPROACH. LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS ,,LOW VISIBILITY PROCEDURES IN OPERATION”

for more information refer to point 6: [http://eaip.austrocontrol.at/lo/130111/PART_3/AD_2/PRI/AD_2_LOWK/LO_AD_2_LOWK_en.pdf]

'''LOWI'''
Verfügbare CAT-2 oder CAT-3 Runway: keine.

Es gibt auch keine definierten LVP, aber folgende Minima:
* VFR minima: dem Luftraum (Cat. B) entsprechend
* IFR arrival minima: 3km (aircraft cat. A-B) bzw. 5km (Aircraft cat. C-D) flight visibility
* IFR departure minima: 1.500m,
*: - except RNAV 0.3 RNP departure: RVR 300m.
*: - except low fog or mist: RVR 600m AND visibility >5km above this layer AND no further clouds 3.100ft AGL

for more information refer to point 4: [http://eaip.austrocontrol.at/lo/130111/PART_3/AD_2/PRI/AD_2_LOWI/LO_AD_2_LOWI_en.pdf]

also check further information in the [[LOWI_Primer]].

'''LOWG'''
Verfügbare CAT-3 Runway 35C

LOW VISIBILITY PROCEDURES IN FORCE FOR LOWG: ATC-LOW VISIBILITY PROCEDURES (LVP) WILL BECOME EFFECTIVE IN RELATION TO WEATHER CONDITIONS AS SPECIFIED BELOW. AVOIDANCE OF DISTURBANCES TO THE ILS SIGNALS ARE NORMALLY ACHIEVED BY PROVIDING APPROPRIATE SPACING BETWEEN AIRCRAFT ON FINAL APPROACH.

LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS

,,LOW VISIBILITY PROCEDURES IN OPERATION”

for more information refer to point 5: [http://eaip.austrocontrol.at/lo/130111/PART_3/AD_2/PRI/AD_2_LOWG/LO_AD_2_LOWG_en.pdf]

'''LOWS'''
Verfügbare CAT-2 Runway 16

CAT-3 requires ATC-authorization (see special chart)

for more information refer to point 7: [http://eaip.austrocontrol.at/lo/130111/PART_3/AD_2/PRI/AD_2_LOWS/LO_AD_2_LOWS_en.pdf]

[[Category:Documents]][[Category:Study Guides]][[Category:Procedures]][[Category:Training]][[Category:Controller]]

Study Guide:Low Visibility Procedures

2013-01-17T23:25:08Z

Georg Lauenstein: /* Bedeutung */

'''For better using follow the steps below to prevend the dynamic update Cycle each month:

1. go to eAIP Austro Control:[http://eaip.austrocontrol.at/]

2. clck on "current version"

3. click on ''PART III AD''

4. click on ''AD 2'' and then on your prefered airport for example Vienna: ''LOWW''

== Bedeutung ==

LVP sind Verfahren, welche bei schlechter Sicht das Handling auf ATC-Seite eingrenzen. Der Wirkungsbereich dieser Verfahren erstreckt sich auf An- und Abflüge. Damit diese Verfahren aktiv werden können, müssen Flughafen und Flugzeug für die jeweilige CAT-Betriebsstufe freigegeben sein. Dabei ist der jeweilige tiefste Wert derjenige, welcher verwendet werden darf.

'''BEGRIFFE: RVR/CAT'''

RVR = Runway Visual Range (Landebahnsicht)
Die RVR wird pro Runway in den Abschnitten "Touchdown Zone", "Mid Point" und "Stop End" gemessen

{| class="wikitable"
|-
| ILS-Typ|| Minimale RVR || mindeste Entscheidungshöhe (über Grund)
|-
|Kategorie 1 / Cat I || 550 Meter oder Visibility 800 Meter || weniger 200ft
|-
|Kategorie 2 / Cat II || 300 Meter || 100ft
|-
|Kategorie 3a / Cat IIIa || 200 Meter || weniger als 100ft
|-
|Kategorie 3b / Cat IIIb || mind. 75 Meter || weniger als 50ft
|-
|Kategorie 3c / Cat IIIc || keine || keine Höhe
|-
|}

== Verfahren ==

LVP in der ATIS bekanntmachen (Uniatis-String „&LVP“)

CAT II: LOW VISIBILITY PROCEDURES CAT II IN OPERATION

CAT III: LOW VISIBILITY PROCEDURES CAT III IN OPERATION

Conditional clearances mit Rücksicht auf die Verhältnisse hinterfragen
(„do you have approaching traffic in sight?“ bei 2nm Entfernung wäre sinnlos, Taxianweisungen „follow behind … „ machen weiterhin Sinn)

Landefreigabe: mind. 2,5 NM normal 3 NM in Ausnahmefällen (erfordert Info an Piloten) 1nm vor der Pistenschwelle,
spätestens Intercept auf das ILS bei 8nm bis 18 NM

Mindestabstand für APP: statt 3 NM entsprechend höher wählen (Bedenke längere Zeiten für RWY cleared etc.)
Piloten sind verpflichtet, „runway vacated“ zu reporten

Im Allgemeinen wird bei solchen Sichtverhältnissen die Anflugrate drastisch reduziert.

== Phraseologie ==

Anflugfreigabe durch „normale“ ILS-Freigabe aber mit Übergabe der RVR Werte:

Beispiel:
''AUA 105, turn right reading 260, cleared ILS 29, RVR 500 metres''

Analog bei der Freigabe zur Landung.

Beispiel:
''AUA 105, RVR 500 metres, wind 310 degrees, 9 knots, RWY 29, cleared to land'
bei initial contact Hinweis auf „LVP in operation“

Dem abfliegenden Luftfarhzeug muss mit der Meldung "Hold at CAT II holding point" in einem größeren Abstand von der RWY angewiesen werden.

'''Auch bei LOW VIS heißt es ganz normal ILS 29 und nicht cleared CAT II ILS 29'''

== Airport-Specials ==

'''LOWW'''
Verfügbare CAT-3 Runways 16(=Standardkonfiguration)/29

LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS

,,LOW VISIBILITY PROCEDURES IN OPERATION”
Meldung “runway vacated” nur auf Anweisung vom Fluglosten (ATCO)

for more information refer to point 7: [http://eaip.austrocontrol.at/lo/130111/PART_3/AD_2/PRI/AD_2_LOWW/LO_AD_2_LOWW_en.pdf]

'''LOWL'''
Verfügbare CAT-3 Runway 26.
LOW VISIBILITY PROCEDURES IN FORCE FOR LOWL: ATC-LOW VISIBILITY PROCEDURES (LVP) WILL BECOME EFFECTIVE IN RELATION TO WEATHER CONDITIONS AS SPECIFIED BELOW.
AVOIDANCE OF DISTURBANCES TO THE ILS SIGNALS ARE NORMALLY ACHIEVED BY PROVIDING APPROPRIATE SPACING BETWEEN AIRCRAFT ON FINAL APPROACH.

LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS

,,LOW VISIBILITY PROCEDURES IN OPERATION”

for more information refer to point 5: [http://eaip.austrocontrol.at/lo/130111/PART_3/AD_2/PRI/AD_2_LOWL/LO_AD_2_LOWL_en.pdf]

'''LOWK'''
Verfügbare CAT-2 Runway 28R

CAT-3 requires ATC-authorization (MA-climb 4,7%)
LOW VISIBILITY PROCEDURES IN FORCE FOR LOWK: ATC-LOW VISIBILITY PROCEDURES (LVP) WILL BECOME EFFECTIVE IN RELATION TO WEATHER CONDITIONS AS SPECIFIED BELOW. AVOIDANCE OF DISTURBANCES TO THE ILS SIGNALS ARE NORMALLY ACHIEVED BY PROVIDING APPROPRIATE SPACING BETWEEN AIRCRAFT ON FINAL APPROACH. LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS ,,LOW VISIBILITY PROCEDURES IN OPERATION”

for more information refer to point 6: [http://eaip.austrocontrol.at/lo/130111/PART_3/AD_2/PRI/AD_2_LOWK/LO_AD_2_LOWK_en.pdf]

'''LOWI'''
Verfügbare CAT-2 oder CAT-3 Runway: keine.

Es gibt auch keine definierten LVP, aber folgende Minima:
* VFR minima: dem Luftraum (Cat. B) entsprechend
* IFR arrival minima: 3km (aircraft cat. A-B) bzw. 5km (Aircraft cat. C-D) flight visibility
* IFR departure minima: 1.500m,
*: - except RNAV 0.3 RNP departure: RVR 300m.
*: - except low fog or mist: RVR 600m AND visibility >5km above this layer AND no further clouds 3.100ft AGL

for more information refer to point 4: [http://eaip.austrocontrol.at/lo/130111/PART_3/AD_2/PRI/AD_2_LOWI/LO_AD_2_LOWI_en.pdf]

also check further information in the [[LOWI_Primer]].

'''LOWG'''
Verfügbare CAT-3 Runway 35C

LOW VISIBILITY PROCEDURES IN FORCE FOR LOWG: ATC-LOW VISIBILITY PROCEDURES (LVP) WILL BECOME EFFECTIVE IN RELATION TO WEATHER CONDITIONS AS SPECIFIED BELOW. AVOIDANCE OF DISTURBANCES TO THE ILS SIGNALS ARE NORMALLY ACHIEVED BY PROVIDING APPROPRIATE SPACING BETWEEN AIRCRAFT ON FINAL APPROACH.

LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS

,,LOW VISIBILITY PROCEDURES IN OPERATION”

for more information refer to point 5: [http://eaip.austrocontrol.at/lo/130111/PART_3/AD_2/PRI/AD_2_LOWG/LO_AD_2_LOWG_en.pdf]

'''LOWS'''
Verfügbare CAT-2 Runway 16

CAT-3 requires ATC-authorization (see special chart)

for more information refer to point 7: [http://eaip.austrocontrol.at/lo/130111/PART_3/AD_2/PRI/AD_2_LOWS/LO_AD_2_LOWS_en.pdf]

[[Category:Documents]][[Category:Study Guides]][[Category:Procedures]][[Category:Training]][[Category:Controller]]

Study Guide:Low Visibility Procedures

2013-01-17T23:24:53Z

Georg Lauenstein: /* Bedeutung */

'''For better using follow the steps below to prevend the dynamic update Cycle each month:

1. go to eAIP Austro Control:[http://eaip.austrocontrol.at/]

2. clck on "current version"

3. click on ''PART III AD''

4. click on ''AD 2'' and then on your prefered airport for example Vienna: ''LOWW''

== Bedeutung ==

LVP sind Verfahren, welche bei schlechter Sicht das Handling auf ATC-Seite eingrenzen. Der Wirkungsbereich dieser Verfahren erstreckt sich auf An- und Abflüge. Damit diese Verfahren aktiv werden können, müssen Flughafen und Flugzeug für die jeweilige CAT-Betriebsstufe freigegeben sein. Dabei ist der jeweilige tiefste Wert derjenige, welcher verwendet werden darf.

'''BEGRIFFE: RVR/CAT'''

RVR = Runway Visual Range (Landebahnsicht)
Die RVR wird pro Runway in den Abschnitten "Touchdown Zone", "Mid Point" und "Stop End" gemessen

{| class="wikitable"
|-
| ILS-Typ|| Minimale RVR || mindeste Entscheidungshöhe (über Grund)
|-
|Kategorie 1 / Cat I || 550 Meter oder Visibility 800 Meter || below 200ft
|-
|Kategorie 2 / Cat II || 300 Meter || 100ft
|-
|Kategorie 3a / Cat IIIa || 200 Meter || weniger als 100ft
|-
|Kategorie 3b / Cat IIIb || mind. 75 Meter || weniger als 50ft
|-
|Kategorie 3c / Cat IIIc || keine || keine Höhe
|-
|}

== Verfahren ==

LVP in der ATIS bekanntmachen (Uniatis-String „&LVP“)

CAT II: LOW VISIBILITY PROCEDURES CAT II IN OPERATION

CAT III: LOW VISIBILITY PROCEDURES CAT III IN OPERATION

Conditional clearances mit Rücksicht auf die Verhältnisse hinterfragen
(„do you have approaching traffic in sight?“ bei 2nm Entfernung wäre sinnlos, Taxianweisungen „follow behind … „ machen weiterhin Sinn)

Landefreigabe: mind. 2,5 NM normal 3 NM in Ausnahmefällen (erfordert Info an Piloten) 1nm vor der Pistenschwelle,
spätestens Intercept auf das ILS bei 8nm bis 18 NM

Mindestabstand für APP: statt 3 NM entsprechend höher wählen (Bedenke längere Zeiten für RWY cleared etc.)
Piloten sind verpflichtet, „runway vacated“ zu reporten

Im Allgemeinen wird bei solchen Sichtverhältnissen die Anflugrate drastisch reduziert.

== Phraseologie ==

Anflugfreigabe durch „normale“ ILS-Freigabe aber mit Übergabe der RVR Werte:

Beispiel:
''AUA 105, turn right reading 260, cleared ILS 29, RVR 500 metres''

Analog bei der Freigabe zur Landung.

Beispiel:
''AUA 105, RVR 500 metres, wind 310 degrees, 9 knots, RWY 29, cleared to land'
bei initial contact Hinweis auf „LVP in operation“

Dem abfliegenden Luftfarhzeug muss mit der Meldung "Hold at CAT II holding point" in einem größeren Abstand von der RWY angewiesen werden.

'''Auch bei LOW VIS heißt es ganz normal ILS 29 und nicht cleared CAT II ILS 29'''

== Airport-Specials ==

'''LOWW'''
Verfügbare CAT-3 Runways 16(=Standardkonfiguration)/29

LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS

,,LOW VISIBILITY PROCEDURES IN OPERATION”
Meldung “runway vacated” nur auf Anweisung vom Fluglosten (ATCO)

for more information refer to point 7: [http://eaip.austrocontrol.at/lo/130111/PART_3/AD_2/PRI/AD_2_LOWW/LO_AD_2_LOWW_en.pdf]

'''LOWL'''
Verfügbare CAT-3 Runway 26.
LOW VISIBILITY PROCEDURES IN FORCE FOR LOWL: ATC-LOW VISIBILITY PROCEDURES (LVP) WILL BECOME EFFECTIVE IN RELATION TO WEATHER CONDITIONS AS SPECIFIED BELOW.
AVOIDANCE OF DISTURBANCES TO THE ILS SIGNALS ARE NORMALLY ACHIEVED BY PROVIDING APPROPRIATE SPACING BETWEEN AIRCRAFT ON FINAL APPROACH.

LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS

,,LOW VISIBILITY PROCEDURES IN OPERATION”

for more information refer to point 5: [http://eaip.austrocontrol.at/lo/130111/PART_3/AD_2/PRI/AD_2_LOWL/LO_AD_2_LOWL_en.pdf]

'''LOWK'''
Verfügbare CAT-2 Runway 28R

CAT-3 requires ATC-authorization (MA-climb 4,7%)
LOW VISIBILITY PROCEDURES IN FORCE FOR LOWK: ATC-LOW VISIBILITY PROCEDURES (LVP) WILL BECOME EFFECTIVE IN RELATION TO WEATHER CONDITIONS AS SPECIFIED BELOW. AVOIDANCE OF DISTURBANCES TO THE ILS SIGNALS ARE NORMALLY ACHIEVED BY PROVIDING APPROPRIATE SPACING BETWEEN AIRCRAFT ON FINAL APPROACH. LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS ,,LOW VISIBILITY PROCEDURES IN OPERATION”

for more information refer to point 6: [http://eaip.austrocontrol.at/lo/130111/PART_3/AD_2/PRI/AD_2_LOWK/LO_AD_2_LOWK_en.pdf]

'''LOWI'''
Verfügbare CAT-2 oder CAT-3 Runway: keine.

Es gibt auch keine definierten LVP, aber folgende Minima:
* VFR minima: dem Luftraum (Cat. B) entsprechend
* IFR arrival minima: 3km (aircraft cat. A-B) bzw. 5km (Aircraft cat. C-D) flight visibility
* IFR departure minima: 1.500m,
*: - except RNAV 0.3 RNP departure: RVR 300m.
*: - except low fog or mist: RVR 600m AND visibility >5km above this layer AND no further clouds 3.100ft AGL

for more information refer to point 4: [http://eaip.austrocontrol.at/lo/130111/PART_3/AD_2/PRI/AD_2_LOWI/LO_AD_2_LOWI_en.pdf]

also check further information in the [[LOWI_Primer]].

'''LOWG'''
Verfügbare CAT-3 Runway 35C

LOW VISIBILITY PROCEDURES IN FORCE FOR LOWG: ATC-LOW VISIBILITY PROCEDURES (LVP) WILL BECOME EFFECTIVE IN RELATION TO WEATHER CONDITIONS AS SPECIFIED BELOW. AVOIDANCE OF DISTURBANCES TO THE ILS SIGNALS ARE NORMALLY ACHIEVED BY PROVIDING APPROPRIATE SPACING BETWEEN AIRCRAFT ON FINAL APPROACH.

LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS

,,LOW VISIBILITY PROCEDURES IN OPERATION”

for more information refer to point 5: [http://eaip.austrocontrol.at/lo/130111/PART_3/AD_2/PRI/AD_2_LOWG/LO_AD_2_LOWG_en.pdf]

'''LOWS'''
Verfügbare CAT-2 Runway 16

CAT-3 requires ATC-authorization (see special chart)

for more information refer to point 7: [http://eaip.austrocontrol.at/lo/130111/PART_3/AD_2/PRI/AD_2_LOWS/LO_AD_2_LOWS_en.pdf]

[[Category:Documents]][[Category:Study Guides]][[Category:Procedures]][[Category:Training]][[Category:Controller]]

Study Guide:Low Visibility Procedures

2013-01-17T23:18:02Z

Georg Lauenstein:

'''For better using follow the steps below to prevend the dynamic update Cycle each month:

1. go to eAIP Austro Control:[http://eaip.austrocontrol.at/]

2. clck on "current version"

3. click on ''PART III AD''

4. click on ''AD 2'' and then on your prefered airport for example Vienna: ''LOWW''

== Bedeutung ==

LVP sind Verfahren, welche bei schlechter Sicht das Handling auf ATC-Seite eingrenzen. Der Wirkungsbereich dieser Verfahren erstreckt sich auf An- und Abflüge. Damit diese Verfahren aktiv werden können, müssen Flughafen und Flugzeug für die jeweilige CAT-Betriebsstufe freigegeben sein. Dabei ist der jeweilige tiefste Wert derjenige, welcher verwendet werden darf.

'''BEGRIFFE: RVR/CAT'''

RVR = Runway Visual Range (Landebahnsicht)
Die RVR wird pro Runway in den Abschnitten "Touchdown Zone", "Mid Point" und "Stop End" gemessen

{| class="wikitable"
|-
| ILS-Typ|| Minimale RVR || mindeste Entscheidungshöhe (über Grund)
|-
|Kategorie 1 / Cat I || 550 Meter oder Visibility 800 Meter || 200ft
|-
|Kategorie 2 / Cat II || 300 Meter || 100ft
|-
|Kategorie 3a / Cat IIIa || 200 Meter || weniger als 100ft
|-
|Kategorie 3b / Cat IIIb || mind. 75 Meter || weniger als 50ft
|-
|Kategorie 3c / Cat IIIc || keine || keine Höhe
|-
|}

== Verfahren ==

LVP in der ATIS bekanntmachen (Uniatis-String „&LVP“)

CAT II: LOW VISIBILITY PROCEDURES CAT II IN OPERATION

CAT III: LOW VISIBILITY PROCEDURES CAT III IN OPERATION

Conditional clearances mit Rücksicht auf die Verhältnisse hinterfragen
(„do you have approaching traffic in sight?“ bei 2nm Entfernung wäre sinnlos, Taxianweisungen „follow behind … „ machen weiterhin Sinn)

Landefreigabe: mind. 2,5 NM normal 3 NM in Ausnahmefällen (erfordert Info an Piloten) 1nm vor der Pistenschwelle,
spätestens Intercept auf das ILS bei 8nm bis 18 NM

Mindestabstand für APP: statt 3 NM entsprechend höher wählen (Bedenke längere Zeiten für RWY cleared etc.)
Piloten sind verpflichtet, „runway vacated“ zu reporten

Im Allgemeinen wird bei solchen Sichtverhältnissen die Anflugrate drastisch reduziert.

== Phraseologie ==

Anflugfreigabe durch „normale“ ILS-Freigabe aber mit Übergabe der RVR Werte:

Beispiel:
''AUA 105, turn right reading 260, cleared ILS 29, RVR 500 metres''

Analog bei der Freigabe zur Landung.

Beispiel:
''AUA 105, RVR 500 metres, wind 310 degrees, 9 knots, RWY 29, cleared to land'
bei initial contact Hinweis auf „LVP in operation“

Dem abfliegenden Luftfarhzeug muss mit der Meldung "Hold at CAT II holding point" in einem größeren Abstand von der RWY angewiesen werden.

'''Auch bei LOW VIS heißt es ganz normal ILS 29 und nicht cleared CAT II ILS 29'''

== Airport-Specials ==

'''LOWW'''
Verfügbare CAT-3 Runways 16(=Standardkonfiguration)/29

LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS

,,LOW VISIBILITY PROCEDURES IN OPERATION”
Meldung “runway vacated” nur auf Anweisung vom Fluglosten (ATCO)

for more information refer to point 7: [http://eaip.austrocontrol.at/lo/130111/PART_3/AD_2/PRI/AD_2_LOWW/LO_AD_2_LOWW_en.pdf]

'''LOWL'''
Verfügbare CAT-3 Runway 26.
LOW VISIBILITY PROCEDURES IN FORCE FOR LOWL: ATC-LOW VISIBILITY PROCEDURES (LVP) WILL BECOME EFFECTIVE IN RELATION TO WEATHER CONDITIONS AS SPECIFIED BELOW.
AVOIDANCE OF DISTURBANCES TO THE ILS SIGNALS ARE NORMALLY ACHIEVED BY PROVIDING APPROPRIATE SPACING BETWEEN AIRCRAFT ON FINAL APPROACH.

LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS

,,LOW VISIBILITY PROCEDURES IN OPERATION”

for more information refer to point 5: [http://eaip.austrocontrol.at/lo/130111/PART_3/AD_2/PRI/AD_2_LOWL/LO_AD_2_LOWL_en.pdf]

'''LOWK'''
Verfügbare CAT-2 Runway 28R

CAT-3 requires ATC-authorization (MA-climb 4,7%)
LOW VISIBILITY PROCEDURES IN FORCE FOR LOWK: ATC-LOW VISIBILITY PROCEDURES (LVP) WILL BECOME EFFECTIVE IN RELATION TO WEATHER CONDITIONS AS SPECIFIED BELOW. AVOIDANCE OF DISTURBANCES TO THE ILS SIGNALS ARE NORMALLY ACHIEVED BY PROVIDING APPROPRIATE SPACING BETWEEN AIRCRAFT ON FINAL APPROACH. LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS ,,LOW VISIBILITY PROCEDURES IN OPERATION”

for more information refer to point 6: [http://eaip.austrocontrol.at/lo/130111/PART_3/AD_2/PRI/AD_2_LOWK/LO_AD_2_LOWK_en.pdf]

'''LOWI'''
Verfügbare CAT-2 oder CAT-3 Runway: keine.

Es gibt auch keine definierten LVP, aber folgende Minima:
* VFR minima: dem Luftraum (Cat. B) entsprechend
* IFR arrival minima: 3km (aircraft cat. A-B) bzw. 5km (Aircraft cat. C-D) flight visibility
* IFR departure minima: 1.500m,
*: - except RNAV 0.3 RNP departure: RVR 300m.
*: - except low fog or mist: RVR 600m AND visibility >5km above this layer AND no further clouds 3.100ft AGL

for more information refer to point 4: [http://eaip.austrocontrol.at/lo/130111/PART_3/AD_2/PRI/AD_2_LOWI/LO_AD_2_LOWI_en.pdf]

also check further information in the [[LOWI_Primer]].

'''LOWG'''
Verfügbare CAT-3 Runway 35C

LOW VISIBILITY PROCEDURES IN FORCE FOR LOWG: ATC-LOW VISIBILITY PROCEDURES (LVP) WILL BECOME EFFECTIVE IN RELATION TO WEATHER CONDITIONS AS SPECIFIED BELOW. AVOIDANCE OF DISTURBANCES TO THE ILS SIGNALS ARE NORMALLY ACHIEVED BY PROVIDING APPROPRIATE SPACING BETWEEN AIRCRAFT ON FINAL APPROACH.

LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS

,,LOW VISIBILITY PROCEDURES IN OPERATION”

for more information refer to point 5: [http://eaip.austrocontrol.at/lo/130111/PART_3/AD_2/PRI/AD_2_LOWG/LO_AD_2_LOWG_en.pdf]

'''LOWS'''
Verfügbare CAT-2 Runway 16

CAT-3 requires ATC-authorization (see special chart)

for more information refer to point 7: [http://eaip.austrocontrol.at/lo/130111/PART_3/AD_2/PRI/AD_2_LOWS/LO_AD_2_LOWS_en.pdf]

[[Category:Documents]][[Category:Study Guides]][[Category:Procedures]][[Category:Training]][[Category:Controller]]

Study Guide:Low Visibility Procedures

2013-01-17T23:13:21Z

Georg Lauenstein: /* Bedeutung */

'''For better using follow the steps below to prevend the dynamic update Cycle each month:

1. go to http://eaip.austrocontrol.at/

2. clck on "current version

3. click on PART III AD stand for Aerodrome

4. click on AD 2 and then on your prefered airport for example Vienna: LOWW'''

== Bedeutung ==

LVP sind Verfahren, welche bei schlechter Sicht das Handling auf ATC-Seite eingrenzen. Der Wirkungsbereich dieser Verfahren erstreckt sich auf An- und Abflüge. Damit diese Verfahren aktiv werden können, müssen Flughafen und Flugzeug für die jeweilige CAT-Betriebsstufe freigegeben sein. Dabei ist der jeweilige tiefste Wert derjenige, welcher verwendet werden darf.

'''BEGRIFFE: RVR/CAT'''

RVR = Runway Visual Range (Landebahnsicht)
Die RVR wird pro Runway in den Abschnitten "Touchdown Zone", "Mid Point" und "Stop End" gemessen

{| class="wikitable"
|-
| ILS-Typ|| Minimale RVR || mindeste Entscheidungshöhe (über Grund)
|-
|Kategorie 1 / Cat I || 550 Meter oder Visibility 800 Meter || 200ft
|-
|Kategorie 2 / Cat II || 300 Meter || 100ft
|-
|Kategorie 3a / Cat IIIa || 200 Meter || weniger als 100ft
|-
|Kategorie 3b / Cat IIIb || mind. 75 Meter || weniger als 50ft
|-
|Kategorie 3c / Cat IIIc || keine || keine Höhe
|-
|}

== Verfahren ==

LVP in der ATIS bekanntmachen (Uniatis-String „&LVP“)

CAT II: LOW VISIBILITY PROCEDURES CAT II IN OPERATION

CAT III: LOW VISIBILITY PROCEDURES CAT III IN OPERATION

Conditional clearances mit Rücksicht auf die Verhältnisse hinterfragen
(„do you have approaching traffic in sight?“ bei 2nm Entfernung wäre sinnlos, Taxianweisungen „follow behind … „ machen weiterhin Sinn)

Landefreigabe: mind. 2,5 NM normal 3 NM in Ausnahmefällen (erfordert Info an Piloten) 1nm vor der Pistenschwelle,
spätestens Intercept auf das ILS bei 8nm bis 18 NM

Mindestabstand für APP: statt 3 NM entsprechend höher wählen (Bedenke längere Zeiten für RWY cleared etc.)
Piloten sind verpflichtet, „runway vacated“ zu reporten

Im Allgemeinen wird bei solchen Sichtverhältnissen die Anflugrate drastisch reduziert.

== Phraseologie ==

Anflugfreigabe durch „normale“ ILS-Freigabe aber mit Übergabe der RVR Werte:

Beispiel:
''AUA 105, turn right reading 260, cleared ILS 29, RVR 500 metres''

Analog bei der Freigabe zur Landung.

Beispiel:
''AUA 105, RVR 500 metres, wind 310 degrees, 9 knots, RWY 29, cleared to land'
bei initial contact Hinweis auf „LVP in operation“

Dem abfliegenden Luftfarhzeug muss mit der Meldung "Hold at CAT II holding point" in einem größeren Abstand von der RWY angewiesen werden.

'''Auch bei LOW VIS heißt es ganz normal ILS 29 und nicht cleared CAT II ILS 29'''

== Airport-Specials ==

'''LOWW'''
Verfügbare CAT-3 Runways 16(=Standardkonfiguration)/29

LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS

,,LOW VISIBILITY PROCEDURES IN OPERATION”
Meldung “runway vacated” nur auf Anweisung vom Fluglosten (ATCO)

for more information refer to point 7: [http://eaip.austrocontrol.at/lo/130111/PART_3/AD_2/PRI/AD_2_LOWW/LO_AD_2_LOWW_en.pdf]

'''LOWL'''
Verfügbare CAT-3 Runway 26.
LOW VISIBILITY PROCEDURES IN FORCE FOR LOWL: ATC-LOW VISIBILITY PROCEDURES (LVP) WILL BECOME EFFECTIVE IN RELATION TO WEATHER CONDITIONS AS SPECIFIED BELOW.
AVOIDANCE OF DISTURBANCES TO THE ILS SIGNALS ARE NORMALLY ACHIEVED BY PROVIDING APPROPRIATE SPACING BETWEEN AIRCRAFT ON FINAL APPROACH.

LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS

,,LOW VISIBILITY PROCEDURES IN OPERATION”

for more information refer to point 5: [http://eaip.austrocontrol.at/lo/130111/PART_3/AD_2/PRI/AD_2_LOWL/LO_AD_2_LOWL_en.pdf]

'''LOWK'''
Verfügbare CAT-2 Runway 28R

CAT-3 requires ATC-authorization (MA-climb 4,7%)
LOW VISIBILITY PROCEDURES IN FORCE FOR LOWK: ATC-LOW VISIBILITY PROCEDURES (LVP) WILL BECOME EFFECTIVE IN RELATION TO WEATHER CONDITIONS AS SPECIFIED BELOW. AVOIDANCE OF DISTURBANCES TO THE ILS SIGNALS ARE NORMALLY ACHIEVED BY PROVIDING APPROPRIATE SPACING BETWEEN AIRCRAFT ON FINAL APPROACH. LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS ,,LOW VISIBILITY PROCEDURES IN OPERATION”

for more information refer to point 6: [http://eaip.austrocontrol.at/lo/130111/PART_3/AD_2/PRI/AD_2_LOWK/LO_AD_2_LOWK_en.pdf]

'''LOWI'''
Verfügbare CAT-2 oder CAT-3 Runway: keine.

Es gibt auch keine definierten LVP, aber folgende Minima:
* VFR minima: dem Luftraum (Cat. B) entsprechend
* IFR arrival minima: 3km (aircraft cat. A-B) bzw. 5km (Aircraft cat. C-D) flight visibility
* IFR departure minima: 1.500m,
*: - except RNAV 0.3 RNP departure: RVR 300m.
*: - except low fog or mist: RVR 600m AND visibility >5km above this layer AND no further clouds 3.100ft AGL

for more information refer to point 4: [http://eaip.austrocontrol.at/lo/130111/PART_3/AD_2/PRI/AD_2_LOWI/LO_AD_2_LOWI_en.pdf]

also check further information in the [[LOWI_Primer]].

'''LOWG'''
Verfügbare CAT-3 Runway 35C

LOW VISIBILITY PROCEDURES IN FORCE FOR LOWG: ATC-LOW VISIBILITY PROCEDURES (LVP) WILL BECOME EFFECTIVE IN RELATION TO WEATHER CONDITIONS AS SPECIFIED BELOW. AVOIDANCE OF DISTURBANCES TO THE ILS SIGNALS ARE NORMALLY ACHIEVED BY PROVIDING APPROPRIATE SPACING BETWEEN AIRCRAFT ON FINAL APPROACH.

LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS

,,LOW VISIBILITY PROCEDURES IN OPERATION”

for more information refer to point 5: [http://eaip.austrocontrol.at/lo/130111/PART_3/AD_2/PRI/AD_2_LOWG/LO_AD_2_LOWG_en.pdf]

'''LOWS'''
Verfügbare CAT-2 Runway 16

CAT-3 requires ATC-authorization (see special chart)

for more information refer to point 7: [http://eaip.austrocontrol.at/lo/130111/PART_3/AD_2/PRI/AD_2_LOWS/LO_AD_2_LOWS_en.pdf]

[[Category:Documents]][[Category:Study Guides]][[Category:Procedures]][[Category:Training]][[Category:Controller]]

Study Guide:Low Visibility Procedures

2013-01-17T23:13:07Z

Georg Lauenstein: /* Airport-Specials */

== Bedeutung ==

LVP sind Verfahren, welche bei schlechter Sicht das Handling auf ATC-Seite eingrenzen. Der Wirkungsbereich dieser Verfahren erstreckt sich auf An- und Abflüge. Damit diese Verfahren aktiv werden können, müssen Flughafen und Flugzeug für die jeweilige CAT-Betriebsstufe freigegeben sein. Dabei ist der jeweilige tiefste Wert derjenige, welcher verwendet werden darf.

'''BEGRIFFE: RVR/CAT'''

RVR = Runway Visual Range (Landebahnsicht)
Die RVR wird pro Runway in den Abschnitten "Touchdown Zone", "Mid Point" und "Stop End" gemessen

{| class="wikitable"
|-
| ILS-Typ|| Minimale RVR || mindeste Entscheidungshöhe (über Grund)
|-
|Kategorie 1 / Cat I || 550 Meter oder Visibility 800 Meter || 200ft
|-
|Kategorie 2 / Cat II || 300 Meter || 100ft
|-
|Kategorie 3a / Cat IIIa || 200 Meter || weniger als 100ft
|-
|Kategorie 3b / Cat IIIb || mind. 75 Meter || weniger als 50ft
|-
|Kategorie 3c / Cat IIIc || keine || keine Höhe
|-
|}

== Verfahren ==

LVP in der ATIS bekanntmachen (Uniatis-String „&LVP“)

CAT II: LOW VISIBILITY PROCEDURES CAT II IN OPERATION

CAT III: LOW VISIBILITY PROCEDURES CAT III IN OPERATION

Conditional clearances mit Rücksicht auf die Verhältnisse hinterfragen
(„do you have approaching traffic in sight?“ bei 2nm Entfernung wäre sinnlos, Taxianweisungen „follow behind … „ machen weiterhin Sinn)

Landefreigabe: mind. 2,5 NM normal 3 NM in Ausnahmefällen (erfordert Info an Piloten) 1nm vor der Pistenschwelle,
spätestens Intercept auf das ILS bei 8nm bis 18 NM

Mindestabstand für APP: statt 3 NM entsprechend höher wählen (Bedenke längere Zeiten für RWY cleared etc.)
Piloten sind verpflichtet, „runway vacated“ zu reporten

Im Allgemeinen wird bei solchen Sichtverhältnissen die Anflugrate drastisch reduziert.

== Phraseologie ==

Anflugfreigabe durch „normale“ ILS-Freigabe aber mit Übergabe der RVR Werte:

Beispiel:
''AUA 105, turn right reading 260, cleared ILS 29, RVR 500 metres''

Analog bei der Freigabe zur Landung.

Beispiel:
''AUA 105, RVR 500 metres, wind 310 degrees, 9 knots, RWY 29, cleared to land'
bei initial contact Hinweis auf „LVP in operation“

Dem abfliegenden Luftfarhzeug muss mit der Meldung "Hold at CAT II holding point" in einem größeren Abstand von der RWY angewiesen werden.

'''Auch bei LOW VIS heißt es ganz normal ILS 29 und nicht cleared CAT II ILS 29'''

== Airport-Specials ==

'''LOWW'''
Verfügbare CAT-3 Runways 16(=Standardkonfiguration)/29

LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS

,,LOW VISIBILITY PROCEDURES IN OPERATION”
Meldung “runway vacated” nur auf Anweisung vom Fluglosten (ATCO)

for more information refer to point 7: [http://eaip.austrocontrol.at/lo/130111/PART_3/AD_2/PRI/AD_2_LOWW/LO_AD_2_LOWW_en.pdf]

'''LOWL'''
Verfügbare CAT-3 Runway 26.
LOW VISIBILITY PROCEDURES IN FORCE FOR LOWL: ATC-LOW VISIBILITY PROCEDURES (LVP) WILL BECOME EFFECTIVE IN RELATION TO WEATHER CONDITIONS AS SPECIFIED BELOW.
AVOIDANCE OF DISTURBANCES TO THE ILS SIGNALS ARE NORMALLY ACHIEVED BY PROVIDING APPROPRIATE SPACING BETWEEN AIRCRAFT ON FINAL APPROACH.

LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS

,,LOW VISIBILITY PROCEDURES IN OPERATION”

for more information refer to point 5: [http://eaip.austrocontrol.at/lo/130111/PART_3/AD_2/PRI/AD_2_LOWL/LO_AD_2_LOWL_en.pdf]

'''LOWK'''
Verfügbare CAT-2 Runway 28R

CAT-3 requires ATC-authorization (MA-climb 4,7%)
LOW VISIBILITY PROCEDURES IN FORCE FOR LOWK: ATC-LOW VISIBILITY PROCEDURES (LVP) WILL BECOME EFFECTIVE IN RELATION TO WEATHER CONDITIONS AS SPECIFIED BELOW. AVOIDANCE OF DISTURBANCES TO THE ILS SIGNALS ARE NORMALLY ACHIEVED BY PROVIDING APPROPRIATE SPACING BETWEEN AIRCRAFT ON FINAL APPROACH. LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS ,,LOW VISIBILITY PROCEDURES IN OPERATION”

for more information refer to point 6: [http://eaip.austrocontrol.at/lo/130111/PART_3/AD_2/PRI/AD_2_LOWK/LO_AD_2_LOWK_en.pdf]

'''LOWI'''
Verfügbare CAT-2 oder CAT-3 Runway: keine.

Es gibt auch keine definierten LVP, aber folgende Minima:
* VFR minima: dem Luftraum (Cat. B) entsprechend
* IFR arrival minima: 3km (aircraft cat. A-B) bzw. 5km (Aircraft cat. C-D) flight visibility
* IFR departure minima: 1.500m,
*: - except RNAV 0.3 RNP departure: RVR 300m.
*: - except low fog or mist: RVR 600m AND visibility >5km above this layer AND no further clouds 3.100ft AGL

for more information refer to point 4: [http://eaip.austrocontrol.at/lo/130111/PART_3/AD_2/PRI/AD_2_LOWI/LO_AD_2_LOWI_en.pdf]

also check further information in the [[LOWI_Primer]].

'''LOWG'''
Verfügbare CAT-3 Runway 35C

LOW VISIBILITY PROCEDURES IN FORCE FOR LOWG: ATC-LOW VISIBILITY PROCEDURES (LVP) WILL BECOME EFFECTIVE IN RELATION TO WEATHER CONDITIONS AS SPECIFIED BELOW. AVOIDANCE OF DISTURBANCES TO THE ILS SIGNALS ARE NORMALLY ACHIEVED BY PROVIDING APPROPRIATE SPACING BETWEEN AIRCRAFT ON FINAL APPROACH.

LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS

,,LOW VISIBILITY PROCEDURES IN OPERATION”

for more information refer to point 5: [http://eaip.austrocontrol.at/lo/130111/PART_3/AD_2/PRI/AD_2_LOWG/LO_AD_2_LOWG_en.pdf]

'''LOWS'''
Verfügbare CAT-2 Runway 16

CAT-3 requires ATC-authorization (see special chart)

for more information refer to point 7: [http://eaip.austrocontrol.at/lo/130111/PART_3/AD_2/PRI/AD_2_LOWS/LO_AD_2_LOWS_en.pdf]

[[Category:Documents]][[Category:Study Guides]][[Category:Procedures]][[Category:Training]][[Category:Controller]]

Study Guide:Low Visibility Procedures

2013-01-17T23:12:47Z

Georg Lauenstein: /* Airport-Specials */

Study Guide:Low Visibility Procedures

2013-01-17T22:56:23Z

Georg Lauenstein: /* Airport-Specials */

Study Guide:Low Visibility Procedures

2013-01-17T22:50:53Z

Georg Lauenstein: /* Airport-Specials */

== Bedeutung ==

LVP sind Verfahren, welche bei schlechter Sicht das Handling auf ATC-Seite eingrenzen. Der Wirkungsbereich dieser Verfahren erstreckt sich auf An- und Abflüge. Damit diese Verfahren aktiv werden können, müssen Flughafen und Flugzeug für die jeweilige CAT-Betriebsstufe freigegeben sein. Dabei ist der jeweilige tiefste Wert derjenige, welcher verwendet werden darf.

'''BEGRIFFE: RVR/CAT'''

RVR = Runway Visual Range (Landebahnsicht)
Die RVR wird pro Runway in den Abschnitten "Touchdown Zone", "Mid Point" und "Stop End" gemessen

{| class="wikitable"
|-
| ILS-Typ|| Minimale RVR || mindeste Entscheidungshöhe (über Grund)
|-
|Kategorie 1 / Cat I || 550 Meter oder Visibility 800 Meter || 200ft
|-
|Kategorie 2 / Cat II || 300 Meter || 100ft
|-
|Kategorie 3a / Cat IIIa || 200 Meter || weniger als 100ft
|-
|Kategorie 3b / Cat IIIb || mind. 75 Meter || weniger als 50ft
|-
|Kategorie 3c / Cat IIIc || keine || keine Höhe
|-
|}

== Verfahren ==

LVP in der ATIS bekanntmachen (Uniatis-String „&LVP“)

CAT II: LOW VISIBILITY PROCEDURES CAT II IN OPERATION

CAT III: LOW VISIBILITY PROCEDURES CAT III IN OPERATION

Conditional clearances mit Rücksicht auf die Verhältnisse hinterfragen
(„do you have approaching traffic in sight?“ bei 2nm Entfernung wäre sinnlos, Taxianweisungen „follow behind … „ machen weiterhin Sinn)

Landefreigabe: mind. 2,5 NM normal 3 NM in Ausnahmefällen (erfordert Info an Piloten) 1nm vor der Pistenschwelle,
spätestens Intercept auf das ILS bei 8nm bis 18 NM

Mindestabstand für APP: statt 3 NM entsprechend höher wählen (Bedenke längere Zeiten für RWY cleared etc.)
Piloten sind verpflichtet, „runway vacated“ zu reporten

Im Allgemeinen wird bei solchen Sichtverhältnissen die Anflugrate drastisch reduziert.

== Phraseologie ==

Anflugfreigabe durch „normale“ ILS-Freigabe aber mit Übergabe der RVR Werte:

Beispiel:
''AUA 105, turn right reading 260, cleared ILS 29, RVR 500 metres''

Analog bei der Freigabe zur Landung.

Beispiel:
''AUA 105, RVR 500 metres, wind 310 degrees, 9 knots, RWY 29, cleared to land'
bei initial contact Hinweis auf „LVP in operation“

Dem abfliegenden Luftfarhzeug muss mit der Meldung "Hold at CAT II holding point" in einem größeren Abstand von der RWY angewiesen werden.

'''Auch bei LOW VIS heißt es ganz normal ILS 29 und nicht cleared CAT II ILS 29'''

== Airport-Specials ==

'''LOWW'''
Verfügbare CAT-3 Runways 16(=Standardkonfiguration)/29

LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS

,,LOW VISIBILITY PROCEDURES IN OPERATION”
Meldung “runway vacated” nur auf Anweisung vom Fluglosten (ATCO)

Weitere sehr ausführliche Informationen unter Punkt 7 siehe hier: [http://eaip.austrocontrol.at/lo/130111/PART_3/AD_2/PRI/AD_2_LOWW/LO_AD_2_LOWW_en.pdf]

'''LOWL'''
Verfügbare CAT-3 Runway 26.
LOW VISIBILITY PROCEDURES IN FORCE FOR LOWL: ATC-LOW VISIBILITY PROCEDURES (LVP) WILL BECOME EFFECTIVE IN RELATION TO WEATHER CONDITIONS AS SPECIFIED BELOW.
AVOIDANCE OF DISTURBANCES TO THE ILS SIGNALS ARE NORMALLY ACHIEVED BY PROVIDING APPROPRIATE SPACING BETWEEN AIRCRAFT ON FINAL APPROACH.

LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS

,,LOW VISIBILITY PROCEDURES IN OPERATION”

'''LOWK'''
Verfügbare CAT-2 Runway 28R

CAT-3 requires ATC-authorization (MA-climb 4,7%)
LOW VISIBILITY PROCEDURES IN FORCE FOR LOWK: ATC-LOW VISIBILITY PROCEDURES (LVP) WILL BECOME EFFECTIVE IN RELATION TO WEATHER CONDITIONS AS SPECIFIED BELOW. AVOIDANCE OF DISTURBANCES TO THE ILS SIGNALS ARE NORMALLY ACHIEVED BY PROVIDING APPROPRIATE SPACING BETWEEN AIRCRAFT ON FINAL APPROACH. LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS ,,LOW VISIBILITY PROCEDURES IN OPERATION”

'''LOWI'''
Verfügbare CAT-2 oder CAT-3 Runway: keine.

Es gibt auch keine definierten LVP, aber folgende Minima:
* VFR minima: dem Luftraum (Cat. B) entsprechend
* IFR arrival minima: 3km (aircraft cat. A-B) bzw. 5km (Aircraft cat. C-D) flight visibility
* IFR departure minima: 1.500m,
*: - except RNAV 0.3 RNP departure: RVR 300m.
*: - except low fog or mist: RVR 600m AND visibility >5km above this layer AND no further clouds 3.100ft AGL

Mehr Infos zu Innsbruck Minima im [[LOWI_Primer]].

'''LOWG'''
Verfügbare CAT-3 Runway 35C

LOW VISIBILITY PROCEDURES IN FORCE FOR LOWG: ATC-LOW VISIBILITY PROCEDURES (LVP) WILL BECOME EFFECTIVE IN RELATION TO WEATHER CONDITIONS AS SPECIFIED BELOW. AVOIDANCE OF DISTURBANCES TO THE ILS SIGNALS ARE NORMALLY ACHIEVED BY PROVIDING APPROPRIATE SPACING BETWEEN AIRCRAFT ON FINAL APPROACH.

LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS ,,LOW VISIBILITY PROCEDURES IN OPERATION”

'''LOWS'''
Verfügbare CAT-2 Runway 16

CAT-3 requires ATC-authorization (see special chart)

[[Category:Documents]][[Category:Study Guides]][[Category:Procedures]][[Category:Training]][[Category:Controller]]

Study Guide:Low Visibility Procedures

2013-01-17T22:40:34Z

Georg Lauenstein: /* Phraseologie */

== Bedeutung ==

LVP sind Verfahren, welche bei schlechter Sicht das Handling auf ATC-Seite eingrenzen. Der Wirkungsbereich dieser Verfahren erstreckt sich auf An- und Abflüge. Damit diese Verfahren aktiv werden können, müssen Flughafen und Flugzeug für die jeweilige CAT-Betriebsstufe freigegeben sein. Dabei ist der jeweilige tiefste Wert derjenige, welcher verwendet werden darf.

'''BEGRIFFE: RVR/CAT'''

RVR = Runway Visual Range (Landebahnsicht)
Die RVR wird pro Runway in den Abschnitten "Touchdown Zone", "Mid Point" und "Stop End" gemessen

{| class="wikitable"
|-
| ILS-Typ|| Minimale RVR || mindeste Entscheidungshöhe (über Grund)
|-
|Kategorie 1 / Cat I || 550 Meter oder Visibility 800 Meter || 200ft
|-
|Kategorie 2 / Cat II || 300 Meter || 100ft
|-
|Kategorie 3a / Cat IIIa || 200 Meter || weniger als 100ft
|-
|Kategorie 3b / Cat IIIb || mind. 75 Meter || weniger als 50ft
|-
|Kategorie 3c / Cat IIIc || keine || keine Höhe
|-
|}

== Verfahren ==

LVP in der ATIS bekanntmachen (Uniatis-String „&LVP“)

CAT II: LOW VISIBILITY PROCEDURES CAT II IN OPERATION

CAT III: LOW VISIBILITY PROCEDURES CAT III IN OPERATION

Conditional clearances mit Rücksicht auf die Verhältnisse hinterfragen
(„do you have approaching traffic in sight?“ bei 2nm Entfernung wäre sinnlos, Taxianweisungen „follow behind … „ machen weiterhin Sinn)

Landefreigabe: mind. 2,5 NM normal 3 NM in Ausnahmefällen (erfordert Info an Piloten) 1nm vor der Pistenschwelle,
spätestens Intercept auf das ILS bei 8nm bis 18 NM

Mindestabstand für APP: statt 3 NM entsprechend höher wählen (Bedenke längere Zeiten für RWY cleared etc.)
Piloten sind verpflichtet, „runway vacated“ zu reporten

Im Allgemeinen wird bei solchen Sichtverhältnissen die Anflugrate drastisch reduziert.

== Phraseologie ==

Anflugfreigabe durch „normale“ ILS-Freigabe aber mit Übergabe der RVR Werte:

Beispiel:
''AUA 105, turn right reading 260, cleared ILS 29, RVR 500 metres''

Analog bei der Freigabe zur Landung.

Beispiel:
''AUA 105, RVR 500 metres, wind 310 degrees, 9 knots, RWY 29, cleared to land'
bei initial contact Hinweis auf „LVP in operation“

Dem abfliegenden Luftfarhzeug muss mit der Meldung "Hold at CAT II holding point" in einem größeren Abstand von der RWY angewiesen werden.

'''Auch bei LOW VIS heißt es ganz normal ILS 29 und nicht cleared CAT II ILS 29'''

== Airport-Specials ==

'''LOWW'''
Verfügbare CAT-3 Runways 16(=Standardkonfiguration)/29

LVP gilt bei:
LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS ,,LOW VISIBILITY PROCEDURES IN OPERATION”
Meldung “runway vacated” in LOWW nur auf ATC-request

'''LOWL'''
Verfügbare CAT-3 Runway 26.
LOW VISIBILITY PROCEDURES IN FORCE FOR LOWL: ATC-LOW VISIBILITY PROCEDURES (LVP) WILL BECOME EFFECTIVE IN RELATION TO WEATHER CONDITIONS AS SPECIFIED BELOW. AVOIDANCE OF DISTURBANCES TO THE ILS SIGNALS ARE NORMALLY ACHIEVED BY PROVIDING APPROPRIATE SPACING BETWEEN AIRCRAFT ON FINAL APPROACH. LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS ,,LOW VISIBILITY PROCEDURES IN OPERATION”

'''LOWK'''
Verfügbare CAT-2 Runway 28R

CAT-3 requires ATC-authorization (MA-climb 4,7%)
LOW VISIBILITY PROCEDURES IN FORCE FOR LOWK: ATC-LOW VISIBILITY PROCEDURES (LVP) WILL BECOME EFFECTIVE IN RELATION TO WEATHER CONDITIONS AS SPECIFIED BELOW. AVOIDANCE OF DISTURBANCES TO THE ILS SIGNALS ARE NORMALLY ACHIEVED BY PROVIDING APPROPRIATE SPACING BETWEEN AIRCRAFT ON FINAL APPROACH. LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS ,,LOW VISIBILITY PROCEDURES IN OPERATION”

'''LOWI'''
Verfügbare CAT-2 oder CAT-3 Runway: keine. Es gibt auch keine definierten LVP, aber folgende Minima:
* VFR minima: dem Luftraum (Cat. B) entsprechend
* IFR arrival minima: 3km (aircraft cat. A-B) bzw. 5km (Aircraft cat. C-D) flight visibility
* IFR departure minima: 1.500m,
*: - except RNAV 0.3 RNP departure: RVR 300m.
*: - except low fog or mist: RVR 600m AND visibility >5km above this layer AND no further clouds 3.100ft AAL

Mehr Infos zu Innsbruck Minima im [[LOWI_Primer]].

'''LOWG'''
Verfügbare CAT-3 Runway 35C

LOW VISIBILITY PROCEDURES IN FORCE FOR LOWG: ATC-LOW VISIBILITY PROCEDURES (LVP) WILL BECOME EFFECTIVE IN RELATION TO WEATHER CONDITIONS AS SPECIFIED BELOW. AVOIDANCE OF DISTURBANCES TO THE ILS SIGNALS ARE NORMALLY ACHIEVED BY PROVIDING APPROPRIATE SPACING BETWEEN AIRCRAFT ON FINAL APPROACH. LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS ,,LOW VISIBILITY PROCEDURES IN OPERATION”

'''LOWS'''
Verfügbare CAT-2 Runway 16

CAT-3 requires ATC-authorization (see special chart)

[[Category:Documents]][[Category:Study Guides]][[Category:Procedures]][[Category:Training]][[Category:Controller]]

Study Guide:Low Visibility Procedures

2013-01-17T22:39:01Z

Georg Lauenstein: /* Verfahren */

== Bedeutung ==

LVP sind Verfahren, welche bei schlechter Sicht das Handling auf ATC-Seite eingrenzen. Der Wirkungsbereich dieser Verfahren erstreckt sich auf An- und Abflüge. Damit diese Verfahren aktiv werden können, müssen Flughafen und Flugzeug für die jeweilige CAT-Betriebsstufe freigegeben sein. Dabei ist der jeweilige tiefste Wert derjenige, welcher verwendet werden darf.

'''BEGRIFFE: RVR/CAT'''

RVR = Runway Visual Range (Landebahnsicht)
Die RVR wird pro Runway in den Abschnitten "Touchdown Zone", "Mid Point" und "Stop End" gemessen

{| class="wikitable"
|-
| ILS-Typ|| Minimale RVR || mindeste Entscheidungshöhe (über Grund)
|-
|Kategorie 1 / Cat I || 550 Meter oder Visibility 800 Meter || 200ft
|-
|Kategorie 2 / Cat II || 300 Meter || 100ft
|-
|Kategorie 3a / Cat IIIa || 200 Meter || weniger als 100ft
|-
|Kategorie 3b / Cat IIIb || mind. 75 Meter || weniger als 50ft
|-
|Kategorie 3c / Cat IIIc || keine || keine Höhe
|-
|}

== Verfahren ==

LVP in der ATIS bekanntmachen (Uniatis-String „&LVP“)

CAT II: LOW VISIBILITY PROCEDURES CAT II IN OPERATION

CAT III: LOW VISIBILITY PROCEDURES CAT III IN OPERATION

Conditional clearances mit Rücksicht auf die Verhältnisse hinterfragen
(„do you have approaching traffic in sight?“ bei 2nm Entfernung wäre sinnlos, Taxianweisungen „follow behind … „ machen weiterhin Sinn)

Landefreigabe: mind. 2,5 NM normal 3 NM in Ausnahmefällen (erfordert Info an Piloten) 1nm vor der Pistenschwelle,
spätestens Intercept auf das ILS bei 8nm bis 18 NM

Mindestabstand für APP: statt 3 NM entsprechend höher wählen (Bedenke längere Zeiten für RWY cleared etc.)
Piloten sind verpflichtet, „runway vacated“ zu reporten

Im Allgemeinen wird bei solchen Sichtverhältnissen die Anflugrate drastisch reduziert.

== Phraseologie ==

Anflugfreigabe durch „normale“ ILS-Freigabe aber mit Übergabe der RVR Werte:

Beispiel:
''AUA 105, turn right reading 260, cleared ILS 29, RVR 500 metres''

Analog bei der Freigabe zur Landung.

Beispiel:
''AUA 105, RVR 500 metres, wind 310 degrees, 9 knots, RWY 29, cleared to land'
bei initial contact Hinweis auf „LVP in operation“

Dem abfliegenden Luftfarhzeug muss mit der Meldung "Hold at CAT II holding point" in einem größeren Abstand von der RWY angewiesen werden.

== Airport-Specials ==

'''LOWW'''
Verfügbare CAT-3 Runways 16(=Standardkonfiguration)/29

LVP gilt bei:
LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS ,,LOW VISIBILITY PROCEDURES IN OPERATION”
Meldung “runway vacated” in LOWW nur auf ATC-request

'''LOWL'''
Verfügbare CAT-3 Runway 26.
LOW VISIBILITY PROCEDURES IN FORCE FOR LOWL: ATC-LOW VISIBILITY PROCEDURES (LVP) WILL BECOME EFFECTIVE IN RELATION TO WEATHER CONDITIONS AS SPECIFIED BELOW. AVOIDANCE OF DISTURBANCES TO THE ILS SIGNALS ARE NORMALLY ACHIEVED BY PROVIDING APPROPRIATE SPACING BETWEEN AIRCRAFT ON FINAL APPROACH. LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS ,,LOW VISIBILITY PROCEDURES IN OPERATION”

'''LOWK'''
Verfügbare CAT-2 Runway 28R

CAT-3 requires ATC-authorization (MA-climb 4,7%)
LOW VISIBILITY PROCEDURES IN FORCE FOR LOWK: ATC-LOW VISIBILITY PROCEDURES (LVP) WILL BECOME EFFECTIVE IN RELATION TO WEATHER CONDITIONS AS SPECIFIED BELOW. AVOIDANCE OF DISTURBANCES TO THE ILS SIGNALS ARE NORMALLY ACHIEVED BY PROVIDING APPROPRIATE SPACING BETWEEN AIRCRAFT ON FINAL APPROACH. LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS ,,LOW VISIBILITY PROCEDURES IN OPERATION”

'''LOWI'''
Verfügbare CAT-2 oder CAT-3 Runway: keine. Es gibt auch keine definierten LVP, aber folgende Minima:
* VFR minima: dem Luftraum (Cat. B) entsprechend
* IFR arrival minima: 3km (aircraft cat. A-B) bzw. 5km (Aircraft cat. C-D) flight visibility
* IFR departure minima: 1.500m,
*: - except RNAV 0.3 RNP departure: RVR 300m.
*: - except low fog or mist: RVR 600m AND visibility >5km above this layer AND no further clouds 3.100ft AAL

Mehr Infos zu Innsbruck Minima im [[LOWI_Primer]].

'''LOWG'''
Verfügbare CAT-3 Runway 35C

LOW VISIBILITY PROCEDURES IN FORCE FOR LOWG: ATC-LOW VISIBILITY PROCEDURES (LVP) WILL BECOME EFFECTIVE IN RELATION TO WEATHER CONDITIONS AS SPECIFIED BELOW. AVOIDANCE OF DISTURBANCES TO THE ILS SIGNALS ARE NORMALLY ACHIEVED BY PROVIDING APPROPRIATE SPACING BETWEEN AIRCRAFT ON FINAL APPROACH. LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS ,,LOW VISIBILITY PROCEDURES IN OPERATION”

'''LOWS'''
Verfügbare CAT-2 Runway 16

CAT-3 requires ATC-authorization (see special chart)

[[Category:Documents]][[Category:Study Guides]][[Category:Procedures]][[Category:Training]][[Category:Controller]]

Study Guide:Low Visibility Procedures

2013-01-17T22:38:36Z

Georg Lauenstein: /* Verfahren */

== Bedeutung ==

LVP sind Verfahren, welche bei schlechter Sicht das Handling auf ATC-Seite eingrenzen. Der Wirkungsbereich dieser Verfahren erstreckt sich auf An- und Abflüge. Damit diese Verfahren aktiv werden können, müssen Flughafen und Flugzeug für die jeweilige CAT-Betriebsstufe freigegeben sein. Dabei ist der jeweilige tiefste Wert derjenige, welcher verwendet werden darf.

'''BEGRIFFE: RVR/CAT'''

RVR = Runway Visual Range (Landebahnsicht)
Die RVR wird pro Runway in den Abschnitten "Touchdown Zone", "Mid Point" und "Stop End" gemessen

{| class="wikitable"
|-
| ILS-Typ|| Minimale RVR || mindeste Entscheidungshöhe (über Grund)
|-
|Kategorie 1 / Cat I || 550 Meter oder Visibility 800 Meter || 200ft
|-
|Kategorie 2 / Cat II || 300 Meter || 100ft
|-
|Kategorie 3a / Cat IIIa || 200 Meter || weniger als 100ft
|-
|Kategorie 3b / Cat IIIb || mind. 75 Meter || weniger als 50ft
|-
|Kategorie 3c / Cat IIIc || keine || keine Höhe
|-
|}

== Verfahren ==

LVP in der ATIS bekanntmachen (Uniatis-String „&LVP“)

CAT II: LOW VISIBILITY PROCEDURES CAT II IN OPERATION
CAT III: LOW VISIBILITY PROCEDURES CAT III IN OPERATION

Conditional clearances mit Rücksicht auf die Verhältnisse hinterfragen
(„do you have approaching traffic in sight?“ bei 2nm Entfernung wäre sinnlos, Taxianweisungen „follow behind … „ machen weiterhin Sinn)

Landefreigabe: mind. 2,5 NM normal 3 NM in Ausnahmefällen (erfordert Info an Piloten) 1nm vor der Pistenschwelle,
spätestens Intercept auf das ILS bei 8nm bis 18 NM

Mindestabstand für APP: statt 3 NM entsprechend höher wählen (Bedenke längere Zeiten für RWY cleared etc.)
Piloten sind verpflichtet, „runway vacated“ zu reporten

Im Allgemeinen wird bei solchen Sichtverhältnissen die Anflugrate drastisch reduziert.

== Phraseologie ==

Anflugfreigabe durch „normale“ ILS-Freigabe aber mit Übergabe der RVR Werte:

Beispiel:
''AUA 105, turn right reading 260, cleared ILS 29, RVR 500 metres''

Analog bei der Freigabe zur Landung.

Beispiel:
''AUA 105, RVR 500 metres, wind 310 degrees, 9 knots, RWY 29, cleared to land'
bei initial contact Hinweis auf „LVP in operation“

Dem abfliegenden Luftfarhzeug muss mit der Meldung "Hold at CAT II holding point" in einem größeren Abstand von der RWY angewiesen werden.

== Airport-Specials ==

'''LOWW'''
Verfügbare CAT-3 Runways 16(=Standardkonfiguration)/29

LVP gilt bei:
LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS ,,LOW VISIBILITY PROCEDURES IN OPERATION”
Meldung “runway vacated” in LOWW nur auf ATC-request

'''LOWL'''
Verfügbare CAT-3 Runway 26.
LOW VISIBILITY PROCEDURES IN FORCE FOR LOWL: ATC-LOW VISIBILITY PROCEDURES (LVP) WILL BECOME EFFECTIVE IN RELATION TO WEATHER CONDITIONS AS SPECIFIED BELOW. AVOIDANCE OF DISTURBANCES TO THE ILS SIGNALS ARE NORMALLY ACHIEVED BY PROVIDING APPROPRIATE SPACING BETWEEN AIRCRAFT ON FINAL APPROACH. LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS ,,LOW VISIBILITY PROCEDURES IN OPERATION”

'''LOWK'''
Verfügbare CAT-2 Runway 28R

CAT-3 requires ATC-authorization (MA-climb 4,7%)
LOW VISIBILITY PROCEDURES IN FORCE FOR LOWK: ATC-LOW VISIBILITY PROCEDURES (LVP) WILL BECOME EFFECTIVE IN RELATION TO WEATHER CONDITIONS AS SPECIFIED BELOW. AVOIDANCE OF DISTURBANCES TO THE ILS SIGNALS ARE NORMALLY ACHIEVED BY PROVIDING APPROPRIATE SPACING BETWEEN AIRCRAFT ON FINAL APPROACH. LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS ,,LOW VISIBILITY PROCEDURES IN OPERATION”

'''LOWI'''
Verfügbare CAT-2 oder CAT-3 Runway: keine. Es gibt auch keine definierten LVP, aber folgende Minima:
* VFR minima: dem Luftraum (Cat. B) entsprechend
* IFR arrival minima: 3km (aircraft cat. A-B) bzw. 5km (Aircraft cat. C-D) flight visibility
* IFR departure minima: 1.500m,
*: - except RNAV 0.3 RNP departure: RVR 300m.
*: - except low fog or mist: RVR 600m AND visibility >5km above this layer AND no further clouds 3.100ft AAL

Mehr Infos zu Innsbruck Minima im [[LOWI_Primer]].

'''LOWG'''
Verfügbare CAT-3 Runway 35C

LOW VISIBILITY PROCEDURES IN FORCE FOR LOWG: ATC-LOW VISIBILITY PROCEDURES (LVP) WILL BECOME EFFECTIVE IN RELATION TO WEATHER CONDITIONS AS SPECIFIED BELOW. AVOIDANCE OF DISTURBANCES TO THE ILS SIGNALS ARE NORMALLY ACHIEVED BY PROVIDING APPROPRIATE SPACING BETWEEN AIRCRAFT ON FINAL APPROACH. LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS ,,LOW VISIBILITY PROCEDURES IN OPERATION”

'''LOWS'''
Verfügbare CAT-2 Runway 16

CAT-3 requires ATC-authorization (see special chart)

[[Category:Documents]][[Category:Study Guides]][[Category:Procedures]][[Category:Training]][[Category:Controller]]

Study Guide:Low Visibility Procedures

2013-01-17T22:34:51Z

Georg Lauenstein: /* Phraseologie */

== Bedeutung ==

LVP sind Verfahren, welche bei schlechter Sicht das Handling auf ATC-Seite eingrenzen. Der Wirkungsbereich dieser Verfahren erstreckt sich auf An- und Abflüge. Damit diese Verfahren aktiv werden können, müssen Flughafen und Flugzeug für die jeweilige CAT-Betriebsstufe freigegeben sein. Dabei ist der jeweilige tiefste Wert derjenige, welcher verwendet werden darf.

'''BEGRIFFE: RVR/CAT'''

RVR = Runway Visual Range (Landebahnsicht)
Die RVR wird pro Runway in den Abschnitten "Touchdown Zone", "Mid Point" und "Stop End" gemessen

{| class="wikitable"
|-
| ILS-Typ|| Minimale RVR || mindeste Entscheidungshöhe (über Grund)
|-
|Kategorie 1 / Cat I || 550 Meter oder Visibility 800 Meter || 200ft
|-
|Kategorie 2 / Cat II || 300 Meter || 100ft
|-
|Kategorie 3a / Cat IIIa || 200 Meter || weniger als 100ft
|-
|Kategorie 3b / Cat IIIb || mind. 75 Meter || weniger als 50ft
|-
|Kategorie 3c / Cat IIIc || keine || keine Höhe
|-
|}

== Verfahren ==

LVP in der ATIS bekanntmachen (Uniatis-String „&LVP“)

Abfliegenden Verkehr in der Taxi-Anweisung zu den jeweiligen CATII-Holdingpoints clearen

Conditional clearances mit Rücksicht auf die Verhältnisse hinterfragen
(„do you have approaching traffic in sight?“ bei 2nm Entfernung wäre sinnlos, Taxianweisungen „follow behind … „ machen weiterhin Sinn)

Landefreigabe: mind. 2nm in Ausnahmefällen (erfordert Info an Piloten) 1nm vor der Pistenschwelle,
spätestens Intercept auf das ILS bei 8nm

Mindestabstand für APP: statt 3nm entsprechend höher wählen (Bedenke längere Zeiten für RWY cleared etc.)
Piloten sind verpflichtet, „runway vacated“ zu reporten

== Phraseologie ==

Anflugfreigabe durch „normale“ ILS-Freigabe aber mit Übergabe der RVR Werte:

Beispiel:
''AUA 105, turn right reading 260, cleared ILS 29, RVR 500 metres''

Analog bei der Freigabe zur Landung.

Beispiel:
''AUA 105, RVR 500 metres, wind 310 degrees, 9 knots, RWY 29, cleared to land'
bei initial contact Hinweis auf „LVP in operation“

Dem abfliegenden Luftfarhzeug muss mit der Meldung "Hold at CAT II holding point" in einem größeren Abstand von der RWY angewiesen werden.

== Airport-Specials ==

'''LOWW'''
Verfügbare CAT-3 Runways 16(=Standardkonfiguration)/29

LVP gilt bei:
LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS ,,LOW VISIBILITY PROCEDURES IN OPERATION”
Meldung “runway vacated” in LOWW nur auf ATC-request

'''LOWL'''
Verfügbare CAT-3 Runway 26.
LOW VISIBILITY PROCEDURES IN FORCE FOR LOWL: ATC-LOW VISIBILITY PROCEDURES (LVP) WILL BECOME EFFECTIVE IN RELATION TO WEATHER CONDITIONS AS SPECIFIED BELOW. AVOIDANCE OF DISTURBANCES TO THE ILS SIGNALS ARE NORMALLY ACHIEVED BY PROVIDING APPROPRIATE SPACING BETWEEN AIRCRAFT ON FINAL APPROACH. LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS ,,LOW VISIBILITY PROCEDURES IN OPERATION”

'''LOWK'''
Verfügbare CAT-2 Runway 28R

CAT-3 requires ATC-authorization (MA-climb 4,7%)
LOW VISIBILITY PROCEDURES IN FORCE FOR LOWK: ATC-LOW VISIBILITY PROCEDURES (LVP) WILL BECOME EFFECTIVE IN RELATION TO WEATHER CONDITIONS AS SPECIFIED BELOW. AVOIDANCE OF DISTURBANCES TO THE ILS SIGNALS ARE NORMALLY ACHIEVED BY PROVIDING APPROPRIATE SPACING BETWEEN AIRCRAFT ON FINAL APPROACH. LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS ,,LOW VISIBILITY PROCEDURES IN OPERATION”

'''LOWI'''
Verfügbare CAT-2 oder CAT-3 Runway: keine. Es gibt auch keine definierten LVP, aber folgende Minima:
* VFR minima: dem Luftraum (Cat. B) entsprechend
* IFR arrival minima: 3km (aircraft cat. A-B) bzw. 5km (Aircraft cat. C-D) flight visibility
* IFR departure minima: 1.500m,
*: - except RNAV 0.3 RNP departure: RVR 300m.
*: - except low fog or mist: RVR 600m AND visibility >5km above this layer AND no further clouds 3.100ft AAL

Mehr Infos zu Innsbruck Minima im [[LOWI_Primer]].

'''LOWG'''
Verfügbare CAT-3 Runway 35C

LOW VISIBILITY PROCEDURES IN FORCE FOR LOWG: ATC-LOW VISIBILITY PROCEDURES (LVP) WILL BECOME EFFECTIVE IN RELATION TO WEATHER CONDITIONS AS SPECIFIED BELOW. AVOIDANCE OF DISTURBANCES TO THE ILS SIGNALS ARE NORMALLY ACHIEVED BY PROVIDING APPROPRIATE SPACING BETWEEN AIRCRAFT ON FINAL APPROACH. LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS ,,LOW VISIBILITY PROCEDURES IN OPERATION”

'''LOWS'''
Verfügbare CAT-2 Runway 16

CAT-3 requires ATC-authorization (see special chart)

[[Category:Documents]][[Category:Study Guides]][[Category:Procedures]][[Category:Training]][[Category:Controller]]

Study Guide:Low Visibility Procedures

2013-01-17T22:34:10Z

Georg Lauenstein: /* Phraseologie */

== Bedeutung ==

LVP sind Verfahren, welche bei schlechter Sicht das Handling auf ATC-Seite eingrenzen. Der Wirkungsbereich dieser Verfahren erstreckt sich auf An- und Abflüge. Damit diese Verfahren aktiv werden können, müssen Flughafen und Flugzeug für die jeweilige CAT-Betriebsstufe freigegeben sein. Dabei ist der jeweilige tiefste Wert derjenige, welcher verwendet werden darf.

'''BEGRIFFE: RVR/CAT'''

RVR = Runway Visual Range (Landebahnsicht)
Die RVR wird pro Runway in den Abschnitten "Touchdown Zone", "Mid Point" und "Stop End" gemessen

{| class="wikitable"
|-
| ILS-Typ|| Minimale RVR || mindeste Entscheidungshöhe (über Grund)
|-
|Kategorie 1 / Cat I || 550 Meter oder Visibility 800 Meter || 200ft
|-
|Kategorie 2 / Cat II || 300 Meter || 100ft
|-
|Kategorie 3a / Cat IIIa || 200 Meter || weniger als 100ft
|-
|Kategorie 3b / Cat IIIb || mind. 75 Meter || weniger als 50ft
|-
|Kategorie 3c / Cat IIIc || keine || keine Höhe
|-
|}

== Verfahren ==

LVP in der ATIS bekanntmachen (Uniatis-String „&LVP“)

Abfliegenden Verkehr in der Taxi-Anweisung zu den jeweiligen CATII-Holdingpoints clearen

Conditional clearances mit Rücksicht auf die Verhältnisse hinterfragen
(„do you have approaching traffic in sight?“ bei 2nm Entfernung wäre sinnlos, Taxianweisungen „follow behind … „ machen weiterhin Sinn)

Landefreigabe: mind. 2nm in Ausnahmefällen (erfordert Info an Piloten) 1nm vor der Pistenschwelle,
spätestens Intercept auf das ILS bei 8nm

Mindestabstand für APP: statt 3nm entsprechend höher wählen (Bedenke längere Zeiten für RWY cleared etc.)
Piloten sind verpflichtet, „runway vacated“ zu reporten

== Phraseologie ==

Anflugfreigabe durch „normale“ ILS-Freigabe aber mit Übergabe der RVR Werte:

Beispiel:
''AUA 105, turn right reading 260, cleared ILS 29, RVR 500 metres''

Analog bei der Freigabe zur Landung.

Beispiel:
''AUA 105, RVR 500 metres, wind 310 degrees, 9 knots, RWY 29, cleared to land'
bei initial contact Hinweis auf „LVP in operation“

Dem abfleigenden Luftfarhzeug muss mit der Meldung "Hold at CAT II holding point" in einem größeren Abstand von der RWY angewiesen werden.

== Airport-Specials ==

'''LOWW'''
Verfügbare CAT-3 Runways 16(=Standardkonfiguration)/29

LVP gilt bei:
LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS ,,LOW VISIBILITY PROCEDURES IN OPERATION”
Meldung “runway vacated” in LOWW nur auf ATC-request

'''LOWL'''
Verfügbare CAT-3 Runway 26.
LOW VISIBILITY PROCEDURES IN FORCE FOR LOWL: ATC-LOW VISIBILITY PROCEDURES (LVP) WILL BECOME EFFECTIVE IN RELATION TO WEATHER CONDITIONS AS SPECIFIED BELOW. AVOIDANCE OF DISTURBANCES TO THE ILS SIGNALS ARE NORMALLY ACHIEVED BY PROVIDING APPROPRIATE SPACING BETWEEN AIRCRAFT ON FINAL APPROACH. LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS ,,LOW VISIBILITY PROCEDURES IN OPERATION”

'''LOWK'''
Verfügbare CAT-2 Runway 28R

CAT-3 requires ATC-authorization (MA-climb 4,7%)
LOW VISIBILITY PROCEDURES IN FORCE FOR LOWK: ATC-LOW VISIBILITY PROCEDURES (LVP) WILL BECOME EFFECTIVE IN RELATION TO WEATHER CONDITIONS AS SPECIFIED BELOW. AVOIDANCE OF DISTURBANCES TO THE ILS SIGNALS ARE NORMALLY ACHIEVED BY PROVIDING APPROPRIATE SPACING BETWEEN AIRCRAFT ON FINAL APPROACH. LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS ,,LOW VISIBILITY PROCEDURES IN OPERATION”

'''LOWI'''
Verfügbare CAT-2 oder CAT-3 Runway: keine. Es gibt auch keine definierten LVP, aber folgende Minima:
* VFR minima: dem Luftraum (Cat. B) entsprechend
* IFR arrival minima: 3km (aircraft cat. A-B) bzw. 5km (Aircraft cat. C-D) flight visibility
* IFR departure minima: 1.500m,
*: - except RNAV 0.3 RNP departure: RVR 300m.
*: - except low fog or mist: RVR 600m AND visibility >5km above this layer AND no further clouds 3.100ft AAL

Mehr Infos zu Innsbruck Minima im [[LOWI_Primer]].

'''LOWG'''
Verfügbare CAT-3 Runway 35C

LOW VISIBILITY PROCEDURES IN FORCE FOR LOWG: ATC-LOW VISIBILITY PROCEDURES (LVP) WILL BECOME EFFECTIVE IN RELATION TO WEATHER CONDITIONS AS SPECIFIED BELOW. AVOIDANCE OF DISTURBANCES TO THE ILS SIGNALS ARE NORMALLY ACHIEVED BY PROVIDING APPROPRIATE SPACING BETWEEN AIRCRAFT ON FINAL APPROACH. LVP WILL BECOME EFFECTIVE WHEN: RVR FOR TOCHDOWNZONE (TDZ) LESS THAN 600 M AND/OR CEILING/VERTICAL VISIBILITY LESS THAN 200FT WILL BE ACTIVATED BY RTF OR ATIS ,,LOW VISIBILITY PROCEDURES IN OPERATION”

'''LOWS'''
Verfügbare CAT-2 Runway 16

CAT-3 requires ATC-authorization (see special chart)

[[Category:Documents]][[Category:Study Guides]][[Category:Procedures]][[Category:Training]][[Category:Controller]]

Squawk Codes

2013-01-03T12:28:19Z

Georg Lauenstein: /* Other */

== General Codes on VATSIM ==
<tt>
* 7700: [[Emergency]]
* 7600: [[Radio Failure]]
* 7500: Hijacking (do not use on VATSIM!)</tt>

== Codes for Austria ==

=== Airports ===
* <tt>[[LOWW]]: 4600 - 4620</tt>
* <tt>[[LOWL]]: 4621 - 4630</tt>
* <tt>[[LOWG]]: 4631 - 4640</tt>
* <tt>[[LOWK]]: 4641 - 4650</tt>
* <tt>[[LOWS]]: 4651 - 4660</tt>
* <tt>[[LOWI]]: 4661 - 4677</tt>

=== Other ===
<tt>
* [[VFR]]: 7000 normal for release to UNICOM otherwise take a range between 0001-0007
* [[BMI]]: 1572
* [[CHR]]: 1657
* [[Military]]: 5001 - 5077
</tt>

=== Open ===
Following Codes are for open use, for example for events if the standard codes are not enough:
<tt>
* 4000 - 4077
</tt>
[[Category:Documents]][[Category:Training]][[Category:Controller]][[Category:Pilots]]

Study Guide:Tower

2012-07-16T08:40:32Z

Georg Lauenstein: /* Arriving Traffic */

'''This study guide is still work in progress. Stay tuned for further chapters.'''

'' Prev: [[Study Guide:Ground]] - Overview: [[Study Guide]] - Next: [[Study Guide: Approach]]''

== Introduction ==

This Study Guide is designed to give you all the information you need to become a Tower Controller within VACC Austria. We assume that you have already read the [[Study Guide:OBS]], [[Study Guide:Delivery]] and [[Study Guide:Ground]] and that you have some experience controlling on VATSIM.
Since you will handle aircraft in the air for the first time, we want to discuss some basic principles of flying before actually talking about procedures. Also we'll have to talk about some organisational issues. The fourth chapter of this article will then familiarize you with the procedures you need for controlling tower positions.

== Aircraft and basic Flying Principles ==

=== Producing Lift ===

For an aircraft to fly the lift force produced by (mostly) the wings has to outweigh the gravitational force that affects the aircraft.

Basically a wing produces lift by deflecting the air it moves through into one direction. According to Newton's third law of motion the lift is produced into the opposite direction. This lift grows with the speed the aircraft has in relation to the air and with the angle the wing draws with the direction of movement. This angle is called Angle of Attack (AoA).

The principle only works as long as a steady airflow around the wing exists. As soon as the airflow seperates from the wings surface the lift starts to decerease. The AoA at which this occurs is called critical Angle of Attack. It depends on the profile of the wing and it's dimensions but for subsonic aircrafts it typically lies between 8 and 21 degrees.

Think of an level flying aircraft that reduces it speed. In order to compensate the reducing lift the pilot has to raise the nose. However at some point the Angle of Attack will cross the critical angle of Attack and the pilot will find himself in a stall. So the speed of an aircraft is limited on the lower side by the so called stall speed but the aircraft is also limit by aerodynamics in higher range of speed (buffeting). Because the stall speed depends on the profile most aircraft are equipped with devices that alter the profile during flight such as flaps or slats (Approach). In General when an aircraft fly it will produce thrust but at same time it produce drag. So if you fly just horizontal (cruise) you have at the same time Lift=weight and thrust=drag. Drag produce automatic noise and that is the big problem. to prevent this we have different procedures in the approach and a lot of research in aviation to reduce the sound of the aircraft but the main part are the engines.

On approach pilots have to fly in a certain speed range in order to conduct a safe landing. The lower boundary is called landing reference speed and is often a fixed multiple of the stall speed. As a result of this the approach speed also depends on weight an aircraft configuration (Flap/Slat setting). For safety the Approach Vapp is higher than Vref and the difference depends mostly on the weather conditions.

Generally you can say that bigger aircraft also have a bigger approach speed however at some point this rule does not work anymore because the Vref depends largely on the aircrafts weight in relation to it's maximum takeoff weight (MTOW). The speed ranges from 50 knots in a C150 up to 170 knots with a fully loaded 747. However for example it is possible that a light 747 is slower than a fully loaded 737.

=== Aircraft Categories ===

The most important ways of categorizing aircraft in aviation are by weight or by approach speed.

==== Weight Categories ====

Aircraft are categorized into three weight categories:

{| class="prettytable"
|-
| '''Category'''
| '''MTOW'''
|-
| Light Aircraft (L)
| < 7 000 kg
|-
| Medium Aircraft (M)
| 7 000 – 136 000 kg
|-
| Heavy Aircraft (H)
| >136 000 kg
|}

You can find a list of aircrafts in this link [http://www.skybrary.aero/index.php?title=Category:Aircraft&until=D228] Weight depicted is MTOW.

==== Approach Speed ====

Aircraft are categorized by their reference approach speed (Vref) at maximum landing weight:

{| class="prettytable"
|-
| '''Category'''
| '''Vref'''
|-
| A
| <= 90 knots
|-
| B
| 91 - 120 knots
|-
| C
| 121 - 140 knots
|-
| D
| 141 - 165 knots
|-
| E
| >= 165 knots
|}

==Before you start controlling==

Tower is responsible for all movements on the runways as well as for all movements within the control zone. He decides which runways are in use and maintains the ATIS. Tower is also responsible for ground and delivery if they are not online.

=== Airspace Structure around Major Airports ===
Major airports in Austria are surrounded by a so called control zone which is a class D airspace. This means that all aircraft need a clearance to enter this piece of airspace. So either they are cleared to an approach or you need to clear them specifically into the control zone. Details will be discussed in the VFR part later on.

===Choosing the active runways===
The guiding principle in choosing the active runways is that aircraft prefer to depart into direction the wind is coming from.
An airport has one runway named 16/34. The wind is reported as 320 degrees at 14 knots. In
this case runway 34 is chosen as the active runway.
However due to noise abatement and terrain considerations most airports have some kind of preferential runway system. Tailwind components of up to five knots are normally accepted in these cases.
Bear in mind that it is the pilots decision whether he can accept a certain runway because only he knows the performance of his aircraft.

For details on the preferred runway configurations for a specific airport ask your mentor.

=== ATIS ===

ATIS stands for Automatic Terminal Information Service and is a usually automatically generated broadcast that contains essential informations for pilots. It is continuously broadcasted on a dedicated frequency. On initial contact with the controller, pilots should already have listened to the ATIS and state the identifying letter.

A ATIS broadcast has to consist of:

*Name of the Airport
*Identification Letter
*Time of Observation
*Active Runways
*Transition Level
*Wind direction and velocity
*Visibilities
*Special weather conditions (such as rain)
*Cloud ceiling
*Temperature and Dewpoint
*QNH
*Trends

It is updated every 30 minutes or as soon as significant changes occur. In practice the ATIS function of Euroscope should be used. You can find the necessary files [http://www.vacc-austria.org/index.php?page=content/static&id=SOFTWARE_ATC here]. Please consult enclosed readme for information how to use this package.

 

=== Transition Altitude/Transition Level ===

Knowing the altitude you are flying is one of the most important informations you need in order to safely operate an airplane. Aircraft Altimeters use the air pressure around them to determine their actual altitude. In order to get correct readings you have to use the actual local pressure in your area. As a memory hook you can use this: The altimeter needle moves in the same direction you turn the rotary knob to adjust the pressure. If you turn it counterclockwise, the needle also turns counterclockwise and therefor indicates a lower altitude.

On the other hand it would not be very practical to use the local pressure while flying at higher altitudes, since terrain is not an issue here and you would have to set a new pressure setting in your altimeter every few minutes.

To avoid this pilots use the local pressure when departing from an airport until they pass the so called Transition Altitude (TA), where they set the so called standard pressure (QNH 1013 hpa or Altimeter 29.92 inHg). They continue to use this setting until they descend through the Transition Level (TRL) at their destination airport (or an airport on their route), where they set the local pressure again.

In airport charts only TA is given, whereas TRL has to be determined by ATC. Use the following table to calculated your TRL:

QNH < 0977: TA + 3000 ft.
QNH 0978 - 1012: TA + 2000 ft.
QNH 1013 - 1050: TA + 1000 ft.
QNH 1051 >  : TA = TL

The room between TA and TRL is called Transition layer. It ensures that the minimum spacing of 1000 ft between aircraft flying in lower part (with local pressure) and the upper part (using Standard pressure).

== Working as a Tower Controller ==

===Setting the right priorities===
The moment you are responsible for more than one aircraft you will have to set priorities in your handling. As a general guideline:

#aircraft in the air have top priority - you take care of them first. Reason: They can't stop.
#aircraft moving on the ground have next priority. They could bump into each other.
#aircraft standing on ground have the least priority.

This also means that you will have to tell pilots to stand by while you attend to other matters. Make sure you keep a list of aircraft you told to stand by so you don't forget to call them back. This also means, that you might have to set priority in services which aircraft in the air need first, like setting up ATIS.

=== Runway Separation ===

The runways are one of the most dangerous spots on an airport because aircraft are travelling at high speed with little room to maneuver and most of the time no ability to stop at a reasonable distance. Because of this the general rule is that '''only one aircaft may be cleared to use a runway at the same time.''' What this means practically and exceptions from this rule are explained in the following chapters.

=== Departing Traffic ===

So now we are at the point where the pilot reaches the Holding Point of his departure runway and reports ready for departure. What are the things you should check before issuing the takeoff clearance?

*Have a look at the flightplan. Take note of the type of aircraft and the Departure Route.
*Check the traffic approaching the runway.

To give him the takeoff clearance the following phrase should be used:

e.g.: TWR: AUA2CM, wind 320 degerees, 7 knots, Runway 29, cleared for takeoff.
AUA2CM: Cleared for takeoff Runway 29, AUA2CM

The pilot lines up on the runway, advances the throttle and takes off. When he is well established in climb check he is squawking Mode C and the right Code. Afterwards he is handed off to the next Controller, in this case a radar position:
<pre>LOWW_TWR: AUA2CM, contact Wien Radar frequency 128.20, bye bye!
AUA2CM: Contacting Wien Radar frequency 128.20, AUA2CM. </pre>
The next aircraft reports ready for departure. Again check the points above, but this time we cannot give the takeoff clearance straight away because the preceeding aircraft is still occupying the runway. Now you get to know the first exception to the Runway Seperation rule above. To speed things up you can instruct the next aircraft to line up behind the first one while this one is still in the takeoff roll occupying the runway:

TWR: AZA639, behind departing Austrian Airbus A319, line-up rwy 29 and wait behind.
AZA639: behind departing Airbus lining up runway 29 and waiting behind, AZA639.
''Note: you '''must''' add another "behind" at the end to make sure the aircraft really waits before lining up!

This type of clearance is called a conditional clearance. The earliest possible point where you can issue the next takeoff clearance is, when the preceeding aircraft has overflown the opposite runway end or has clearly turned onto either side of it. However in some cases this could be very close which leads us to the next chapter but before lets have a look on helicopters.

Helicopters are sometimes able to start from there current position like a Helipad or a normal stand, if he want to depart from a Runway you can use the normal Phrases for VFR Traffic.

e.g.: OEATD: Wien Tower, OEATD at General Aviation Parking ready for departure.
TWR: OEATD, Wien Tower, after departure leave control zone via Freudenau and Donauturm, 2500 feet or below, Wind 290° 6 Knots, present position cleared for take-off.
OEATD: After departure leaving the control zone via Freudenau and Donauturm not above 2500 feet, present position cleared for take-off.

=== Departure Seperation ===

==== Based on Type of Aircraft and departure route ====

One of the main tasks of air traffic control is to keep aircraft at a safe distance to each other. So imagine the following situation:

{| class="prettytable"
|-
|
*Two aircraft are departing right after each other.
*The first aircraft is a relatively slow Cessna 208 (~around 70 knots in climb), the second one a fast Boeing 767 (140-180 knots on the initial climb).
*Both follow the same departure route.

|}

Obviously it would not take long until the B767 catches up with the Cessna, a potentially very dangerous situation! You can see, that it is very important to check the flightplan of the aircraft you are about to clear for takeoff. The minimum radar seperation in the area around an airport is 3 nm or 1000 feet. These are the limits radar stations have to obey. Tower Controllers should aim to achieve the following seperation for departing aircraft following departure routes which share a common part:
<div align="left">
{| class="prettytable"
|-
| Fast followed by slow
| 3 nm
|-
| Matching Types
| 5 nm
|-
| Slow followed by fast
| 10 nm
|}
</div>
In extreme examples like the one above it is often more advisable to coordinate with APP to find another solution. Often this involves clearing the aircraft to a non standard altitude or departure route:

TWR: DLH2441, after departure maintain runway heading, climb initially to 3000 ft
DLH2441: After departure maintaining runway heading, climbing to 3000 ft, DLH2441
TWR: DLH2441, wind 320 degrees at 9 knots, runway 29, cleared for takeoff
DLH2441: Cleared for takeoff runway 29, DLH2441

The other main task of ATC is to expedite the flow of traffic. Situation:

{| class="prettytable"
|-
|
*You have numerous aircraft departing from the same runway, following different departure routes. Some of them involve immediate right turns other SIDs immediate left turns.
*There are two holdingpoints available.

|}

It would benificial to use the gaps that arise between the aircraft using similar Departure Routes, so in close coordination with ground you should try to distribute aircraft over the holding points in a way to be able to fill those gaps.

==== Based on Wake Turbulence Category ====

There are two ways aircraft influence the air around them when passing through it:

{| class="prettytable"
|-
|
*Jetwash produced by the engines
*Turbulence created at the wings and especially at the wingtips

|}

This turbulence can cause severe problems or even loss of control for following aircraft. The wake turbulence categories are based on the Maximum Takeoff weight (MTOW) of the aircraft:
<div align="left">
{| class="prettytable"
|-
| Light Aircraft (L)
| < 7 000 kg
|-
| Medium Aircraft (M)
| 7 000 – 136 000 kg
|-
| Heavy Aircraft (H)
| >136 000 kg
|}
</div>
For departing aircraft, 2 minutes separation (3 minutes if the succeeding aircraft departs from an intersection) is applied when an aircraft in wake turbulence category LIGHT or MEDIUM departs behind an aircraft in wake turbulence category HEAVY, or when a LIGHT category aircraft departs behind a MEDIUM category aircraft. You may issue a take-off clearance to an aircraft that has waived wake turbulence separation, except, if it's a light or medium aircraft departing as follows:

{| class="prettytable"
|-
|
*Behind a heavy a/c and takeoff is started from an interception or along the runway in the direction of take-off.
*Behind a heavy a/c that is taking off or making a low or missed approach in the opposite direction on the same runway.
*Behind a heavy a/c that is making a low or missed approach in the same direction of the runway.

|}

To point out this hazard to a pilot the following phrase should be used:

TWR:ESK32C, behind departing heavy B777 line up runway 16 behind and wait,
caution wake turbulence.
ESK32C: behind departing B777 lining up rwy 29 and waiting, ESK32C.

=== Arriving Traffic ===

Arriving Aircraft call you when they are established on an approach to a runway. Most of the time this is an ILS Approach but also other kinds are possible.

MAH224:Linz Tower, MAH224 established ILS Approach rwy 27.

Again you are not allowed to clear more than one aircraft onto the same runway at the same time. 

{| class="prettytable"
|-
| In order to issue a landing clearance
#preceeding departing traffic must have overflown the opposite runway threshold or clearly turned onto either side of the runway.
#preceeding landing traffic must have left the runway safety strip with all parts.
#traffic crossing the runway must have left the runway safety strip with all parts.

|}

If these conditions are met use the following phrase to clear the aircraft:

TWR:MAH224, Linz Tower, wind 300 degerees at 16 knots, runway 27, cleared to land.
MAH224:cleared to land runway 27, MAH224.

During periods of high traffic it is likely that you have more than one aircraft approaching the same runway at the same time. Approach has to ensure the minimum radar seperation of 3 nm and additionally increased seperation due to wake turbulence.

AUA26T:Linz Tower, AUA26T established ILS 27.
TWR:AUA26T, Linz Tower, continue approach, wind 300 degrees at 16 knots.
AUA26T:continuing approach, AUA26T.

{| class="prettytable"
|-
| Meanwhile MAH224 has left the runway.
|}

TWR:AUA26T wind 310 degrees at 14 knots, runway 27 cleared to land.
AUA26T:Runway 27, cleared to land, MAH224.

Often it is useful to give pilots additional information, such as traffic information or wind:

{| class="prettytable"
|-
| CSA276 is following NLY7751 (A320):
|}

CSA276: Wien Tower, CSA276 established ILS 34.
TWR:CSA276, Wien Tower, preceeding traffic is a NLY Airbus A320 3,5 nm ahead of you, continue
approach runway 34, wind 010 degrees at 4 knots.
CSA276:We have the airbus in sight continue approach, CSA276.

{| class="prettytable"
|-
| AUA81 is approaching runway 16, OE-AGA is on left base runway 16 and there is a rescue helicopter operating in the area around Freudenau.
|}

AUA81:Wien Tower, AUA81 established ILS 16
TWR:AUA81, Wien Tower, VFR traffic is on left base rwy 16, continue approach, wind 140
degrees at 7 knots.
AUA81:continuing approach, AUA81.
TWR:AUA81, There is an helicopter operating west of the extended centerline, presently at
your one o'clock position, 5 nm, 1400 ft.
AUA81: Thank you, looking out, AUA81.
AUA81: traffic in sight, AUA81.

Helicopters don't need a Runway for the approach, sometimes they are able to land at their parking position, lets have a look on the Phrases.

eg. the rescue helicopter from the example above needs to land on your airport:
OEATD: Wien Tower, request landing at the General Aviation Terminal.
TWR: OEATD, wind 010 degreees 4 knots direct General Aviation Terminal, cleared to land.

To give you an idea how dense traffic can get in real life consider that during peak times and good weather the seperation is reduced to 2,5 nm. This equals to one landing every 75 seconds. However on VATSIM the minimum seperation is 3 nm which already requires good cooperation from all the pilots involved.
You can check this site to see a normal peak time. the capacity from EGLL (London) has reached the 90 percent. Make a replay from one day and you can see further problems in the aviation ....[http://casperflights.com/]

=== Merging Departing and Arriving Traffic ===

And now to the most fun part of being a Tower Controller. Sometimes you get into the situation that you use the same runway for departures and arrivals. Either your airport has only one runway or weather demand this configuration.

 Still the above rule of only one aircraft at the same time applies, however we also use conditional clearances which look very similar to those above in the departing traffic section.

LOWW_TWR: AUA123, Traffic short final RWY 29, C750, report in sight
AUA123: Traffic in sight, AUA123
LOWW_TWR: AUA123, behind landing C750 line up RWY 29 behind and wait
AUA123: Behind landing C750 lining up RWY 29 behdind and waiting, AUA123

To avoid misunderstandings, this time we make sure that the Pilot has the the landing aircraft in sight. You don't have to worry about wake turbulence seperation between landing and departing aircraft since they never cross through each others wake.

To depart an aircraft in front of an approaching aircraft at the time of the departure clearance given the arriving aircraft should not be closer than 4 nm to touchdown. To squeeze a departing aircraft between two arrivals you normally need a minimum of 6 nm between them. It is important for you to check carefully if you have the necessary gap, so have a close look at the distance between the arrivals and their speed. If the second one comes in faster than normal consider this in your calculation. Also you should make sure, that the pilot will be ready for departure when you need him to depart. To check this use the following phrase:

Callsign, are you ready for immediate departure?

Again it is a good idea to give the pilot an idea of the traffic situation around him.

Example:

{| class="prettytable"
|-
| You are the Tower Controller at Vienna airport. Runway 29 is active for departures and arrivals. One aircraft is on a 5 nm final, one at 12 nm out. Additionally you have two departures waiting at the holding point of ruwnay 29.
|}

TWR:CAL275, are you ready for immediate departure?
CAL275:Affirmitive, ready for immediate departure, CAL275
TWR:Traffic is now at a 4 nm final, wind 300 degrees at 7 knots, runway 29 cleared for
immediate takeoff.
CAL275:cleared for immediate takeoff runway 29, CAL275

{| class="prettytable"
|-
| After the CAL B747 has taken off.
|}

TWR:AUA289, wind 300 degrees at 7 knots, runway 29, cleared to land.
AUA289:Runway 29, cleared to land, AUA289.
TWR:AUA2LT, traffic is an AUA Airbus A320 on a 2 nm final rwy 29, do you have traffic in sight?
AUA2LT:Traffic in sight, AUA2LT.
TWR:AUA2LT, behind landing traffic line up runway 29 behind and wait.
AUA2LT:Behind the landing Airbus, lining up runway 29 behind and waiting, AUA2LT.

{| class="prettytable"
|-
| AUA289 has vacated the runway.
|}

TWR:AUA2LT, wind 300 degrees at 8 knots, runway 29 cleared for takeoff, landing traffic is
now on a 3,5 nm final.
AUA2LT:cleread for takeoff runway 29, AUA2LT.

=== VFR Traffic ===

==== Differences to handling of IFR Traffic ====

The essential collision safety principle guiding the VFR pilot is "see and avoid." Pilots flying under VFR assume responsibility for their separation from all other aircraft and are generally not assigned routes or altitudes by air traffic control. Governing agencies establish specific requirements for VFR flight, consisting of minimum visibility, distance from clouds, and altitude to ensure that aircraft operating under VFR can be seen from a far enough distance to ensure safety.

To guide VFR TRaffic through your airspace you make use of VFR Routes, Sectors and reporting Points. '''Used phrases''':

TWR:OE-AGA, enter control zone via VFR route Klosterneuburg – Freudenau, 1500ft or below,
QNH 1020, Squawk 4604, report XXXX (i.e. Freudenau), expect runway 29.
TWR:OE-AGA hold (orbit) overhead XXXX (i.e. Freudenau) in XXXX (i.e. 2500ft)

VFR flights should be guided into downwind, base and final leg for landing. 

TWR:OE-AGA, enter downwind for runway 29, report on downwind
TWR:OE-AGA, enter base for runway 29, report on base

VFR Flights get their Clearance from Tower. After startup, they will contact Ground for taxi, thereafter the Tower will issue the clearance. A possible VFR clearance could be: 

TWR:OE-AGA, verlassen Sie die Kontrollzone über Sichtflugstrecke Klosterneuburg, 1500 Fuß
oder darunter, QNH 1014, Squawk 4607, Rechtskurve nach dem Abheben so bald als möglich.
TWR:OE-AGA, leave controlzone via VFR-route Klosterneuburg, 1500 feet or below,
QNH 1014, Squawk 4607, right turn after departure as soon as possible.

TWR:OE-AGA, steigen sie auf 3500 Fuß, melden Sie Donauturm.
TWR:OE-AGA, climb 3500 feet, report Donauturm.

In the air ATC provides traffic information.

TWR:OE-AGA, Traffic at your 12 o'clock position, 2100 feet, a PA28 on VFR inbound
route Klosterneuburg-Freudenau.

When the aircraft leaves the controlzone.

TWR:OE-AGA, set Sqauwk 7000, leaving frequency is approved.

Wien Tower/Turm can also be contacted in German.

==== Merging in VFR Traffic ====

To manage VFR Traffic efficiently you have to use traffic information and visual seperation.

TWR: OE-ANX, traffic at your 3 o´clock position, moving right to left, B767, distance 2.5
miles, report mentioned traffic in sight
OE-ANX: Traffic in sight, OE-ANX

Because of other traffic it might be necessary for the aircraft to remain in the downwind leg until the traffic has passed:

TWR:OE-AGA, fly extended right downwind, standby for base.
OE-AGA: Extending right downwind, OE-AGA

To instruct the aircraft to continue it's approach use the following procedure:

TWR: OE-ANX, traffic at your 3 o´clock position, moving right to left, B767, distance 2.5
miles, report mentioned traffic in sight
OE-ANX: Traffic in sight, OE-ANX
TWR:OE-AGA, behind B767 traffic, enter final RWY 29, caution wake turbulence
OE-AGA: Behind B767, enter final RWY 29 behind, caution wake turbulence, OE-ANX

When using an extended downwind you should always consider that the aircrafts speed might be considerably lower than the speed of other aircrafts involved. So if an aircraft has to fly a long way out it might take some time for it to come all the way back, generating a big gap in the arrival sequence. Instead you should aim to keep the plane within the vicinity of the airfield:

TWR: OE-AGA, Make a right three-sixty.
OE-AGA: Making three-sixty to the right.
TWR: OE-AGA, Orbit left
OE-AGA: Orbiting left, OE-AGA

The second instructions means, that the pilot should make orbits until further advice.

==== Information Positions ====

=== Coordination with other ATC Stations ===
''Communication from one controller to another is as important as the communication from controller to pilot.'' This is especially true during high traffic situations where you might be tempted to concentrate solely on what is happening on your frequency. In these situations don't hesitate to take a call from a fellow controller even if it means that a pilot has to wait before you call him back. Secondly if you know a controller is busy, try to keep your conversation with him concise and avoid chatting in a teamspeak channel next to him.

Within VACC Austria we usually use teamspeak to coordinate with each other. The coordination with other ATC units is mostly done per private chat.
Other means of communication are the Intercom functions of Euroscope which would be a very nice feature, however often they only work with certain controllers. The ATC Channel within Euroscope should not be used for individual coordination.

When you come online or go offline you should inform neighboring ATC stations.

=== Special Situations (High Traffic, Slots, ...) ===

==== High traffic situations ====

During high traffic situations communication with adjacent approach sectors is very important. Especially during single runway operations you might have to ask for increased inbound spacing to be able to fit in departing aircraft.

==== Additional phrases during periods of high traffic ====

In order to expedite the flow of traffic use the following phrases:

Austrian 125, wind is xxx/xx runway 29 cleared for takeoff, expedite
Austrian 125, wind is xxx/xx runway 34 cleared to land, expedite vacating
OE-ABC, wind xxx/xx, runway 29 cleared for takeoff, after departure right turn
as soon as practicable

==== Opposite runway operations ====

This is one of the more difficult situtions for a Tower controller. You have to consider the departure route of each aircraft to estimate the required spacing to arriving traffic. Again close coordination with approach is very important.

== Ressourcen ==

*[http://vateud.net/index.php?option=com_content&view=article&id=77&Itemid=122 VATEUD Training Department]
*[http://de.wikipedia.org/wiki/ICAO-Alphabet Wikipedia: Buchstabentafel]

 
'' Prev: [[Study Guide:Ground]] - Overview: [[Study Guide]] - Next: [[Study Guide: Approach]]''

[[Category:Documents]][[Category:Study Guides]][[Category:Training]][[Category:Controller]]

Study Guide:Tower

2012-07-16T08:35:43Z

Georg Lauenstein: /* Arriving Traffic */

'''This study guide is still work in progress. Stay tuned for further chapters.'''

'' Prev: [[Study Guide:Ground]] - Overview: [[Study Guide]] - Next: [[Study Guide: Approach]]''

== Introduction ==

This Study Guide is designed to give you all the information you need to become a Tower Controller within VACC Austria. We assume that you have already read the [[Study Guide:OBS]], [[Study Guide:Delivery]] and [[Study Guide:Ground]] and that you have some experience controlling on VATSIM.
Since you will handle aircraft in the air for the first time, we want to discuss some basic principles of flying before actually talking about procedures. Also we'll have to talk about some organisational issues. The fourth chapter of this article will then familiarize you with the procedures you need for controlling tower positions.

== Aircraft and basic Flying Principles ==

=== Producing Lift ===

For an aircraft to fly the lift force produced by (mostly) the wings has to outweigh the gravitational force that affects the aircraft.

Basically a wing produces lift by deflecting the air it moves through into one direction. According to Newton's third law of motion the lift is produced into the opposite direction. This lift grows with the speed the aircraft has in relation to the air and with the angle the wing draws with the direction of movement. This angle is called Angle of Attack (AoA).

The principle only works as long as a steady airflow around the wing exists. As soon as the airflow seperates from the wings surface the lift starts to decerease. The AoA at which this occurs is called critical Angle of Attack. It depends on the profile of the wing and it's dimensions but for subsonic aircrafts it typically lies between 8 and 21 degrees.

Think of an level flying aircraft that reduces it speed. In order to compensate the reducing lift the pilot has to raise the nose. However at some point the Angle of Attack will cross the critical angle of Attack and the pilot will find himself in a stall. So the speed of an aircraft is limited on the lower side by the so called stall speed but the aircraft is also limit by aerodynamics in higher range of speed (buffeting). Because the stall speed depends on the profile most aircraft are equipped with devices that alter the profile during flight such as flaps or slats (Approach). In General when an aircraft fly it will produce thrust but at same time it produce drag. So if you fly just horizontal (cruise) you have at the same time Lift=weight and thrust=drag. Drag produce automatic noise and that is the big problem. to prevent this we have different procedures in the approach and a lot of research in aviation to reduce the sound of the aircraft but the main part are the engines.

On approach pilots have to fly in a certain speed range in order to conduct a safe landing. The lower boundary is called landing reference speed and is often a fixed multiple of the stall speed. As a result of this the approach speed also depends on weight an aircraft configuration (Flap/Slat setting). For safety the Approach Vapp is higher than Vref and the difference depends mostly on the weather conditions.

Generally you can say that bigger aircraft also have a bigger approach speed however at some point this rule does not work anymore because the Vref depends largely on the aircrafts weight in relation to it's maximum takeoff weight (MTOW). The speed ranges from 50 knots in a C150 up to 170 knots with a fully loaded 747. However for example it is possible that a light 747 is slower than a fully loaded 737.

=== Aircraft Categories ===

The most important ways of categorizing aircraft in aviation are by weight or by approach speed.

==== Weight Categories ====

Aircraft are categorized into three weight categories:

{| class="prettytable"
|-
| '''Category'''
| '''MTOW'''
|-
| Light Aircraft (L)
| < 7 000 kg
|-
| Medium Aircraft (M)
| 7 000 – 136 000 kg
|-
| Heavy Aircraft (H)
| >136 000 kg
|}

You can find a list of aircrafts in this link [http://www.skybrary.aero/index.php?title=Category:Aircraft&until=D228] Weight depicted is MTOW.

==== Approach Speed ====

Aircraft are categorized by their reference approach speed (Vref) at maximum landing weight:

{| class="prettytable"
|-
| '''Category'''
| '''Vref'''
|-
| A
| <= 90 knots
|-
| B
| 91 - 120 knots
|-
| C
| 121 - 140 knots
|-
| D
| 141 - 165 knots
|-
| E
| >= 165 knots
|}

==Before you start controlling==

Tower is responsible for all movements on the runways as well as for all movements within the control zone. He decides which runways are in use and maintains the ATIS. Tower is also responsible for ground and delivery if they are not online.

=== Airspace Structure around Major Airports ===
Major airports in Austria are surrounded by a so called control zone which is a class D airspace. This means that all aircraft need a clearance to enter this piece of airspace. So either they are cleared to an approach or you need to clear them specifically into the control zone. Details will be discussed in the VFR part later on.

===Choosing the active runways===
The guiding principle in choosing the active runways is that aircraft prefer to depart into direction the wind is coming from.
An airport has one runway named 16/34. The wind is reported as 320 degrees at 14 knots. In
this case runway 34 is chosen as the active runway.
However due to noise abatement and terrain considerations most airports have some kind of preferential runway system. Tailwind components of up to five knots are normally accepted in these cases.
Bear in mind that it is the pilots decision whether he can accept a certain runway because only he knows the performance of his aircraft.

For details on the preferred runway configurations for a specific airport ask your mentor.

=== ATIS ===

ATIS stands for Automatic Terminal Information Service and is a usually automatically generated broadcast that contains essential informations for pilots. It is continuously broadcasted on a dedicated frequency. On initial contact with the controller, pilots should already have listened to the ATIS and state the identifying letter.

A ATIS broadcast has to consist of:

*Name of the Airport
*Identification Letter
*Time of Observation
*Active Runways
*Transition Level
*Wind direction and velocity
*Visibilities
*Special weather conditions (such as rain)
*Cloud ceiling
*Temperature and Dewpoint
*QNH
*Trends

It is updated every 30 minutes or as soon as significant changes occur. In practice the ATIS function of Euroscope should be used. You can find the necessary files [http://www.vacc-austria.org/index.php?page=content/static&id=SOFTWARE_ATC here]. Please consult enclosed readme for information how to use this package.

 

=== Transition Altitude/Transition Level ===

Knowing the altitude you are flying is one of the most important informations you need in order to safely operate an airplane. Aircraft Altimeters use the air pressure around them to determine their actual altitude. In order to get correct readings you have to use the actual local pressure in your area. As a memory hook you can use this: The altimeter needle moves in the same direction you turn the rotary knob to adjust the pressure. If you turn it counterclockwise, the needle also turns counterclockwise and therefor indicates a lower altitude.

On the other hand it would not be very practical to use the local pressure while flying at higher altitudes, since terrain is not an issue here and you would have to set a new pressure setting in your altimeter every few minutes.

To avoid this pilots use the local pressure when departing from an airport until they pass the so called Transition Altitude (TA), where they set the so called standard pressure (QNH 1013 hpa or Altimeter 29.92 inHg). They continue to use this setting until they descend through the Transition Level (TRL) at their destination airport (or an airport on their route), where they set the local pressure again.

In airport charts only TA is given, whereas TRL has to be determined by ATC. Use the following table to calculated your TRL:

QNH < 0977: TA + 3000 ft.
QNH 0978 - 1012: TA + 2000 ft.
QNH 1013 - 1050: TA + 1000 ft.
QNH 1051 >  : TA = TL

The room between TA and TRL is called Transition layer. It ensures that the minimum spacing of 1000 ft between aircraft flying in lower part (with local pressure) and the upper part (using Standard pressure).

== Working as a Tower Controller ==

===Setting the right priorities===
The moment you are responsible for more than one aircraft you will have to set priorities in your handling. As a general guideline:

#aircraft in the air have top priority - you take care of them first. Reason: They can't stop.
#aircraft moving on the ground have next priority. They could bump into each other.
#aircraft standing on ground have the least priority.

This also means that you will have to tell pilots to stand by while you attend to other matters. Make sure you keep a list of aircraft you told to stand by so you don't forget to call them back. This also means, that you might have to set priority in services which aircraft in the air need first, like setting up ATIS.

=== Runway Separation ===

The runways are one of the most dangerous spots on an airport because aircraft are travelling at high speed with little room to maneuver and most of the time no ability to stop at a reasonable distance. Because of this the general rule is that '''only one aircaft may be cleared to use a runway at the same time.''' What this means practically and exceptions from this rule are explained in the following chapters.

=== Departing Traffic ===

So now we are at the point where the pilot reaches the Holding Point of his departure runway and reports ready for departure. What are the things you should check before issuing the takeoff clearance?

*Have a look at the flightplan. Take note of the type of aircraft and the Departure Route.
*Check the traffic approaching the runway.

To give him the takeoff clearance the following phrase should be used:

e.g.: TWR: AUA2CM, wind 320 degerees, 7 knots, Runway 29, cleared for takeoff.
AUA2CM: Cleared for takeoff Runway 29, AUA2CM

The pilot lines up on the runway, advances the throttle and takes off. When he is well established in climb check he is squawking Mode C and the right Code. Afterwards he is handed off to the next Controller, in this case a radar position:
<pre>LOWW_TWR: AUA2CM, contact Wien Radar frequency 128.20, bye bye!
AUA2CM: Contacting Wien Radar frequency 128.20, AUA2CM. </pre>
The next aircraft reports ready for departure. Again check the points above, but this time we cannot give the takeoff clearance straight away because the preceeding aircraft is still occupying the runway. Now you get to know the first exception to the Runway Seperation rule above. To speed things up you can instruct the next aircraft to line up behind the first one while this one is still in the takeoff roll occupying the runway:

TWR: AZA639, behind departing Austrian Airbus A319, line-up rwy 29 and wait behind.
AZA639: behind departing Airbus lining up runway 29 and waiting behind, AZA639.
''Note: you '''must''' add another "behind" at the end to make sure the aircraft really waits before lining up!

This type of clearance is called a conditional clearance. The earliest possible point where you can issue the next takeoff clearance is, when the preceeding aircraft has overflown the opposite runway end or has clearly turned onto either side of it. However in some cases this could be very close which leads us to the next chapter but before lets have a look on helicopters.

Helicopters are sometimes able to start from there current position like a Helipad or a normal stand, if he want to depart from a Runway you can use the normal Phrases for VFR Traffic.

e.g.: OEATD: Wien Tower, OEATD at General Aviation Parking ready for departure.
TWR: OEATD, Wien Tower, after departure leave control zone via Freudenau and Donauturm, 2500 feet or below, Wind 290° 6 Knots, present position cleared for take-off.
OEATD: After departure leaving the control zone via Freudenau and Donauturm not above 2500 feet, present position cleared for take-off.

=== Departure Seperation ===

==== Based on Type of Aircraft and departure route ====

One of the main tasks of air traffic control is to keep aircraft at a safe distance to each other. So imagine the following situation:

{| class="prettytable"
|-
|
*Two aircraft are departing right after each other.
*The first aircraft is a relatively slow Cessna 208 (~around 70 knots in climb), the second one a fast Boeing 767 (140-180 knots on the initial climb).
*Both follow the same departure route.

|}

Obviously it would not take long until the B767 catches up with the Cessna, a potentially very dangerous situation! You can see, that it is very important to check the flightplan of the aircraft you are about to clear for takeoff. The minimum radar seperation in the area around an airport is 3 nm or 1000 feet. These are the limits radar stations have to obey. Tower Controllers should aim to achieve the following seperation for departing aircraft following departure routes which share a common part:
<div align="left">
{| class="prettytable"
|-
| Fast followed by slow
| 3 nm
|-
| Matching Types
| 5 nm
|-
| Slow followed by fast
| 10 nm
|}
</div>
In extreme examples like the one above it is often more advisable to coordinate with APP to find another solution. Often this involves clearing the aircraft to a non standard altitude or departure route:

TWR: DLH2441, after departure maintain runway heading, climb initially to 3000 ft
DLH2441: After departure maintaining runway heading, climbing to 3000 ft, DLH2441
TWR: DLH2441, wind 320 degrees at 9 knots, runway 29, cleared for takeoff
DLH2441: Cleared for takeoff runway 29, DLH2441

The other main task of ATC is to expedite the flow of traffic. Situation:

{| class="prettytable"
|-
|
*You have numerous aircraft departing from the same runway, following different departure routes. Some of them involve immediate right turns other SIDs immediate left turns.
*There are two holdingpoints available.

|}

It would benificial to use the gaps that arise between the aircraft using similar Departure Routes, so in close coordination with ground you should try to distribute aircraft over the holding points in a way to be able to fill those gaps.

==== Based on Wake Turbulence Category ====

There are two ways aircraft influence the air around them when passing through it:

{| class="prettytable"
|-
|
*Jetwash produced by the engines
*Turbulence created at the wings and especially at the wingtips

|}

This turbulence can cause severe problems or even loss of control for following aircraft. The wake turbulence categories are based on the Maximum Takeoff weight (MTOW) of the aircraft:
<div align="left">
{| class="prettytable"
|-
| Light Aircraft (L)
| < 7 000 kg
|-
| Medium Aircraft (M)
| 7 000 – 136 000 kg
|-
| Heavy Aircraft (H)
| >136 000 kg
|}
</div>
For departing aircraft, 2 minutes separation (3 minutes if the succeeding aircraft departs from an intersection) is applied when an aircraft in wake turbulence category LIGHT or MEDIUM departs behind an aircraft in wake turbulence category HEAVY, or when a LIGHT category aircraft departs behind a MEDIUM category aircraft. You may issue a take-off clearance to an aircraft that has waived wake turbulence separation, except, if it's a light or medium aircraft departing as follows:

{| class="prettytable"
|-
|
*Behind a heavy a/c and takeoff is started from an interception or along the runway in the direction of take-off.
*Behind a heavy a/c that is taking off or making a low or missed approach in the opposite direction on the same runway.
*Behind a heavy a/c that is making a low or missed approach in the same direction of the runway.

|}

To point out this hazard to a pilot the following phrase should be used:

TWR:ESK32C, behind departing heavy B777 line up runway 16 behind and wait,
caution wake turbulence.
ESK32C: behind departing B777 lining up rwy 29 and waiting, ESK32C.

=== Arriving Traffic ===

Arriving Aircraft call you when they are established on an approach to a runway. Most of the time this is an ILS Approach but also other kinds are possible.

MAH224:Linz Tower, MAH224 established ILS Approach rwy 27.

Again you are not allowed to clear more than one aircraft onto the same runway at the same time. 

{| class="prettytable"
|-
| In order to issue a landing clearance
#preceeding departing traffic must have overflown the opposite runway threshold or clearly turned onto either side of the runway.
#preceeding landing traffic must have left the runway safety strip with all parts.
#traffic crossing the runway must have left the runway safety strip with all parts.

|}

If these conditions are met use the following phrase to clear the aircraft:

TWR:MAH224, Linz Tower, wind 300 degerees at 16 knots, runway 27, cleared to land.
MAH224:cleared to land runway 27, MAH224.

During periods of high traffic it is likely that you have more than one aircraft approaching the same runway at the same time. Approach has to ensure the minimum radar seperation of 3 nm and additionally increased seperation due to wake turbulence.

AUA26T:Linz Tower, AUA26T established ILS 27.
TWR:AUA26T, Linz Tower, continue approach, wind 300 degrees at 16 knots.
AUA26T:continuing approach, AUA26T.

{| class="prettytable"
|-
| Meanwhile MAH224 has left the runway.
|}

TWR:AUA26T wind 310 degrees at 14 knots, runway 27 cleared to land.
AUA26T:Runway 27, cleared to land, MAH224.

Often it is useful to give pilots additional information, such as traffic information or wind:

{| class="prettytable"
|-
| CSA276 is following NLY7751 (A320):
|}

CSA276: Wien Tower, CSA276 established ILS 34.
TWR:CSA276, Wien Tower, preceeding traffic is a NLY Airbus A320 3,5 nm ahead of you, continue
approach runway 34, wind 010 degrees at 4 knots.
CSA276:We have the airbus in sight continue approach, CSA276.

{| class="prettytable"
|-
| AUA81 is approaching runway 16, OE-AGA is on left base runway 16 and there is a rescue helicopter operating in the area around Freudenau.
|}

AUA81:Wien Tower, AUA81 established ILS 16
TWR:AUA81, Wien Tower, VFR traffic is on left base rwy 16, continue approach, wind 140
degrees at 7 knots.
AUA81:continuing approach, AUA81.
TWR:AUA81, There is an helicopter operating west of the extended centerline, presently at
your one o'clock position, 5 nm, 1400 ft.
AUA81: Thank you, looking out, AUA81.
AUA81: traffic in sight, AUA81.

Helicopters don't need a Runway for the approach, sometimes they are able to land at their parking position, lets have a look on the Phrases.

eg. the rescue helicopter from the example above needs to land on your airport:
OEATD: Wien Tower, request landing at the General Aviation Terminal.
TWR: OEATD, wind 010 degreees 4 knots direct General Aviation Terminal, cleared to land.

To give you an idea how dense traffic can get in real life consider that during peak times and good weather the seperation is reduced to 2,5 nm. This equals to one landing every 75 seconds. However on VATSIM the minimum seperation is 3 nm which already requires good cooperation from all the pilots involved.

=== Merging Departing and Arriving Traffic ===

And now to the most fun part of being a Tower Controller. Sometimes you get into the situation that you use the same runway for departures and arrivals. Either your airport has only one runway or weather demand this configuration.

 Still the above rule of only one aircraft at the same time applies, however we also use conditional clearances which look very similar to those above in the departing traffic section.

LOWW_TWR: AUA123, Traffic short final RWY 29, C750, report in sight
AUA123: Traffic in sight, AUA123
LOWW_TWR: AUA123, behind landing C750 line up RWY 29 behind and wait
AUA123: Behind landing C750 lining up RWY 29 behdind and waiting, AUA123

To avoid misunderstandings, this time we make sure that the Pilot has the the landing aircraft in sight. You don't have to worry about wake turbulence seperation between landing and departing aircraft since they never cross through each others wake.

To depart an aircraft in front of an approaching aircraft at the time of the departure clearance given the arriving aircraft should not be closer than 4 nm to touchdown. To squeeze a departing aircraft between two arrivals you normally need a minimum of 6 nm between them. It is important for you to check carefully if you have the necessary gap, so have a close look at the distance between the arrivals and their speed. If the second one comes in faster than normal consider this in your calculation. Also you should make sure, that the pilot will be ready for departure when you need him to depart. To check this use the following phrase:

Callsign, are you ready for immediate departure?

Again it is a good idea to give the pilot an idea of the traffic situation around him.

Example:

{| class="prettytable"
|-
| You are the Tower Controller at Vienna airport. Runway 29 is active for departures and arrivals. One aircraft is on a 5 nm final, one at 12 nm out. Additionally you have two departures waiting at the holding point of ruwnay 29.
|}

TWR:CAL275, are you ready for immediate departure?
CAL275:Affirmitive, ready for immediate departure, CAL275
TWR:Traffic is now at a 4 nm final, wind 300 degrees at 7 knots, runway 29 cleared for
immediate takeoff.
CAL275:cleared for immediate takeoff runway 29, CAL275

{| class="prettytable"
|-
| After the CAL B747 has taken off.
|}

TWR:AUA289, wind 300 degrees at 7 knots, runway 29, cleared to land.
AUA289:Runway 29, cleared to land, AUA289.
TWR:AUA2LT, traffic is an AUA Airbus A320 on a 2 nm final rwy 29, do you have traffic in sight?
AUA2LT:Traffic in sight, AUA2LT.
TWR:AUA2LT, behind landing traffic line up runway 29 behind and wait.
AUA2LT:Behind the landing Airbus, lining up runway 29 behind and waiting, AUA2LT.

{| class="prettytable"
|-
| AUA289 has vacated the runway.
|}

TWR:AUA2LT, wind 300 degrees at 8 knots, runway 29 cleared for takeoff, landing traffic is
now on a 3,5 nm final.
AUA2LT:cleread for takeoff runway 29, AUA2LT.

=== VFR Traffic ===

==== Differences to handling of IFR Traffic ====

The essential collision safety principle guiding the VFR pilot is "see and avoid." Pilots flying under VFR assume responsibility for their separation from all other aircraft and are generally not assigned routes or altitudes by air traffic control. Governing agencies establish specific requirements for VFR flight, consisting of minimum visibility, distance from clouds, and altitude to ensure that aircraft operating under VFR can be seen from a far enough distance to ensure safety.

To guide VFR TRaffic through your airspace you make use of VFR Routes, Sectors and reporting Points. '''Used phrases''':

TWR:OE-AGA, enter control zone via VFR route Klosterneuburg – Freudenau, 1500ft or below,
QNH 1020, Squawk 4604, report XXXX (i.e. Freudenau), expect runway 29.
TWR:OE-AGA hold (orbit) overhead XXXX (i.e. Freudenau) in XXXX (i.e. 2500ft)

VFR flights should be guided into downwind, base and final leg for landing. 

TWR:OE-AGA, enter downwind for runway 29, report on downwind
TWR:OE-AGA, enter base for runway 29, report on base

VFR Flights get their Clearance from Tower. After startup, they will contact Ground for taxi, thereafter the Tower will issue the clearance. A possible VFR clearance could be: 

TWR:OE-AGA, verlassen Sie die Kontrollzone über Sichtflugstrecke Klosterneuburg, 1500 Fuß
oder darunter, QNH 1014, Squawk 4607, Rechtskurve nach dem Abheben so bald als möglich.
TWR:OE-AGA, leave controlzone via VFR-route Klosterneuburg, 1500 feet or below,
QNH 1014, Squawk 4607, right turn after departure as soon as possible.

TWR:OE-AGA, steigen sie auf 3500 Fuß, melden Sie Donauturm.
TWR:OE-AGA, climb 3500 feet, report Donauturm.

In the air ATC provides traffic information.

TWR:OE-AGA, Traffic at your 12 o'clock position, 2100 feet, a PA28 on VFR inbound
route Klosterneuburg-Freudenau.

When the aircraft leaves the controlzone.

TWR:OE-AGA, set Sqauwk 7000, leaving frequency is approved.

Wien Tower/Turm can also be contacted in German.

==== Merging in VFR Traffic ====

To manage VFR Traffic efficiently you have to use traffic information and visual seperation.

TWR: OE-ANX, traffic at your 3 o´clock position, moving right to left, B767, distance 2.5
miles, report mentioned traffic in sight
OE-ANX: Traffic in sight, OE-ANX

Because of other traffic it might be necessary for the aircraft to remain in the downwind leg until the traffic has passed:

TWR:OE-AGA, fly extended right downwind, standby for base.
OE-AGA: Extending right downwind, OE-AGA

To instruct the aircraft to continue it's approach use the following procedure:

TWR: OE-ANX, traffic at your 3 o´clock position, moving right to left, B767, distance 2.5
miles, report mentioned traffic in sight
OE-ANX: Traffic in sight, OE-ANX
TWR:OE-AGA, behind B767 traffic, enter final RWY 29, caution wake turbulence
OE-AGA: Behind B767, enter final RWY 29 behind, caution wake turbulence, OE-ANX

When using an extended downwind you should always consider that the aircrafts speed might be considerably lower than the speed of other aircrafts involved. So if an aircraft has to fly a long way out it might take some time for it to come all the way back, generating a big gap in the arrival sequence. Instead you should aim to keep the plane within the vicinity of the airfield:

TWR: OE-AGA, Make a right three-sixty.
OE-AGA: Making three-sixty to the right.
TWR: OE-AGA, Orbit left
OE-AGA: Orbiting left, OE-AGA

The second instructions means, that the pilot should make orbits until further advice.

==== Information Positions ====

=== Coordination with other ATC Stations ===
''Communication from one controller to another is as important as the communication from controller to pilot.'' This is especially true during high traffic situations where you might be tempted to concentrate solely on what is happening on your frequency. In these situations don't hesitate to take a call from a fellow controller even if it means that a pilot has to wait before you call him back. Secondly if you know a controller is busy, try to keep your conversation with him concise and avoid chatting in a teamspeak channel next to him.

Within VACC Austria we usually use teamspeak to coordinate with each other. The coordination with other ATC units is mostly done per private chat.
Other means of communication are the Intercom functions of Euroscope which would be a very nice feature, however often they only work with certain controllers. The ATC Channel within Euroscope should not be used for individual coordination.

When you come online or go offline you should inform neighboring ATC stations.

=== Special Situations (High Traffic, Slots, ...) ===

==== High traffic situations ====

During high traffic situations communication with adjacent approach sectors is very important. Especially during single runway operations you might have to ask for increased inbound spacing to be able to fit in departing aircraft.

==== Additional phrases during periods of high traffic ====

In order to expedite the flow of traffic use the following phrases:

Austrian 125, wind is xxx/xx runway 29 cleared for takeoff, expedite
Austrian 125, wind is xxx/xx runway 34 cleared to land, expedite vacating
OE-ABC, wind xxx/xx, runway 29 cleared for takeoff, after departure right turn
as soon as practicable

==== Opposite runway operations ====

This is one of the more difficult situtions for a Tower controller. You have to consider the departure route of each aircraft to estimate the required spacing to arriving traffic. Again close coordination with approach is very important.

== Ressourcen ==

*[http://vateud.net/index.php?option=com_content&view=article&id=77&Itemid=122 VATEUD Training Department]
*[http://de.wikipedia.org/wiki/ICAO-Alphabet Wikipedia: Buchstabentafel]

 
'' Prev: [[Study Guide:Ground]] - Overview: [[Study Guide]] - Next: [[Study Guide: Approach]]''

[[Category:Documents]][[Category:Study Guides]][[Category:Training]][[Category:Controller]]

Study Guide:Tower

2012-07-16T08:34:26Z

Georg Lauenstein: /* Departing Traffic */

'''This study guide is still work in progress. Stay tuned for further chapters.'''

'' Prev: [[Study Guide:Ground]] - Overview: [[Study Guide]] - Next: [[Study Guide: Approach]]''

== Introduction ==

This Study Guide is designed to give you all the information you need to become a Tower Controller within VACC Austria. We assume that you have already read the [[Study Guide:OBS]], [[Study Guide:Delivery]] and [[Study Guide:Ground]] and that you have some experience controlling on VATSIM.
Since you will handle aircraft in the air for the first time, we want to discuss some basic principles of flying before actually talking about procedures. Also we'll have to talk about some organisational issues. The fourth chapter of this article will then familiarize you with the procedures you need for controlling tower positions.

== Aircraft and basic Flying Principles ==

=== Producing Lift ===

For an aircraft to fly the lift force produced by (mostly) the wings has to outweigh the gravitational force that affects the aircraft.

Basically a wing produces lift by deflecting the air it moves through into one direction. According to Newton's third law of motion the lift is produced into the opposite direction. This lift grows with the speed the aircraft has in relation to the air and with the angle the wing draws with the direction of movement. This angle is called Angle of Attack (AoA).

The principle only works as long as a steady airflow around the wing exists. As soon as the airflow seperates from the wings surface the lift starts to decerease. The AoA at which this occurs is called critical Angle of Attack. It depends on the profile of the wing and it's dimensions but for subsonic aircrafts it typically lies between 8 and 21 degrees.

Think of an level flying aircraft that reduces it speed. In order to compensate the reducing lift the pilot has to raise the nose. However at some point the Angle of Attack will cross the critical angle of Attack and the pilot will find himself in a stall. So the speed of an aircraft is limited on the lower side by the so called stall speed but the aircraft is also limit by aerodynamics in higher range of speed (buffeting). Because the stall speed depends on the profile most aircraft are equipped with devices that alter the profile during flight such as flaps or slats (Approach). In General when an aircraft fly it will produce thrust but at same time it produce drag. So if you fly just horizontal (cruise) you have at the same time Lift=weight and thrust=drag. Drag produce automatic noise and that is the big problem. to prevent this we have different procedures in the approach and a lot of research in aviation to reduce the sound of the aircraft but the main part are the engines.

On approach pilots have to fly in a certain speed range in order to conduct a safe landing. The lower boundary is called landing reference speed and is often a fixed multiple of the stall speed. As a result of this the approach speed also depends on weight an aircraft configuration (Flap/Slat setting). For safety the Approach Vapp is higher than Vref and the difference depends mostly on the weather conditions.

Generally you can say that bigger aircraft also have a bigger approach speed however at some point this rule does not work anymore because the Vref depends largely on the aircrafts weight in relation to it's maximum takeoff weight (MTOW). The speed ranges from 50 knots in a C150 up to 170 knots with a fully loaded 747. However for example it is possible that a light 747 is slower than a fully loaded 737.

=== Aircraft Categories ===

The most important ways of categorizing aircraft in aviation are by weight or by approach speed.

==== Weight Categories ====

Aircraft are categorized into three weight categories:

{| class="prettytable"
|-
| '''Category'''
| '''MTOW'''
|-
| Light Aircraft (L)
| < 7 000 kg
|-
| Medium Aircraft (M)
| 7 000 – 136 000 kg
|-
| Heavy Aircraft (H)
| >136 000 kg
|}

You can find a list of aircrafts in this link [http://www.skybrary.aero/index.php?title=Category:Aircraft&until=D228] Weight depicted is MTOW.

==== Approach Speed ====

Aircraft are categorized by their reference approach speed (Vref) at maximum landing weight:

{| class="prettytable"
|-
| '''Category'''
| '''Vref'''
|-
| A
| <= 90 knots
|-
| B
| 91 - 120 knots
|-
| C
| 121 - 140 knots
|-
| D
| 141 - 165 knots
|-
| E
| >= 165 knots
|}

==Before you start controlling==

Tower is responsible for all movements on the runways as well as for all movements within the control zone. He decides which runways are in use and maintains the ATIS. Tower is also responsible for ground and delivery if they are not online.

=== Airspace Structure around Major Airports ===
Major airports in Austria are surrounded by a so called control zone which is a class D airspace. This means that all aircraft need a clearance to enter this piece of airspace. So either they are cleared to an approach or you need to clear them specifically into the control zone. Details will be discussed in the VFR part later on.

===Choosing the active runways===
The guiding principle in choosing the active runways is that aircraft prefer to depart into direction the wind is coming from.
An airport has one runway named 16/34. The wind is reported as 320 degrees at 14 knots. In
this case runway 34 is chosen as the active runway.
However due to noise abatement and terrain considerations most airports have some kind of preferential runway system. Tailwind components of up to five knots are normally accepted in these cases.
Bear in mind that it is the pilots decision whether he can accept a certain runway because only he knows the performance of his aircraft.

For details on the preferred runway configurations for a specific airport ask your mentor.

=== ATIS ===

ATIS stands for Automatic Terminal Information Service and is a usually automatically generated broadcast that contains essential informations for pilots. It is continuously broadcasted on a dedicated frequency. On initial contact with the controller, pilots should already have listened to the ATIS and state the identifying letter.

A ATIS broadcast has to consist of:

*Name of the Airport
*Identification Letter
*Time of Observation
*Active Runways
*Transition Level
*Wind direction and velocity
*Visibilities
*Special weather conditions (such as rain)
*Cloud ceiling
*Temperature and Dewpoint
*QNH
*Trends

It is updated every 30 minutes or as soon as significant changes occur. In practice the ATIS function of Euroscope should be used. You can find the necessary files [http://www.vacc-austria.org/index.php?page=content/static&id=SOFTWARE_ATC here]. Please consult enclosed readme for information how to use this package.

 

=== Transition Altitude/Transition Level ===

Knowing the altitude you are flying is one of the most important informations you need in order to safely operate an airplane. Aircraft Altimeters use the air pressure around them to determine their actual altitude. In order to get correct readings you have to use the actual local pressure in your area. As a memory hook you can use this: The altimeter needle moves in the same direction you turn the rotary knob to adjust the pressure. If you turn it counterclockwise, the needle also turns counterclockwise and therefor indicates a lower altitude.

On the other hand it would not be very practical to use the local pressure while flying at higher altitudes, since terrain is not an issue here and you would have to set a new pressure setting in your altimeter every few minutes.

To avoid this pilots use the local pressure when departing from an airport until they pass the so called Transition Altitude (TA), where they set the so called standard pressure (QNH 1013 hpa or Altimeter 29.92 inHg). They continue to use this setting until they descend through the Transition Level (TRL) at their destination airport (or an airport on their route), where they set the local pressure again.

In airport charts only TA is given, whereas TRL has to be determined by ATC. Use the following table to calculated your TRL:

QNH < 0977: TA + 3000 ft.
QNH 0978 - 1012: TA + 2000 ft.
QNH 1013 - 1050: TA + 1000 ft.
QNH 1051 >  : TA = TL

The room between TA and TRL is called Transition layer. It ensures that the minimum spacing of 1000 ft between aircraft flying in lower part (with local pressure) and the upper part (using Standard pressure).

== Working as a Tower Controller ==

===Setting the right priorities===
The moment you are responsible for more than one aircraft you will have to set priorities in your handling. As a general guideline:

#aircraft in the air have top priority - you take care of them first. Reason: They can't stop.
#aircraft moving on the ground have next priority. They could bump into each other.
#aircraft standing on ground have the least priority.

This also means that you will have to tell pilots to stand by while you attend to other matters. Make sure you keep a list of aircraft you told to stand by so you don't forget to call them back. This also means, that you might have to set priority in services which aircraft in the air need first, like setting up ATIS.

=== Runway Separation ===

The runways are one of the most dangerous spots on an airport because aircraft are travelling at high speed with little room to maneuver and most of the time no ability to stop at a reasonable distance. Because of this the general rule is that '''only one aircaft may be cleared to use a runway at the same time.''' What this means practically and exceptions from this rule are explained in the following chapters.

=== Departing Traffic ===

So now we are at the point where the pilot reaches the Holding Point of his departure runway and reports ready for departure. What are the things you should check before issuing the takeoff clearance?

*Have a look at the flightplan. Take note of the type of aircraft and the Departure Route.
*Check the traffic approaching the runway.

To give him the takeoff clearance the following phrase should be used:

e.g.: TWR: AUA2CM, wind 320 degerees, 7 knots, Runway 29, cleared for takeoff.
AUA2CM: Cleared for takeoff Runway 29, AUA2CM

The pilot lines up on the runway, advances the throttle and takes off. When he is well established in climb check he is squawking Mode C and the right Code. Afterwards he is handed off to the next Controller, in this case a radar position:
<pre>LOWW_TWR: AUA2CM, contact Wien Radar frequency 128.20, bye bye!
AUA2CM: Contacting Wien Radar frequency 128.20, AUA2CM. </pre>
The next aircraft reports ready for departure. Again check the points above, but this time we cannot give the takeoff clearance straight away because the preceeding aircraft is still occupying the runway. Now you get to know the first exception to the Runway Seperation rule above. To speed things up you can instruct the next aircraft to line up behind the first one while this one is still in the takeoff roll occupying the runway:

TWR: AZA639, behind departing Austrian Airbus A319, line-up rwy 29 and wait behind.
AZA639: behind departing Airbus lining up runway 29 and waiting behind, AZA639.
''Note: you '''must''' add another "behind" at the end to make sure the aircraft really waits before lining up!

This type of clearance is called a conditional clearance. The earliest possible point where you can issue the next takeoff clearance is, when the preceeding aircraft has overflown the opposite runway end or has clearly turned onto either side of it. However in some cases this could be very close which leads us to the next chapter but before lets have a look on helicopters.

Helicopters are sometimes able to start from there current position like a Helipad or a normal stand, if he want to depart from a Runway you can use the normal Phrases for VFR Traffic.

e.g.: OEATD: Wien Tower, OEATD at General Aviation Parking ready for departure.
TWR: OEATD, Wien Tower, after departure leave control zone via Freudenau and Donauturm, 2500 feet or below, Wind 290° 6 Knots, present position cleared for take-off.
OEATD: After departure leaving the control zone via Freudenau and Donauturm not above 2500 feet, present position cleared for take-off.

=== Departure Seperation ===

==== Based on Type of Aircraft and departure route ====

One of the main tasks of air traffic control is to keep aircraft at a safe distance to each other. So imagine the following situation:

{| class="prettytable"
|-
|
*Two aircraft are departing right after each other.
*The first aircraft is a relatively slow Cessna 208 (~around 70 knots in climb), the second one a fast Boeing 767 (140-180 knots on the initial climb).
*Both follow the same departure route.

|}

Obviously it would not take long until the B767 catches up with the Cessna, a potentially very dangerous situation! You can see, that it is very important to check the flightplan of the aircraft you are about to clear for takeoff. The minimum radar seperation in the area around an airport is 3 nm or 1000 feet. These are the limits radar stations have to obey. Tower Controllers should aim to achieve the following seperation for departing aircraft following departure routes which share a common part:
<div align="left">
{| class="prettytable"
|-
| Fast followed by slow
| 3 nm
|-
| Matching Types
| 5 nm
|-
| Slow followed by fast
| 10 nm
|}
</div>
In extreme examples like the one above it is often more advisable to coordinate with APP to find another solution. Often this involves clearing the aircraft to a non standard altitude or departure route:

TWR: DLH2441, after departure maintain runway heading, climb initially to 3000 ft
DLH2441: After departure maintaining runway heading, climbing to 3000 ft, DLH2441
TWR: DLH2441, wind 320 degrees at 9 knots, runway 29, cleared for takeoff
DLH2441: Cleared for takeoff runway 29, DLH2441

The other main task of ATC is to expedite the flow of traffic. Situation:

{| class="prettytable"
|-
|
*You have numerous aircraft departing from the same runway, following different departure routes. Some of them involve immediate right turns other SIDs immediate left turns.
*There are two holdingpoints available.

|}

It would benificial to use the gaps that arise between the aircraft using similar Departure Routes, so in close coordination with ground you should try to distribute aircraft over the holding points in a way to be able to fill those gaps.

==== Based on Wake Turbulence Category ====

There are two ways aircraft influence the air around them when passing through it:

{| class="prettytable"
|-
|
*Jetwash produced by the engines
*Turbulence created at the wings and especially at the wingtips

|}

This turbulence can cause severe problems or even loss of control for following aircraft. The wake turbulence categories are based on the Maximum Takeoff weight (MTOW) of the aircraft:
<div align="left">
{| class="prettytable"
|-
| Light Aircraft (L)
| < 7 000 kg
|-
| Medium Aircraft (M)
| 7 000 – 136 000 kg
|-
| Heavy Aircraft (H)
| >136 000 kg
|}
</div>
For departing aircraft, 2 minutes separation (3 minutes if the succeeding aircraft departs from an intersection) is applied when an aircraft in wake turbulence category LIGHT or MEDIUM departs behind an aircraft in wake turbulence category HEAVY, or when a LIGHT category aircraft departs behind a MEDIUM category aircraft. You may issue a take-off clearance to an aircraft that has waived wake turbulence separation, except, if it's a light or medium aircraft departing as follows:

{| class="prettytable"
|-
|
*Behind a heavy a/c and takeoff is started from an interception or along the runway in the direction of take-off.
*Behind a heavy a/c that is taking off or making a low or missed approach in the opposite direction on the same runway.
*Behind a heavy a/c that is making a low or missed approach in the same direction of the runway.

|}

To point out this hazard to a pilot the following phrase should be used:

TWR:ESK32C, behind departing heavy B777 line up runway 16 behind and wait,
caution wake turbulence.
ESK32C: behind departing B777 lining up rwy 29 and waiting, ESK32C.

=== Arriving Traffic ===

Arriving Aircraft call you when they are established on an approach to a runway. Most of the time this is an ILS Approach but also other kinds are possible.

MAH224:Linz Tower, MAH224 established ILS Approach rwy 27.

Again you are not allowed to clear more than one aircraft onto the same runway at the same time. 

{| class="prettytable"
|-
| In order to issue a landing clearance
#preceeding departing traffic must have overflown the opposite runway threshold or clearly turned onto either side of the runway.
#preceeding landing traffic must have left the runway safety strip with all parts.
#traffic crossing the runway must have left the runway safety strip with all parts.

|}

If these conditions are met use the following phrase to clear the aircraft:

TWR:MAH224, Linz Tower, wind 300 degerees at 16 knots, runway 27, cleared to land.
MAH224:cleared to land runway 27, MAH224.

During periods of high traffic it is likely that you have more than one aircraft approaching the same runway at the same time. Approach has to ensure the minimum radar seperation of 3 nm and additionally increased seperation due to wake turbulence.

AUA26T:Linz Tower, AUA26T established ILS 27.
TWR:AUA26T, Linz Tower, continue approach, wind 300 degrees at 16 knots.
AUA26T:continuing approach, AUA26T.

{| class="prettytable"
|-
| Meanwhile MAH224 has left the runway.
|}

TWR:AUA26T wind 310 degrees at 14 knots, runway 27 cleared to land.
AUA26T:Runway 27, cleared to land, MAH224.

Often it is useful to give pilots additional information, such as traffic information or wind:

{| class="prettytable"
|-
| CSA276 is following NLY7751 (A320):
|}

CSA276: Wien Tower, CSA276 established ILS 34.
TWR:CSA276, Wien Tower, preceeding traffic is a NLY Airbus A320 3,5 nm ahead of you, continue
approach runway 34, wind 010 degrees at 4 knots.
CSA276:We have the airbus in sight continuing approach, CSA276.

{| class="prettytable"
|-
| AUA81 is approaching runway 16, OE-AGA is on left base runway 16 and there is a rescue helicopter operating in the area around Freudenau.
|}

AUA81:Wien Tower, AUA81 established ILS 16
TWR:AUA81, Wien Tower, VFR traffic is on left base rwy 16, continue approach, wind 140
degrees at 7 knots.
AUA81:continuing approach, AUA81.
TWR:AUA81, There is an helicopter operating west of the extended centerline, presently at
your one o'clock position, 5 nm, 1400 ft.
AUA81: Thank you, looking out, AUA81.
AUA81: traffic in sight, AUA81.

Helicopters don't need a Runway for the approach, sometimes they are able to land at their parking position, lets have a look on the Phrases.

eg. the rescue helicopter from the example above needs to land on your airport:
OEATD: Wien Tower, request landing at the General Aviation Terminal.
TWR: OEATD, wind 010 degreees 4 knots direct General Aviation Terminal, cleared to land.

To give you an idea how dense traffic can get in real life consider that during peak times and good weather the seperation is reduced to 2,5 nm. This equals to one landing every 75 seconds. However on VATSIM the minimum seperation is 3 nm which already requires good cooperation from all the pilots involved.

=== Merging Departing and Arriving Traffic ===

And now to the most fun part of being a Tower Controller. Sometimes you get into the situation that you use the same runway for departures and arrivals. Either your airport has only one runway or weather demand this configuration.

 Still the above rule of only one aircraft at the same time applies, however we also use conditional clearances which look very similar to those above in the departing traffic section.

LOWW_TWR: AUA123, Traffic short final RWY 29, C750, report in sight
AUA123: Traffic in sight, AUA123
LOWW_TWR: AUA123, behind landing C750 line up RWY 29 behind and wait
AUA123: Behind landing C750 lining up RWY 29 behdind and waiting, AUA123

To avoid misunderstandings, this time we make sure that the Pilot has the the landing aircraft in sight. You don't have to worry about wake turbulence seperation between landing and departing aircraft since they never cross through each others wake.

To depart an aircraft in front of an approaching aircraft at the time of the departure clearance given the arriving aircraft should not be closer than 4 nm to touchdown. To squeeze a departing aircraft between two arrivals you normally need a minimum of 6 nm between them. It is important for you to check carefully if you have the necessary gap, so have a close look at the distance between the arrivals and their speed. If the second one comes in faster than normal consider this in your calculation. Also you should make sure, that the pilot will be ready for departure when you need him to depart. To check this use the following phrase:

Callsign, are you ready for immediate departure?

Again it is a good idea to give the pilot an idea of the traffic situation around him.

Example:

{| class="prettytable"
|-
| You are the Tower Controller at Vienna airport. Runway 29 is active for departures and arrivals. One aircraft is on a 5 nm final, one at 12 nm out. Additionally you have two departures waiting at the holding point of ruwnay 29.
|}

TWR:CAL275, are you ready for immediate departure?
CAL275:Affirmitive, ready for immediate departure, CAL275
TWR:Traffic is now at a 4 nm final, wind 300 degrees at 7 knots, runway 29 cleared for
immediate takeoff.
CAL275:cleared for immediate takeoff runway 29, CAL275

{| class="prettytable"
|-
| After the CAL B747 has taken off.
|}

TWR:AUA289, wind 300 degrees at 7 knots, runway 29, cleared to land.
AUA289:Runway 29, cleared to land, AUA289.
TWR:AUA2LT, traffic is an AUA Airbus A320 on a 2 nm final rwy 29, do you have traffic in sight?
AUA2LT:Traffic in sight, AUA2LT.
TWR:AUA2LT, behind landing traffic line up runway 29 behind and wait.
AUA2LT:Behind the landing Airbus, lining up runway 29 behind and waiting, AUA2LT.

{| class="prettytable"
|-
| AUA289 has vacated the runway.
|}

TWR:AUA2LT, wind 300 degrees at 8 knots, runway 29 cleared for takeoff, landing traffic is
now on a 3,5 nm final.
AUA2LT:cleread for takeoff runway 29, AUA2LT.

=== VFR Traffic ===

==== Differences to handling of IFR Traffic ====

The essential collision safety principle guiding the VFR pilot is "see and avoid." Pilots flying under VFR assume responsibility for their separation from all other aircraft and are generally not assigned routes or altitudes by air traffic control. Governing agencies establish specific requirements for VFR flight, consisting of minimum visibility, distance from clouds, and altitude to ensure that aircraft operating under VFR can be seen from a far enough distance to ensure safety.

To guide VFR TRaffic through your airspace you make use of VFR Routes, Sectors and reporting Points. '''Used phrases''':

TWR:OE-AGA, enter control zone via VFR route Klosterneuburg – Freudenau, 1500ft or below,
QNH 1020, Squawk 4604, report XXXX (i.e. Freudenau), expect runway 29.
TWR:OE-AGA hold (orbit) overhead XXXX (i.e. Freudenau) in XXXX (i.e. 2500ft)

VFR flights should be guided into downwind, base and final leg for landing. 

TWR:OE-AGA, enter downwind for runway 29, report on downwind
TWR:OE-AGA, enter base for runway 29, report on base

VFR Flights get their Clearance from Tower. After startup, they will contact Ground for taxi, thereafter the Tower will issue the clearance. A possible VFR clearance could be: 

TWR:OE-AGA, verlassen Sie die Kontrollzone über Sichtflugstrecke Klosterneuburg, 1500 Fuß
oder darunter, QNH 1014, Squawk 4607, Rechtskurve nach dem Abheben so bald als möglich.
TWR:OE-AGA, leave controlzone via VFR-route Klosterneuburg, 1500 feet or below,
QNH 1014, Squawk 4607, right turn after departure as soon as possible.

TWR:OE-AGA, steigen sie auf 3500 Fuß, melden Sie Donauturm.
TWR:OE-AGA, climb 3500 feet, report Donauturm.

In the air ATC provides traffic information.

TWR:OE-AGA, Traffic at your 12 o'clock position, 2100 feet, a PA28 on VFR inbound
route Klosterneuburg-Freudenau.

When the aircraft leaves the controlzone.

TWR:OE-AGA, set Sqauwk 7000, leaving frequency is approved.

Wien Tower/Turm can also be contacted in German.

==== Merging in VFR Traffic ====

To manage VFR Traffic efficiently you have to use traffic information and visual seperation.

TWR: OE-ANX, traffic at your 3 o´clock position, moving right to left, B767, distance 2.5
miles, report mentioned traffic in sight
OE-ANX: Traffic in sight, OE-ANX

Because of other traffic it might be necessary for the aircraft to remain in the downwind leg until the traffic has passed:

TWR:OE-AGA, fly extended right downwind, standby for base.
OE-AGA: Extending right downwind, OE-AGA

To instruct the aircraft to continue it's approach use the following procedure:

TWR: OE-ANX, traffic at your 3 o´clock position, moving right to left, B767, distance 2.5
miles, report mentioned traffic in sight
OE-ANX: Traffic in sight, OE-ANX
TWR:OE-AGA, behind B767 traffic, enter final RWY 29, caution wake turbulence
OE-AGA: Behind B767, enter final RWY 29 behind, caution wake turbulence, OE-ANX

When using an extended downwind you should always consider that the aircrafts speed might be considerably lower than the speed of other aircrafts involved. So if an aircraft has to fly a long way out it might take some time for it to come all the way back, generating a big gap in the arrival sequence. Instead you should aim to keep the plane within the vicinity of the airfield:

TWR: OE-AGA, Make a right three-sixty.
OE-AGA: Making three-sixty to the right.
TWR: OE-AGA, Orbit left
OE-AGA: Orbiting left, OE-AGA

The second instructions means, that the pilot should make orbits until further advice.

==== Information Positions ====

=== Coordination with other ATC Stations ===
''Communication from one controller to another is as important as the communication from controller to pilot.'' This is especially true during high traffic situations where you might be tempted to concentrate solely on what is happening on your frequency. In these situations don't hesitate to take a call from a fellow controller even if it means that a pilot has to wait before you call him back. Secondly if you know a controller is busy, try to keep your conversation with him concise and avoid chatting in a teamspeak channel next to him.

Within VACC Austria we usually use teamspeak to coordinate with each other. The coordination with other ATC units is mostly done per private chat.
Other means of communication are the Intercom functions of Euroscope which would be a very nice feature, however often they only work with certain controllers. The ATC Channel within Euroscope should not be used for individual coordination.

When you come online or go offline you should inform neighboring ATC stations.

=== Special Situations (High Traffic, Slots, ...) ===

==== High traffic situations ====

During high traffic situations communication with adjacent approach sectors is very important. Especially during single runway operations you might have to ask for increased inbound spacing to be able to fit in departing aircraft.

==== Additional phrases during periods of high traffic ====

In order to expedite the flow of traffic use the following phrases:

Austrian 125, wind is xxx/xx runway 29 cleared for takeoff, expedite
Austrian 125, wind is xxx/xx runway 34 cleared to land, expedite vacating
OE-ABC, wind xxx/xx, runway 29 cleared for takeoff, after departure right turn
as soon as practicable

==== Opposite runway operations ====

This is one of the more difficult situtions for a Tower controller. You have to consider the departure route of each aircraft to estimate the required spacing to arriving traffic. Again close coordination with approach is very important.

== Ressourcen ==

*[http://vateud.net/index.php?option=com_content&view=article&id=77&Itemid=122 VATEUD Training Department]
*[http://de.wikipedia.org/wiki/ICAO-Alphabet Wikipedia: Buchstabentafel]

 
'' Prev: [[Study Guide:Ground]] - Overview: [[Study Guide]] - Next: [[Study Guide: Approach]]''

[[Category:Documents]][[Category:Study Guides]][[Category:Training]][[Category:Controller]]

Study Guide:Tower

2012-07-16T08:32:30Z

Georg Lauenstein: /* Producing Lift */

'''This study guide is still work in progress. Stay tuned for further chapters.'''

'' Prev: [[Study Guide:Ground]] - Overview: [[Study Guide]] - Next: [[Study Guide: Approach]]''

== Introduction ==

This Study Guide is designed to give you all the information you need to become a Tower Controller within VACC Austria. We assume that you have already read the [[Study Guide:OBS]], [[Study Guide:Delivery]] and [[Study Guide:Ground]] and that you have some experience controlling on VATSIM.
Since you will handle aircraft in the air for the first time, we want to discuss some basic principles of flying before actually talking about procedures. Also we'll have to talk about some organisational issues. The fourth chapter of this article will then familiarize you with the procedures you need for controlling tower positions.

== Aircraft and basic Flying Principles ==

=== Producing Lift ===

For an aircraft to fly the lift force produced by (mostly) the wings has to outweigh the gravitational force that affects the aircraft.

Basically a wing produces lift by deflecting the air it moves through into one direction. According to Newton's third law of motion the lift is produced into the opposite direction. This lift grows with the speed the aircraft has in relation to the air and with the angle the wing draws with the direction of movement. This angle is called Angle of Attack (AoA).

The principle only works as long as a steady airflow around the wing exists. As soon as the airflow seperates from the wings surface the lift starts to decerease. The AoA at which this occurs is called critical Angle of Attack. It depends on the profile of the wing and it's dimensions but for subsonic aircrafts it typically lies between 8 and 21 degrees.

Think of an level flying aircraft that reduces it speed. In order to compensate the reducing lift the pilot has to raise the nose. However at some point the Angle of Attack will cross the critical angle of Attack and the pilot will find himself in a stall. So the speed of an aircraft is limited on the lower side by the so called stall speed but the aircraft is also limit by aerodynamics in higher range of speed (buffeting). Because the stall speed depends on the profile most aircraft are equipped with devices that alter the profile during flight such as flaps or slats (Approach). In General when an aircraft fly it will produce thrust but at same time it produce drag. So if you fly just horizontal (cruise) you have at the same time Lift=weight and thrust=drag. Drag produce automatic noise and that is the big problem. to prevent this we have different procedures in the approach and a lot of research in aviation to reduce the sound of the aircraft but the main part are the engines.

On approach pilots have to fly in a certain speed range in order to conduct a safe landing. The lower boundary is called landing reference speed and is often a fixed multiple of the stall speed. As a result of this the approach speed also depends on weight an aircraft configuration (Flap/Slat setting). For safety the Approach Vapp is higher than Vref and the difference depends mostly on the weather conditions.

Generally you can say that bigger aircraft also have a bigger approach speed however at some point this rule does not work anymore because the Vref depends largely on the aircrafts weight in relation to it's maximum takeoff weight (MTOW). The speed ranges from 50 knots in a C150 up to 170 knots with a fully loaded 747. However for example it is possible that a light 747 is slower than a fully loaded 737.

=== Aircraft Categories ===

The most important ways of categorizing aircraft in aviation are by weight or by approach speed.

==== Weight Categories ====

Aircraft are categorized into three weight categories:

{| class="prettytable"
|-
| '''Category'''
| '''MTOW'''
|-
| Light Aircraft (L)
| < 7 000 kg
|-
| Medium Aircraft (M)
| 7 000 – 136 000 kg
|-
| Heavy Aircraft (H)
| >136 000 kg
|}

You can find a list of aircrafts in this link [http://www.skybrary.aero/index.php?title=Category:Aircraft&until=D228] Weight depicted is MTOW.

==== Approach Speed ====

Aircraft are categorized by their reference approach speed (Vref) at maximum landing weight:

{| class="prettytable"
|-
| '''Category'''
| '''Vref'''
|-
| A
| <= 90 knots
|-
| B
| 91 - 120 knots
|-
| C
| 121 - 140 knots
|-
| D
| 141 - 165 knots
|-
| E
| >= 165 knots
|}

==Before you start controlling==

Tower is responsible for all movements on the runways as well as for all movements within the control zone. He decides which runways are in use and maintains the ATIS. Tower is also responsible for ground and delivery if they are not online.

=== Airspace Structure around Major Airports ===
Major airports in Austria are surrounded by a so called control zone which is a class D airspace. This means that all aircraft need a clearance to enter this piece of airspace. So either they are cleared to an approach or you need to clear them specifically into the control zone. Details will be discussed in the VFR part later on.

===Choosing the active runways===
The guiding principle in choosing the active runways is that aircraft prefer to depart into direction the wind is coming from.
An airport has one runway named 16/34. The wind is reported as 320 degrees at 14 knots. In
this case runway 34 is chosen as the active runway.
However due to noise abatement and terrain considerations most airports have some kind of preferential runway system. Tailwind components of up to five knots are normally accepted in these cases.
Bear in mind that it is the pilots decision whether he can accept a certain runway because only he knows the performance of his aircraft.

For details on the preferred runway configurations for a specific airport ask your mentor.

=== ATIS ===

ATIS stands for Automatic Terminal Information Service and is a usually automatically generated broadcast that contains essential informations for pilots. It is continuously broadcasted on a dedicated frequency. On initial contact with the controller, pilots should already have listened to the ATIS and state the identifying letter.

A ATIS broadcast has to consist of:

*Name of the Airport
*Identification Letter
*Time of Observation
*Active Runways
*Transition Level
*Wind direction and velocity
*Visibilities
*Special weather conditions (such as rain)
*Cloud ceiling
*Temperature and Dewpoint
*QNH
*Trends

It is updated every 30 minutes or as soon as significant changes occur. In practice the ATIS function of Euroscope should be used. You can find the necessary files [http://www.vacc-austria.org/index.php?page=content/static&id=SOFTWARE_ATC here]. Please consult enclosed readme for information how to use this package.

 

=== Transition Altitude/Transition Level ===

Knowing the altitude you are flying is one of the most important informations you need in order to safely operate an airplane. Aircraft Altimeters use the air pressure around them to determine their actual altitude. In order to get correct readings you have to use the actual local pressure in your area. As a memory hook you can use this: The altimeter needle moves in the same direction you turn the rotary knob to adjust the pressure. If you turn it counterclockwise, the needle also turns counterclockwise and therefor indicates a lower altitude.

On the other hand it would not be very practical to use the local pressure while flying at higher altitudes, since terrain is not an issue here and you would have to set a new pressure setting in your altimeter every few minutes.

To avoid this pilots use the local pressure when departing from an airport until they pass the so called Transition Altitude (TA), where they set the so called standard pressure (QNH 1013 hpa or Altimeter 29.92 inHg). They continue to use this setting until they descend through the Transition Level (TRL) at their destination airport (or an airport on their route), where they set the local pressure again.

In airport charts only TA is given, whereas TRL has to be determined by ATC. Use the following table to calculated your TRL:

QNH < 0977: TA + 3000 ft.
QNH 0978 - 1012: TA + 2000 ft.
QNH 1013 - 1050: TA + 1000 ft.
QNH 1051 >  : TA = TL

The room between TA and TRL is called Transition layer. It ensures that the minimum spacing of 1000 ft between aircraft flying in lower part (with local pressure) and the upper part (using Standard pressure).

== Working as a Tower Controller ==

===Setting the right priorities===
The moment you are responsible for more than one aircraft you will have to set priorities in your handling. As a general guideline:

#aircraft in the air have top priority - you take care of them first. Reason: They can't stop.
#aircraft moving on the ground have next priority. They could bump into each other.
#aircraft standing on ground have the least priority.

This also means that you will have to tell pilots to stand by while you attend to other matters. Make sure you keep a list of aircraft you told to stand by so you don't forget to call them back. This also means, that you might have to set priority in services which aircraft in the air need first, like setting up ATIS.

=== Runway Separation ===

The runways are one of the most dangerous spots on an airport because aircraft are travelling at high speed with little room to maneuver and most of the time no ability to stop at a reasonable distance. Because of this the general rule is that '''only one aircaft may be cleared to use a runway at the same time.''' What this means practically and exceptions from this rule are explained in the following chapters.

=== Departing Traffic ===

So now we are at the point where the pilot reaches the Holding Point of his departure runway and reports ready for departure. What are the things you should check before issuing the takeoff clearance?

*Have a look at the flightplan. Take note of the type of aircraft and the Departure Route.
*Check the traffic approaching the runway.

To give him the takeoff clearance the following phrase should be used:

e.g.: TWR: AUA2CM, wind 320 degerees, 7 knots, Runway 29, cleared for takeoff.
AUA2CM: Cleared for takeoff Runway 29, AUA2CM

The pilot lines up on the runway, advances the throttle and takes off. When he is well established in climb check he is squawking Mode C and the right Code. Afterwards he is handed off to the next Controller, in this case a radar position:
<pre>LOWW_TWR: AUA2CM, contact Wien Radar frequency 128.20, bye bye!
AUA2CM: Contacting Wien Radar on frequency 128.20, AUA2CM. </pre>
The next aircraft reports ready for departure. Again check the points above, but this time we cannot give the takeoff clearance straight away because the preceeding aircraft is still occupying the runway. Now you get to know the first exception to the Runway Seperation rule above. To speed things up you can instruct the next aircraft to line up behind the first one while this one is still in the takeoff roll occupying the runway:

TWR: AZA639, behind departing Austrian Airbus A319, line-up rwy 29 and wait behind.
AZA639: behind departing Airbus lining up runway 29 and waiting behind, AZA639.
''Note: you '''must''' add another "behind" at the end to make sure the aircraft really waits before lining up!

This type of clearance is called a conditional clearance. The earliest possible point where you can issue the next takeoff clearance is, when the preceeding aircraft has overflown the opposite runway end or has clearly turned onto either side of it. However in some cases this could be very close which leads us to the next chapter but before lets have a look on helicopters.

Helicopters are sometimes able to start from there current position like a Helipad or a normal stand, if he want to depart from a Runway you can use the normal Phrases for VFR Traffic.

e.g.: OEATD: Wien Tower, OEATD at General Aviation Parking ready for departure.
TWR: OEATD, Wien Tower, after departure leave control zone via Freudenau and Donauturm, 2500 feet or below, Wind 290° 6 Knots, present position cleared for take-off.
OEATD: After departure leaving the control zone via Freudenau and Donauturm not above 2500 feet, present position cleared for take-off.

=== Departure Seperation ===

==== Based on Type of Aircraft and departure route ====

One of the main tasks of air traffic control is to keep aircraft at a safe distance to each other. So imagine the following situation:

{| class="prettytable"
|-
|
*Two aircraft are departing right after each other.
*The first aircraft is a relatively slow Cessna 208 (~around 70 knots in climb), the second one a fast Boeing 767 (140-180 knots on the initial climb).
*Both follow the same departure route.

|}

Obviously it would not take long until the B767 catches up with the Cessna, a potentially very dangerous situation! You can see, that it is very important to check the flightplan of the aircraft you are about to clear for takeoff. The minimum radar seperation in the area around an airport is 3 nm or 1000 feet. These are the limits radar stations have to obey. Tower Controllers should aim to achieve the following seperation for departing aircraft following departure routes which share a common part:
<div align="left">
{| class="prettytable"
|-
| Fast followed by slow
| 3 nm
|-
| Matching Types
| 5 nm
|-
| Slow followed by fast
| 10 nm
|}
</div>
In extreme examples like the one above it is often more advisable to coordinate with APP to find another solution. Often this involves clearing the aircraft to a non standard altitude or departure route:

TWR: DLH2441, after departure maintain runway heading, climb initially to 3000 ft
DLH2441: After departure maintaining runway heading, climbing to 3000 ft, DLH2441
TWR: DLH2441, wind 320 degrees at 9 knots, runway 29, cleared for takeoff
DLH2441: Cleared for takeoff runway 29, DLH2441

The other main task of ATC is to expedite the flow of traffic. Situation:

{| class="prettytable"
|-
|
*You have numerous aircraft departing from the same runway, following different departure routes. Some of them involve immediate right turns other SIDs immediate left turns.
*There are two holdingpoints available.

|}

It would benificial to use the gaps that arise between the aircraft using similar Departure Routes, so in close coordination with ground you should try to distribute aircraft over the holding points in a way to be able to fill those gaps.

==== Based on Wake Turbulence Category ====

There are two ways aircraft influence the air around them when passing through it:

{| class="prettytable"
|-
|
*Jetwash produced by the engines
*Turbulence created at the wings and especially at the wingtips

|}

This turbulence can cause severe problems or even loss of control for following aircraft. The wake turbulence categories are based on the Maximum Takeoff weight (MTOW) of the aircraft:
<div align="left">
{| class="prettytable"
|-
| Light Aircraft (L)
| < 7 000 kg
|-
| Medium Aircraft (M)
| 7 000 – 136 000 kg
|-
| Heavy Aircraft (H)
| >136 000 kg
|}
</div>
For departing aircraft, 2 minutes separation (3 minutes if the succeeding aircraft departs from an intersection) is applied when an aircraft in wake turbulence category LIGHT or MEDIUM departs behind an aircraft in wake turbulence category HEAVY, or when a LIGHT category aircraft departs behind a MEDIUM category aircraft. You may issue a take-off clearance to an aircraft that has waived wake turbulence separation, except, if it's a light or medium aircraft departing as follows:

{| class="prettytable"
|-
|
*Behind a heavy a/c and takeoff is started from an interception or along the runway in the direction of take-off.
*Behind a heavy a/c that is taking off or making a low or missed approach in the opposite direction on the same runway.
*Behind a heavy a/c that is making a low or missed approach in the same direction of the runway.

|}

To point out this hazard to a pilot the following phrase should be used:

TWR:ESK32C, behind departing heavy B777 line up runway 16 behind and wait,
caution wake turbulence.
ESK32C: behind departing B777 lining up rwy 29 and waiting, ESK32C.

=== Arriving Traffic ===

Arriving Aircraft call you when they are established on an approach to a runway. Most of the time this is an ILS Approach but also other kinds are possible.

MAH224:Linz Tower, MAH224 established ILS Approach rwy 27.

Again you are not allowed to clear more than one aircraft onto the same runway at the same time. 

{| class="prettytable"
|-
| In order to issue a landing clearance
#preceeding departing traffic must have overflown the opposite runway threshold or clearly turned onto either side of the runway.
#preceeding landing traffic must have left the runway safety strip with all parts.
#traffic crossing the runway must have left the runway safety strip with all parts.

|}

If these conditions are met use the following phrase to clear the aircraft:

TWR:MAH224, Linz Tower, wind 300 degerees at 16 knots, runway 27, cleared to land.
MAH224:cleared to land runway 27, MAH224.

During periods of high traffic it is likely that you have more than one aircraft approaching the same runway at the same time. Approach has to ensure the minimum radar seperation of 3 nm and additionally increased seperation due to wake turbulence.

AUA26T:Linz Tower, AUA26T established ILS 27.
TWR:AUA26T, Linz Tower, continue approach, wind 300 degrees at 16 knots.
AUA26T:continuing approach, AUA26T.

{| class="prettytable"
|-
| Meanwhile MAH224 has left the runway.
|}

TWR:AUA26T wind 310 degrees at 14 knots, runway 27 cleared to land.
AUA26T:Runway 27, cleared to land, MAH224.

Often it is useful to give pilots additional information, such as traffic information or wind:

{| class="prettytable"
|-
| CSA276 is following NLY7751 (A320):
|}

CSA276: Wien Tower, CSA276 established ILS 34.
TWR:CSA276, Wien Tower, preceeding traffic is a NLY Airbus A320 3,5 nm ahead of you, continue
approach runway 34, wind 010 degrees at 4 knots.
CSA276:We have the airbus in sight continuing approach, CSA276.

{| class="prettytable"
|-
| AUA81 is approaching runway 16, OE-AGA is on left base runway 16 and there is a rescue helicopter operating in the area around Freudenau.
|}

AUA81:Wien Tower, AUA81 established ILS 16
TWR:AUA81, Wien Tower, VFR traffic is on left base rwy 16, continue approach, wind 140
degrees at 7 knots.
AUA81:continuing approach, AUA81.
TWR:AUA81, There is an helicopter operating west of the extended centerline, presently at
your one o'clock position, 5 nm, 1400 ft.
AUA81: Thank you, looking out, AUA81.
AUA81: traffic in sight, AUA81.

Helicopters don't need a Runway for the approach, sometimes they are able to land at their parking position, lets have a look on the Phrases.

eg. the rescue helicopter from the example above needs to land on your airport:
OEATD: Wien Tower, request landing at the General Aviation Terminal.
TWR: OEATD, wind 010 degreees 4 knots direct General Aviation Terminal, cleared to land.

To give you an idea how dense traffic can get in real life consider that during peak times and good weather the seperation is reduced to 2,5 nm. This equals to one landing every 75 seconds. However on VATSIM the minimum seperation is 3 nm which already requires good cooperation from all the pilots involved.

=== Merging Departing and Arriving Traffic ===

And now to the most fun part of being a Tower Controller. Sometimes you get into the situation that you use the same runway for departures and arrivals. Either your airport has only one runway or weather demand this configuration.

 Still the above rule of only one aircraft at the same time applies, however we also use conditional clearances which look very similar to those above in the departing traffic section.

LOWW_TWR: AUA123, Traffic short final RWY 29, C750, report in sight
AUA123: Traffic in sight, AUA123
LOWW_TWR: AUA123, behind landing C750 line up RWY 29 behind and wait
AUA123: Behind landing C750 lining up RWY 29 behdind and waiting, AUA123

To avoid misunderstandings, this time we make sure that the Pilot has the the landing aircraft in sight. You don't have to worry about wake turbulence seperation between landing and departing aircraft since they never cross through each others wake.

To depart an aircraft in front of an approaching aircraft at the time of the departure clearance given the arriving aircraft should not be closer than 4 nm to touchdown. To squeeze a departing aircraft between two arrivals you normally need a minimum of 6 nm between them. It is important for you to check carefully if you have the necessary gap, so have a close look at the distance between the arrivals and their speed. If the second one comes in faster than normal consider this in your calculation. Also you should make sure, that the pilot will be ready for departure when you need him to depart. To check this use the following phrase:

Callsign, are you ready for immediate departure?

Again it is a good idea to give the pilot an idea of the traffic situation around him.

Example:

{| class="prettytable"
|-
| You are the Tower Controller at Vienna airport. Runway 29 is active for departures and arrivals. One aircraft is on a 5 nm final, one at 12 nm out. Additionally you have two departures waiting at the holding point of ruwnay 29.
|}

TWR:CAL275, are you ready for immediate departure?
CAL275:Affirmitive, ready for immediate departure, CAL275
TWR:Traffic is now at a 4 nm final, wind 300 degrees at 7 knots, runway 29 cleared for
immediate takeoff.
CAL275:cleared for immediate takeoff runway 29, CAL275

{| class="prettytable"
|-
| After the CAL B747 has taken off.
|}

TWR:AUA289, wind 300 degrees at 7 knots, runway 29, cleared to land.
AUA289:Runway 29, cleared to land, AUA289.
TWR:AUA2LT, traffic is an AUA Airbus A320 on a 2 nm final rwy 29, do you have traffic in sight?
AUA2LT:Traffic in sight, AUA2LT.
TWR:AUA2LT, behind landing traffic line up runway 29 behind and wait.
AUA2LT:Behind the landing Airbus, lining up runway 29 behind and waiting, AUA2LT.

{| class="prettytable"
|-
| AUA289 has vacated the runway.
|}

TWR:AUA2LT, wind 300 degrees at 8 knots, runway 29 cleared for takeoff, landing traffic is
now on a 3,5 nm final.
AUA2LT:cleread for takeoff runway 29, AUA2LT.

=== VFR Traffic ===

==== Differences to handling of IFR Traffic ====

The essential collision safety principle guiding the VFR pilot is "see and avoid." Pilots flying under VFR assume responsibility for their separation from all other aircraft and are generally not assigned routes or altitudes by air traffic control. Governing agencies establish specific requirements for VFR flight, consisting of minimum visibility, distance from clouds, and altitude to ensure that aircraft operating under VFR can be seen from a far enough distance to ensure safety.

To guide VFR TRaffic through your airspace you make use of VFR Routes, Sectors and reporting Points. '''Used phrases''':

TWR:OE-AGA, enter control zone via VFR route Klosterneuburg – Freudenau, 1500ft or below,
QNH 1020, Squawk 4604, report XXXX (i.e. Freudenau), expect runway 29.
TWR:OE-AGA hold (orbit) overhead XXXX (i.e. Freudenau) in XXXX (i.e. 2500ft)

VFR flights should be guided into downwind, base and final leg for landing. 

TWR:OE-AGA, enter downwind for runway 29, report on downwind
TWR:OE-AGA, enter base for runway 29, report on base

VFR Flights get their Clearance from Tower. After startup, they will contact Ground for taxi, thereafter the Tower will issue the clearance. A possible VFR clearance could be: 

TWR:OE-AGA, verlassen Sie die Kontrollzone über Sichtflugstrecke Klosterneuburg, 1500 Fuß
oder darunter, QNH 1014, Squawk 4607, Rechtskurve nach dem Abheben so bald als möglich.
TWR:OE-AGA, leave controlzone via VFR-route Klosterneuburg, 1500 feet or below,
QNH 1014, Squawk 4607, right turn after departure as soon as possible.

TWR:OE-AGA, steigen sie auf 3500 Fuß, melden Sie Donauturm.
TWR:OE-AGA, climb 3500 feet, report Donauturm.

In the air ATC provides traffic information.

TWR:OE-AGA, Traffic at your 12 o'clock position, 2100 feet, a PA28 on VFR inbound
route Klosterneuburg-Freudenau.

When the aircraft leaves the controlzone.

TWR:OE-AGA, set Sqauwk 7000, leaving frequency is approved.

Wien Tower/Turm can also be contacted in German.

==== Merging in VFR Traffic ====

To manage VFR Traffic efficiently you have to use traffic information and visual seperation.

TWR: OE-ANX, traffic at your 3 o´clock position, moving right to left, B767, distance 2.5
miles, report mentioned traffic in sight
OE-ANX: Traffic in sight, OE-ANX

Because of other traffic it might be necessary for the aircraft to remain in the downwind leg until the traffic has passed:

TWR:OE-AGA, fly extended right downwind, standby for base.
OE-AGA: Extending right downwind, OE-AGA

To instruct the aircraft to continue it's approach use the following procedure:

TWR: OE-ANX, traffic at your 3 o´clock position, moving right to left, B767, distance 2.5
miles, report mentioned traffic in sight
OE-ANX: Traffic in sight, OE-ANX
TWR:OE-AGA, behind B767 traffic, enter final RWY 29, caution wake turbulence
OE-AGA: Behind B767, enter final RWY 29 behind, caution wake turbulence, OE-ANX

When using an extended downwind you should always consider that the aircrafts speed might be considerably lower than the speed of other aircrafts involved. So if an aircraft has to fly a long way out it might take some time for it to come all the way back, generating a big gap in the arrival sequence. Instead you should aim to keep the plane within the vicinity of the airfield:

TWR: OE-AGA, Make a right three-sixty.
OE-AGA: Making three-sixty to the right.
TWR: OE-AGA, Orbit left
OE-AGA: Orbiting left, OE-AGA

The second instructions means, that the pilot should make orbits until further advice.

==== Information Positions ====

=== Coordination with other ATC Stations ===
''Communication from one controller to another is as important as the communication from controller to pilot.'' This is especially true during high traffic situations where you might be tempted to concentrate solely on what is happening on your frequency. In these situations don't hesitate to take a call from a fellow controller even if it means that a pilot has to wait before you call him back. Secondly if you know a controller is busy, try to keep your conversation with him concise and avoid chatting in a teamspeak channel next to him.

Within VACC Austria we usually use teamspeak to coordinate with each other. The coordination with other ATC units is mostly done per private chat.
Other means of communication are the Intercom functions of Euroscope which would be a very nice feature, however often they only work with certain controllers. The ATC Channel within Euroscope should not be used for individual coordination.

When you come online or go offline you should inform neighboring ATC stations.

=== Special Situations (High Traffic, Slots, ...) ===

==== High traffic situations ====

During high traffic situations communication with adjacent approach sectors is very important. Especially during single runway operations you might have to ask for increased inbound spacing to be able to fit in departing aircraft.

==== Additional phrases during periods of high traffic ====

In order to expedite the flow of traffic use the following phrases:

Austrian 125, wind is xxx/xx runway 29 cleared for takeoff, expedite
Austrian 125, wind is xxx/xx runway 34 cleared to land, expedite vacating
OE-ABC, wind xxx/xx, runway 29 cleared for takeoff, after departure right turn
as soon as practicable

==== Opposite runway operations ====

This is one of the more difficult situtions for a Tower controller. You have to consider the departure route of each aircraft to estimate the required spacing to arriving traffic. Again close coordination with approach is very important.

== Ressourcen ==

*[http://vateud.net/index.php?option=com_content&view=article&id=77&Itemid=122 VATEUD Training Department]
*[http://de.wikipedia.org/wiki/ICAO-Alphabet Wikipedia: Buchstabentafel]

 
'' Prev: [[Study Guide:Ground]] - Overview: [[Study Guide]] - Next: [[Study Guide: Approach]]''

[[Category:Documents]][[Category:Study Guides]][[Category:Training]][[Category:Controller]]

Study Guide:Ground

2012-07-16T08:18:38Z

Georg Lauenstein: /* Taxi Instructions */

'' Prev: [[Study Guide:Delivery]] - Overview: [[Study Guide]] - Next: [[Study Guide:Tower]]''

= General =

Ground is responsible for all movements of aircraft on ground, except the movements on the runway. Ground takes over responsibility for Delivery if he is not online. 

----

=== Phraseology ===

==== Start-up clearance ====

Start-up clearance can be given if no other aircraft is taxiing behind the starting-up aircraft and if the take-off is expected in 20 minutes or less. 

Austrian 125, start-up approved, (Temperature Minus 3)

==== Push-back clearance ====

Push-back clearance can be given if no other aircraft is passing behind and the parking position requires push-back. 

Austrian 125, push-back approved

==== '''Combination of both phrases''' ====

During low traffic you can use these two phrases together 

Austrian 125, start(-up) and push(-back) approved

==== Taxi Instructions ====

The pilot pushes back and starts the aircrafts engines. As soon as he is ready for taxi he will call you:

AUA125:AUA125, ready for taxi.

Depending on traffic you can give him the taxi instruction to his departure runway:

GND:AUA125, taxi to holding point Rwy 16 via taxiways Exit 4, L and F, QNH 1019.
AUA125:Taxiing to holding point runway 29 via L and F, AUA125.

Sometimes it is necessary to hold an aircraft in front of another taxiway:

GND:AUA125, hold short of taxiway L.
AUA125:Holding short of L, AUA125.

When an aircraft is approaching its assigned holding-point (and clear of possible traffic-conflict) a hand-off to next higher position (i.e. TWR) shall be initiated as soon as possible.

GND:AUA125, contact now Salzburg Tower on frequency 118.10, bye bye!
AUA125:contacting Tower on frequency 118,10 bye!

Air-taxiing is the Movement of a helicopter / VTOL above the surface of an aerodrome, normally in ground effect and at a ground speed of normally less than 20 KT (37 km/h). Please Note: The actual height may vary, and some helicopters may require air-taxiing above 25 FT (8 m) AGL to reduce ground effect turbulence or provide clearance for cargo sling loads.
<pre>OEATD: request air taxi to Runway 29.
GND: OEATD, contact TWR for further instructions.
OEATD: Servus Wien Tower, request air taxi to Runway 29 via Exit 13 and M.
TWR: OEATD, air taxi to Runway 29 via Exit 13 and M. wind 280 deg 5 knots
OEATD: air taxi to Runway 29 via M.
</pre>
----

=== Ground Traffic Management ===

Bear in mind, that '''it is GND's job that he can taxi freely'''. If an aircraft has clearance, it can roll without looking anywhere else than straight ahead. You must see if the way is clear. But on a busy evening, you will have 5-10 aircraft taxiing at the same time. How you do this that they don't bump into each other, is called '''Ground Traffic Management'''.

To organise the traffic on ground different techniques are available, some of them relying on the pilots seeing each other. Generally you should avoid clearing two aircraft onto crossing pathways, unless you are sure they will never meet each other. To achieve this you should instruct aircraft to hold short of taxiways in the way stated above.

There are a few tools which you can use:

====Taxiway configurations====
Only one aircraft can taxi on a taxiway, so you have to order the traffic flow. On larger airports, you set the rules where outbound and where inbound aircraft roll. For LOWW, there is a nice document by [http://www.flightdirector.net/data/VACC_Austria_ATMM.pdf Patrick Hrusa] (thanks!). For LOWI, there is a nice [[LOWI_Primer]] by Claus and Hermann.

====Step-by-step clearance====
A very secure, but time-consuming way to control. Clear the aircraft only as far as it is definitely clear:

GND: AUA251, taxi to intersection M via E.
GND: AUA251, taxi to Exit 9 via M.
GND: AUA251, taxi to gate D21 via Exit 9.

You need a lot of time and patience for this, and with more traffic, you will end up in an overload soon.

====Conditional clearance====
This provides much more flow, but you have to think in advance. See, which aircraft approach to where and give one of them a conditional clearance to stop some point and give way. Make sure that the condition is clear: a specific intersection, a precise plane from a precise direction, like this:

GND: AUA251, taxi to gate D21 via E, M and Exit 9, hold short M for company A320 turning on M from your right.

"Conditional clearance" means: AUA251 is free to taxi until its final clearance limit (D21), but stops inbetween until the condition is met, in this case: another Austrian A320 taxiing (presumably on D) and turning in before him. Then, he is free to continue without instruction. "Hold short" means: You are cleared to your destination, but you should stop inbetween.

====Intermediate instructions====
Sometimes, things go differently as expected: Aircraft stop to sort out checklists, or they speed up. You might need to re-clear or stop the plane, like:

GND: AUA251, hold position, say again: hold position
GND: AUA251, continue.
GND: AUA251, hold short intersection W for a B190 crossing from your right to your left.
GND: AUA251, gate change, taxi to gate F1 via M, Exit 12 and taxilane 34, hold short Exit 12 and give way to B737 crossing from left to right.

====Progressive Taxi====
Some pilots don't know how to taxi, and some don't know where to taxi, and they can drive you mad. To them, you can issue progressive taxi instructions:

GND: Leipzig Air 600, hold position, expect progressive taxi.
GND: Leipzig Air 600, turn next left hold next intersection.
GND: Leipzig Air 600, turn right, on third intersection left and hold.

Consider the following situation:

{| class="prettytable"
|-
| You are the Ground Controller at Vienna Airport. Runways active are 34 for landing and 29 for departure. DLH6KM has vacated rwy 34 and requests taxi to its parking position. LZB421 is ready for taxi at stand 7Q.
|}

GND:DLH6KM taxi to stand C40 via taxiway D and L.
DLH6KM:Taxiing to stand C40 via D and L, DLH6KM.
LZB421:Wien ground LZB421 stand 7Q, ready for taxi.
GND:LZB421, taxi taxiway W, hold short of taxiway L.
LZB421:taxiing via W holding short of L.

{| class="prettytable"
|-
| The aircraft are now both approaching the intersection L/W.
|}

GND:LZB421, give way to the DLH B737 crossing left to right on L, thereafter continue
taxi to holding point runway 29 via taxiways Exit 2, M and A1.
LZB421:Giving way to the 737 from left to right, then continuing taxi to holding point
runway 29 via Exit 2, M and A1.

Of course you have to make sure that this instruction is unambiguous, so there shouldn't be two DLH B737s in the area. Also in low visibility operations this procedure might not work very well, in this case you might have to give the aircraft the instruction to continue taxi when the other aircraft has passed. In some cases it is also useful to let one aircraft follow the other:
<pre>GND:LZB421, follow the Austrian DASH 8 crossing you right to left on M to holding point runway 29.
LZB421:following the DASH 8 crossing us right to left on M to holding point runway 29.
</pre>
----

=== Intersection departure ===

Some flights do not need the whole length of their given departure runway so they might request takeoff from an intersection somewhere down the runway. This procedure is called a intersection takeoff. You should only grant this in coordination with Tower and if traffic situation permits. Also at some airports intersections are used to be more flexible in the departure sequence (see section [[Study Guide:Tower#Departure_Seperation_-_Based_on_Type_of_Aircraft_and_departure_route|Departure Seperation]]).

----

=== Special Situations (High Traffic, Slots, ...) ===

==== Slots ====

In case the above mentioned slot regulations are in force ground has the responsibility to set up a departure sequence in a way that the aircraft do not miss their slot.

==== Opposite runway operations ====

At some austrian airports it is very common to use opposite runway configurations (departure and arrival runway are opposite to each other). In these situations it can happen very fast that you have two aircraft facing each other nose to nose. Special attention should be paid to avoid this situation.

'' Prev: [[Study Guide:Delivery]] - Overview: [[Study Guide]] - Next: [[Study Guide:Tower]]''

[[Category:Documents]] [[Category:Study_Guides]] [[Category:Training]] [[Category:Controller]]

Study Guide:Ground

2012-07-16T08:15:16Z

Georg Lauenstein: /* Push-back clearance */

'' Prev: [[Study Guide:Delivery]] - Overview: [[Study Guide]] - Next: [[Study Guide:Tower]]''

= General =

Ground is responsible for all movements of aircraft on ground, except the movements on the runway. Ground takes over responsibility for Delivery if he is not online. 

----

=== Phraseology ===

==== Start-up clearance ====

Start-up clearance can be given if no other aircraft is taxiing behind the starting-up aircraft and if the take-off is expected in 20 minutes or less. 

Austrian 125, start-up approved, (Temperature Minus 3)

==== Push-back clearance ====

Push-back clearance can be given if no other aircraft is passing behind and the parking position requires push-back. 

Austrian 125, push-back approved

==== '''Combination of both phrases''' ====

During low traffic you can use these two phrases together 

Austrian 125, start(-up) and push(-back) approved

==== Taxi Instructions ====

The pilot pushes back and starts the aircrafts engines. As soon as he is ready for taxi he will call you:

AUA125:AUA125, ready for taxi.

Depending on traffic you can give him the taxi instruction to his departure runway:

GND:AUA125, taxi to holding point Rwy 16 via taxiways Exit 4, L and F, QNH 1019.
AUA125:Taxiing to holding point runway 29 via L and F, AUA125.

Sometimes it is necessary to hold an aircraft in front of another taxiway:

GND:AUA125, hold short of taxiway L.
AUA125:Holding short of L, AUA125.

When an aircraft is approaching its assigned holding-point (and clear of possible traffic-conflict) a hand-off to next higher position (i.e. TWR) shall be initiated as soon as possible.

GND:AUA125, contact now Salzburg Tower on frequency 118.10, bye bye!
AUA125:contacting Tower on frequency 118,10 bye!

Air-taxiing is the Movement of a helicopter / VTOL above the surface of an aerodrome, normally in ground effect and at a ground speed of normally less than 20 KT (37 km/h). Please Note: The actual height may vary, and some helicopters may require air-taxiing above 25 FT (8 m) AGL to reduce ground effect turbulence or provide clearance for cargo sling loads.
<pre>OEATD: request air taxi to Runway 29.
GND: OEATD, air taxi to Runway 29 via Exit 13 and M.
</pre>
----

=== Ground Traffic Management ===

Bear in mind, that '''it is GND's job that he can taxi freely'''. If an aircraft has clearance, it can roll without looking anywhere else than straight ahead. You must see if the way is clear. But on a busy evening, you will have 5-10 aircraft taxiing at the same time. How you do this that they don't bump into each other, is called '''Ground Traffic Management'''.

To organise the traffic on ground different techniques are available, some of them relying on the pilots seeing each other. Generally you should avoid clearing two aircraft onto crossing pathways, unless you are sure they will never meet each other. To achieve this you should instruct aircraft to hold short of taxiways in the way stated above.

There are a few tools which you can use:

====Taxiway configurations====
Only one aircraft can taxi on a taxiway, so you have to order the traffic flow. On larger airports, you set the rules where outbound and where inbound aircraft roll. For LOWW, there is a nice document by [http://www.flightdirector.net/data/VACC_Austria_ATMM.pdf Patrick Hrusa] (thanks!). For LOWI, there is a nice [[LOWI_Primer]] by Claus and Hermann.

====Step-by-step clearance====
A very secure, but time-consuming way to control. Clear the aircraft only as far as it is definitely clear:

GND: AUA251, taxi to intersection M via E.
GND: AUA251, taxi to Exit 9 via M.
GND: AUA251, taxi to gate D21 via Exit 9.

You need a lot of time and patience for this, and with more traffic, you will end up in an overload soon.

====Conditional clearance====
This provides much more flow, but you have to think in advance. See, which aircraft approach to where and give one of them a conditional clearance to stop some point and give way. Make sure that the condition is clear: a specific intersection, a precise plane from a precise direction, like this:

GND: AUA251, taxi to gate D21 via E, M and Exit 9, hold short M for company A320 turning on M from your right.

"Conditional clearance" means: AUA251 is free to taxi until its final clearance limit (D21), but stops inbetween until the condition is met, in this case: another Austrian A320 taxiing (presumably on D) and turning in before him. Then, he is free to continue without instruction. "Hold short" means: You are cleared to your destination, but you should stop inbetween.

====Intermediate instructions====
Sometimes, things go differently as expected: Aircraft stop to sort out checklists, or they speed up. You might need to re-clear or stop the plane, like:

GND: AUA251, hold position, say again: hold position
GND: AUA251, continue.
GND: AUA251, hold short intersection W for a B190 crossing from your right to your left.
GND: AUA251, gate change, taxi to gate F1 via M, Exit 12 and taxilane 34, hold short Exit 12 and give way to B737 crossing from left to right.

====Progressive Taxi====
Some pilots don't know how to taxi, and some don't know where to taxi, and they can drive you mad. To them, you can issue progressive taxi instructions:

GND: Leipzig Air 600, hold position, expect progressive taxi.
GND: Leipzig Air 600, turn next left hold next intersection.
GND: Leipzig Air 600, turn right, on third intersection left and hold.

Consider the following situation:

{| class="prettytable"
|-
| You are the Ground Controller at Vienna Airport. Runways active are 34 for landing and 29 for departure. DLH6KM has vacated rwy 34 and requests taxi to its parking position. LZB421 is ready for taxi at stand 7Q.
|}

GND:DLH6KM taxi to stand C40 via taxiway D and L.
DLH6KM:Taxiing to stand C40 via D and L, DLH6KM.
LZB421:Wien ground LZB421 stand 7Q, ready for taxi.
GND:LZB421, taxi taxiway W, hold short of taxiway L.
LZB421:taxiing via W holding short of L.

{| class="prettytable"
|-
| The aircraft are now both approaching the intersection L/W.
|}

GND:LZB421, give way to the DLH B737 crossing left to right on L, thereafter continue
taxi to holding point runway 29 via taxiways Exit 2, M and A1.
LZB421:Giving way to the 737 from left to right, then continuing taxi to holding point
runway 29 via Exit 2, M and A1.

Of course you have to make sure that this instruction is unambiguous, so there shouldn't be two DLH B737s in the area. Also in low visibility operations this procedure might not work very well, in this case you might have to give the aircraft the instruction to continue taxi when the other aircraft has passed. In some cases it is also useful to let one aircraft follow the other:
<pre>GND:LZB421, follow the Austrian DASH 8 crossing you right to left on M to holding point runway 29.
LZB421:following the DASH 8 crossing us right to left on M to holding point runway 29.
</pre>
----

=== Intersection departure ===

Some flights do not need the whole length of their given departure runway so they might request takeoff from an intersection somewhere down the runway. This procedure is called a intersection takeoff. You should only grant this in coordination with Tower and if traffic situation permits. Also at some airports intersections are used to be more flexible in the departure sequence (see section [[Study Guide:Tower#Departure_Seperation_-_Based_on_Type_of_Aircraft_and_departure_route|Departure Seperation]]).

----

=== Special Situations (High Traffic, Slots, ...) ===

==== Slots ====

In case the above mentioned slot regulations are in force ground has the responsibility to set up a departure sequence in a way that the aircraft do not miss their slot.

==== Opposite runway operations ====

At some austrian airports it is very common to use opposite runway configurations (departure and arrival runway are opposite to each other). In these situations it can happen very fast that you have two aircraft facing each other nose to nose. Special attention should be paid to avoid this situation.

'' Prev: [[Study Guide:Delivery]] - Overview: [[Study Guide]] - Next: [[Study Guide:Tower]]''

[[Category:Documents]] [[Category:Study_Guides]] [[Category:Training]] [[Category:Controller]]

Study Guide:Delivery

2012-07-16T08:14:35Z

Georg Lauenstein: /* Behavior in situations with increased traffic */

'' Prev: [[Study Guide:OBS]] - Overview: [[Study Guide]] - Next: [[Study Guide:Ground]]''

== Introduction ==

This Study Guide has been designed to give you all the information needed to start controlling as a Clearance/Delivery controller on the VATSIM network. It assumes, that you have read and understood the [[Study Guide:OBS]] before.

== Working Delivery Positions ==

Clearance Delivery is responsible for checking and correcting flightplans of departing aircraft and issue routing clearances to them. This task may sound boring, but is important for upstream controllers: Clearances take time (on the radio) and may block vital commands (like takeoff and landing clearances), and radar stations rely on the checked and cleared values (SIDs and clearance altitudes) for their controlling. If DEL makes mistakes, APP will notice.

There are 2 types of flight plans at VATSIM:
*IFR: Any pilot who flies IFR must file a flight plan. It contains the exact routing from departure to arrival, cruise altitude and some more information which controllers need for their job.

*VFR: VFR pilots can file flight plans, but they don't need to. They can simply ask for taxi clearance, take off and continue in uncontrolled airspace.

=== Flightplan Structure ===

'''Flight plans''' are documents filed by pilots with the local Civil Aviation Authority prior to departure. They generally include basic information such as departure and arrival points, estimated time en route, alternate airports in case of bad weather, type of flight (whether instrument flight rules or visual flight rules), pilot's name and number of people on board.

'''For IFR flights''', flight plans are used by air traffic control to initiate tracking and routing services.

Aircraft routing types used in IFR flight plans are: Airway, Navaid and Direct. A route may be composed of segments of different routing types.

#'''Airway:''' Airway routing occurs along pre-defined pathways called Airways. Mostly aircraft are required to fly airways between the departure and destination airports. The rules cover altitude, airspeed, and requirements for entering and leaving the airway (SIDs and STARs). Airways have letters and numbers like "Y868 or "UM125".
#'''Navaid:''' Navaid routing occurs between Navaids (short for Navigational Aids) which are not always connected by airways. Navaid flight plans are used for IFR aircraft which don't have a GPS receiver - they can't follow waypoints. Navaid routing is typically only allowed in the continental U.S. If a flight plan specifies Navaid routing between two Navaids which are connected via an airway, the rules for that particular airway must be followed as if the aircraft was flying Airway routing between those two Navaids. Allowable altitudes are covered in Flight Levels.
#'''Direct:''' Direct routing occurs when one or both of the route segment endpoints are at a latitude/longitude which is not located at a Navaid.

'''For VFR flights''', their only purpose is to provide needed information should search and rescue operations be required. At VATSIM, a VFR flight plan is handy for controllers, as it shows vital information with the airplane tag on the radar, like the destination.

----

== Workflow for DEL controllers ==
=== 1. Setup ===
When you log in as DEL, you have to do two things (if waiting pilots jump on you, tell them to stand by until you have done it!):
# Check with the upstream controller (TWR, APP, CTR) for active runways and set active airport and runways in your Euroscope "active runways" dialogue box.
# Check with the upstream controller the active ATIS letter. Set your ATIS dialog box to your airport and the active letter, but don't connect (ATIS is TWR's job). Set this way, Euroscope will show the valid ATIS letter in your METAR list and you don't need to ask every few minutes. If there is no ATIS, then check active runway and wind, as you will need to tell this to pilots.

=== 2. Check the flight Plan ===
At VATSIM, the journey starts with an aircraft popping up at an airport. Initially, the tag (in Euroscope) will show "NOFP", meaning: No flight plan filed so far. Some time later, a destination and more will show up, and that means: The pilot has filed a flight plan. On this point, DEL controller work starts. At this point, Euroscope has done already some work for you. DEL's job is to check and complete it, and to give clearance to the pilot. First, Check, if it is a VFR or IFR flight plan.

'''For IFR flight plans, ...'''

*Check, if "From"-Airport is yours and "To"-Airport makes sense. It is unlikely that a C72 will fly to GATB (Timbuktu) without stopovers, as well as a B737 flies VFR to KJFK. If anything looks wrong, then ask the pilot to refile the flight plan.
*Check, if departure runway corresponds to the active runway. If not, then check your runway settings in Euroscope.
*Check, if cruise altitude is correct: Cruise altitude is stated in flight levels (hundreds of feet): FL280 means 28000 feet (at QNH 1013, to be really correct). For flight levels below FL410, '''westbound flights have even flight levels''', and '''eastbound flights have odd flight levels.''' Above FL410, flight levels increase by 20: west is FL430-470-510-550 etc, east is 450-490-530-570 etc. If the cruise altitude is wrong, ask the pilot for the nearest correct altitudes up or down. If you want, correct the RFL or tell the pilot to file again.
*Check, if there is a valid SID from the active runway to the first waypoint in the flight plan. If not, then look for the cause. It could be an invalid flight plan (a flight plan must contain a waypoint which is the end of a SID - most SIDs have the waypoint in their names: SITNI5B is the SID leading from LOWW rwy 16 to SITNI). If the flight plan does not contain any valid waypoint, ask the pilot to refile a correct flight plan. If the flight plan is correct, then you might need to manually select the best SID.
*Euroscope has already selected the first matching SID in the alphabet. Check, if this SID is applicable to the aircraft and time (you might want to check with APP to clarify, which SIDs are correct), and select the best SID.

'''For VFR flight plans''', the task is easier. usually, it contains the destination and a verbal description of the pilot's intention (could be "circuits" or "platzrunde", or "LOWL via Donau").
*Check, if this intention is possible and makes sense (you might check with TWR).

=== 2. Set Squawk and initial clearance altitude ===
*Set a squawk now. The squawk number space is predefined for each airport and written in the sector file. For normal purposes, automatic squawk allocation in Euroscope works fine. In high traffic situations like Finally Austria, the squawk space runs out quickly, and Euroscope runs mad. The result is duplicate squawks. Technically, this is not a problem at VATSIM (as plane-data links are made by pilot ID, not by squawk code), but in reality this would be a nightmare (which won't happen as in real life squawk codes are given by a Eurocontrol centralized computer). In this case, you have to set squawk codes by hand and start to fill other squawk number spaces, like 2500+. Don't attempt to set a squawk with a number higher than 7 - squawks are octets and don't have 8 and 9 (4707 is good, 4708 does not work).
*Set the initial climb altitude. This differs from airport to airport. LOWW has 5000ft for all SIDs ("A50" in the list), LOWI has FL160 for all SIDs, and Salzburg has different altitudes for different SIDs (look into the SID description).

=== 3. Wait for initial contact ===
ATC is a service job - you wait for the pilot to come to you, as in real life you don't know if the pilot is on your frequency at all.
At some point, the aircraft will call you, ideally with the first (long) phrase. When congested, the short form is used:
<pre>LHA123: Wien Delivery, servus. Laipzich Air 123, Info B on board, gate C31, Fokker 70, requesting IFR clearance to München.
LHA456: Wien Delivery, Laipzich Air 456 ready to copy IFR clearance.</pre>

=== 4. Issue IFR Routing Clearances ===

First, clear everything which is wrong or unclear in the flight plan, something like ...
<pre>DEL: Leipzig Air 123, servus. Sir check your flight plan you fly eastbound in that case your flight level must be an odd flight level.
What do you prefer flight level 310 or 290?
LHA123: Flight level 310, Leipzig Air 123.</pre>

Then, '''issue your clearance''':

DEL gives routing clearances to all departing aircraft with the following information: 

'''Destination of flight'''
'''SID''' (= Standard instrument departure) Normally the filed SID is given
Initial climb altitude after departure (5000ft)
'''Squawk''' (Squawk assignments for LOWW are 4600 to 4620)
'''ATIS''' (which ATIS letter is current)
CTOT (= Calculated take-off time) Slot time (Normally not used on the VATSIM network)

The '''bold''' marked points are mandatory, all other points are optional. Normal construction of a routing clearance:

<pre>Callsign, cleared to XXXX via XXXXX XX departure, (initial climb 5000ft), Squawk 46XX</pre>

Example:

<pre>Austrian 125, cleared to Frankfurt via LUGIM 1C departure, initial climb 5000ft,
Squawk 4601, info B is current.</pre>

Some Aircraft are not able to follow SIDs for various reasons, most of the time due to missing equipment. In these cases you should issue a so called vectored departure. A vectored departure clearance includes the same components as a normal clearance but instead of the SID you issue instructions to be carried out after departure. In this case the initial climb altitude is mandatory.

Callsign,cleared to XXXX, after departure RWY XX, XXXXXXX, initial climb 5000ft,
Squawk 46XX

Example:

<pre>Austrian 125, cleared to Frankfurt, after departure Runway 29, turn left heading 240
expect vectors to LUGIM, initial climb 5000 ft, Squawk 4601.</pre>

You can find the instructions for each Airport within the [[Study Guide:Airport Details]] If the pilot responds with a correct readback you should answer with the following phrase:

Callsign, readback correct => Austrian 125, readback correct

=== 5. Handover ===
Afterwards you either hand the pilot over to GND or wait for his startup request, depending on local procedures. You can do this joint with the readback answer, like:

Austrian 125, readback correct, contact Wien Ground "frequency" 121.60. Bye Bye

----

== Special Situations (High Traffic, Slots, ...) ==

=== Missing ATIS ===
*Maybe there is no upstream controller. Then you ask the pilot, which runway he wants to use. Then you can clear him.
*Maybe there is a technical problem and TWR cannot connect any ATIS. In this case, you have to check with TWR, which runway is in use, and get the METAR yourself from Euroscope. If the pilot does not find any ATIS, he/she should contact you with the following phrase. Anyway, you should answer him as follows, before any other clearance is given:

LHA123: Wien DEL, Leipzig Air 123, Position E42, requesting airport information.
DEL: Leipzig 123, Wien Delivery, servus. Active runway is 34, wind 320 at 10, QNH 1030.

=== VFR flight plans ===
... are easier to clear. The Tower is always responsible for VFR Traffic.

Now one short Example: Check '''Study Guide: TWR''' for more
TWR: OE-DLT, when ready taxi to h/p RWY 16 via M, W, E, wind 160 deg 12 knots, squawk 0001, QNH 1020. report when ready
OE-DLT: taxi to h/p rwy 16 via M, W and E, squawking 0001, QNH 1020, "wind copied".
...after some minutes...
TWR: OE-DLT, wind 160 with 12 knots rwy 16 clr T/O. After Departure you are cleared for left hand traffic pattern 1500 ft or below, report final.
OE-DLT: clr T/O, after dep left hand traffic pattern, report final

'''Important Note''':

Squawk's like 4601, 4602 and so on are reserved for IFR Flights. For VFR take a Range of 0001 - 0020 for example. Keep in Mind if you have high Traffic and that is in normal time IFR its better you take sqk's like 0002 and so on.

=== Slots ===

In order to guarantee a safe flow of traffic and to minimize delays in the air so called slots are being used. A slot is a timeframe of five minutes before to ten minutes after the CTOT mentioned before. The aircraft has to depart within this timeframe from its departure airport. On the VATSIM network this system is only used on special occasions. In real world the are always reserved SLOTS for the airliners. If they fail the slot time they must wait for a new. Responsible for the Slot Coordianten is the CFMU calls Central Flow Management Unit in Brussel. The CFMU analyse and calculate traffic demand for 1 day, per week, per month and so on.

=== Behavior in situations with increased traffic ===

Sometimes one of your neighboring sectors has to stop accepting traffic. In these cases you should delay an aircrafts start-up clearance.

If possible you should inform the pilot about the expected delay:

Austrian 125, readback correct, expect startup in 10 minutes. "The reason for that is we have an emergency in progress"
Austrian 125, startup approved, expect departure in 10 minutes. Thanks for Information

'' Prev: [[Study Guide:OBS]] - Overview: [[Study Guide]] - Next: [[Study Guide:Ground]]''

[[Category:Documents]] [[Category:Study_Guides]] [[Category:Training]] [[Category:Controller]]

Study Guide:Delivery

2012-07-16T08:12:56Z

Georg Lauenstein: /* Slots */

'' Prev: [[Study Guide:OBS]] - Overview: [[Study Guide]] - Next: [[Study Guide:Ground]]''

== Introduction ==

This Study Guide has been designed to give you all the information needed to start controlling as a Clearance/Delivery controller on the VATSIM network. It assumes, that you have read and understood the [[Study Guide:OBS]] before.

== Working Delivery Positions ==

Clearance Delivery is responsible for checking and correcting flightplans of departing aircraft and issue routing clearances to them. This task may sound boring, but is important for upstream controllers: Clearances take time (on the radio) and may block vital commands (like takeoff and landing clearances), and radar stations rely on the checked and cleared values (SIDs and clearance altitudes) for their controlling. If DEL makes mistakes, APP will notice.

There are 2 types of flight plans at VATSIM:
*IFR: Any pilot who flies IFR must file a flight plan. It contains the exact routing from departure to arrival, cruise altitude and some more information which controllers need for their job.

*VFR: VFR pilots can file flight plans, but they don't need to. They can simply ask for taxi clearance, take off and continue in uncontrolled airspace.

=== Flightplan Structure ===

'''Flight plans''' are documents filed by pilots with the local Civil Aviation Authority prior to departure. They generally include basic information such as departure and arrival points, estimated time en route, alternate airports in case of bad weather, type of flight (whether instrument flight rules or visual flight rules), pilot's name and number of people on board.

'''For IFR flights''', flight plans are used by air traffic control to initiate tracking and routing services.

Aircraft routing types used in IFR flight plans are: Airway, Navaid and Direct. A route may be composed of segments of different routing types.

#'''Airway:''' Airway routing occurs along pre-defined pathways called Airways. Mostly aircraft are required to fly airways between the departure and destination airports. The rules cover altitude, airspeed, and requirements for entering and leaving the airway (SIDs and STARs). Airways have letters and numbers like "Y868 or "UM125".
#'''Navaid:''' Navaid routing occurs between Navaids (short for Navigational Aids) which are not always connected by airways. Navaid flight plans are used for IFR aircraft which don't have a GPS receiver - they can't follow waypoints. Navaid routing is typically only allowed in the continental U.S. If a flight plan specifies Navaid routing between two Navaids which are connected via an airway, the rules for that particular airway must be followed as if the aircraft was flying Airway routing between those two Navaids. Allowable altitudes are covered in Flight Levels.
#'''Direct:''' Direct routing occurs when one or both of the route segment endpoints are at a latitude/longitude which is not located at a Navaid.

'''For VFR flights''', their only purpose is to provide needed information should search and rescue operations be required. At VATSIM, a VFR flight plan is handy for controllers, as it shows vital information with the airplane tag on the radar, like the destination.

----

== Workflow for DEL controllers ==
=== 1. Setup ===
When you log in as DEL, you have to do two things (if waiting pilots jump on you, tell them to stand by until you have done it!):
# Check with the upstream controller (TWR, APP, CTR) for active runways and set active airport and runways in your Euroscope "active runways" dialogue box.
# Check with the upstream controller the active ATIS letter. Set your ATIS dialog box to your airport and the active letter, but don't connect (ATIS is TWR's job). Set this way, Euroscope will show the valid ATIS letter in your METAR list and you don't need to ask every few minutes. If there is no ATIS, then check active runway and wind, as you will need to tell this to pilots.

=== 2. Check the flight Plan ===
At VATSIM, the journey starts with an aircraft popping up at an airport. Initially, the tag (in Euroscope) will show "NOFP", meaning: No flight plan filed so far. Some time later, a destination and more will show up, and that means: The pilot has filed a flight plan. On this point, DEL controller work starts. At this point, Euroscope has done already some work for you. DEL's job is to check and complete it, and to give clearance to the pilot. First, Check, if it is a VFR or IFR flight plan.

'''For IFR flight plans, ...'''

*Check, if "From"-Airport is yours and "To"-Airport makes sense. It is unlikely that a C72 will fly to GATB (Timbuktu) without stopovers, as well as a B737 flies VFR to KJFK. If anything looks wrong, then ask the pilot to refile the flight plan.
*Check, if departure runway corresponds to the active runway. If not, then check your runway settings in Euroscope.
*Check, if cruise altitude is correct: Cruise altitude is stated in flight levels (hundreds of feet): FL280 means 28000 feet (at QNH 1013, to be really correct). For flight levels below FL410, '''westbound flights have even flight levels''', and '''eastbound flights have odd flight levels.''' Above FL410, flight levels increase by 20: west is FL430-470-510-550 etc, east is 450-490-530-570 etc. If the cruise altitude is wrong, ask the pilot for the nearest correct altitudes up or down. If you want, correct the RFL or tell the pilot to file again.
*Check, if there is a valid SID from the active runway to the first waypoint in the flight plan. If not, then look for the cause. It could be an invalid flight plan (a flight plan must contain a waypoint which is the end of a SID - most SIDs have the waypoint in their names: SITNI5B is the SID leading from LOWW rwy 16 to SITNI). If the flight plan does not contain any valid waypoint, ask the pilot to refile a correct flight plan. If the flight plan is correct, then you might need to manually select the best SID.
*Euroscope has already selected the first matching SID in the alphabet. Check, if this SID is applicable to the aircraft and time (you might want to check with APP to clarify, which SIDs are correct), and select the best SID.

'''For VFR flight plans''', the task is easier. usually, it contains the destination and a verbal description of the pilot's intention (could be "circuits" or "platzrunde", or "LOWL via Donau").
*Check, if this intention is possible and makes sense (you might check with TWR).

=== 2. Set Squawk and initial clearance altitude ===
*Set a squawk now. The squawk number space is predefined for each airport and written in the sector file. For normal purposes, automatic squawk allocation in Euroscope works fine. In high traffic situations like Finally Austria, the squawk space runs out quickly, and Euroscope runs mad. The result is duplicate squawks. Technically, this is not a problem at VATSIM (as plane-data links are made by pilot ID, not by squawk code), but in reality this would be a nightmare (which won't happen as in real life squawk codes are given by a Eurocontrol centralized computer). In this case, you have to set squawk codes by hand and start to fill other squawk number spaces, like 2500+. Don't attempt to set a squawk with a number higher than 7 - squawks are octets and don't have 8 and 9 (4707 is good, 4708 does not work).
*Set the initial climb altitude. This differs from airport to airport. LOWW has 5000ft for all SIDs ("A50" in the list), LOWI has FL160 for all SIDs, and Salzburg has different altitudes for different SIDs (look into the SID description).

=== 3. Wait for initial contact ===
ATC is a service job - you wait for the pilot to come to you, as in real life you don't know if the pilot is on your frequency at all.
At some point, the aircraft will call you, ideally with the first (long) phrase. When congested, the short form is used:
<pre>LHA123: Wien Delivery, servus. Laipzich Air 123, Info B on board, gate C31, Fokker 70, requesting IFR clearance to München.
LHA456: Wien Delivery, Laipzich Air 456 ready to copy IFR clearance.</pre>

=== 4. Issue IFR Routing Clearances ===

First, clear everything which is wrong or unclear in the flight plan, something like ...
<pre>DEL: Leipzig Air 123, servus. Sir check your flight plan you fly eastbound in that case your flight level must be an odd flight level.
What do you prefer flight level 310 or 290?
LHA123: Flight level 310, Leipzig Air 123.</pre>

Then, '''issue your clearance''':

DEL gives routing clearances to all departing aircraft with the following information: 

'''Destination of flight'''
'''SID''' (= Standard instrument departure) Normally the filed SID is given
Initial climb altitude after departure (5000ft)
'''Squawk''' (Squawk assignments for LOWW are 4600 to 4620)
'''ATIS''' (which ATIS letter is current)
CTOT (= Calculated take-off time) Slot time (Normally not used on the VATSIM network)

The '''bold''' marked points are mandatory, all other points are optional. Normal construction of a routing clearance:

<pre>Callsign, cleared to XXXX via XXXXX XX departure, (initial climb 5000ft), Squawk 46XX</pre>

Example:

<pre>Austrian 125, cleared to Frankfurt via LUGIM 1C departure, initial climb 5000ft,
Squawk 4601, info B is current.</pre>

Some Aircraft are not able to follow SIDs for various reasons, most of the time due to missing equipment. In these cases you should issue a so called vectored departure. A vectored departure clearance includes the same components as a normal clearance but instead of the SID you issue instructions to be carried out after departure. In this case the initial climb altitude is mandatory.

Callsign,cleared to XXXX, after departure RWY XX, XXXXXXX, initial climb 5000ft,
Squawk 46XX

Example:

<pre>Austrian 125, cleared to Frankfurt, after departure Runway 29, turn left heading 240
expect vectors to LUGIM, initial climb 5000 ft, Squawk 4601.</pre>

You can find the instructions for each Airport within the [[Study Guide:Airport Details]] If the pilot responds with a correct readback you should answer with the following phrase:

Callsign, readback correct => Austrian 125, readback correct

=== 5. Handover ===
Afterwards you either hand the pilot over to GND or wait for his startup request, depending on local procedures. You can do this joint with the readback answer, like:

Austrian 125, readback correct, contact Wien Ground "frequency" 121.60. Bye Bye

----

== Special Situations (High Traffic, Slots, ...) ==

=== Missing ATIS ===
*Maybe there is no upstream controller. Then you ask the pilot, which runway he wants to use. Then you can clear him.
*Maybe there is a technical problem and TWR cannot connect any ATIS. In this case, you have to check with TWR, which runway is in use, and get the METAR yourself from Euroscope. If the pilot does not find any ATIS, he/she should contact you with the following phrase. Anyway, you should answer him as follows, before any other clearance is given:

LHA123: Wien DEL, Leipzig Air 123, Position E42, requesting airport information.
DEL: Leipzig 123, Wien Delivery, servus. Active runway is 34, wind 320 at 10, QNH 1030.

=== VFR flight plans ===
... are easier to clear. The Tower is always responsible for VFR Traffic.

Now one short Example: Check '''Study Guide: TWR''' for more
TWR: OE-DLT, when ready taxi to h/p RWY 16 via M, W, E, wind 160 deg 12 knots, squawk 0001, QNH 1020. report when ready
OE-DLT: taxi to h/p rwy 16 via M, W and E, squawking 0001, QNH 1020, "wind copied".
...after some minutes...
TWR: OE-DLT, wind 160 with 12 knots rwy 16 clr T/O. After Departure you are cleared for left hand traffic pattern 1500 ft or below, report final.
OE-DLT: clr T/O, after dep left hand traffic pattern, report final

'''Important Note''':

Squawk's like 4601, 4602 and so on are reserved for IFR Flights. For VFR take a Range of 0001 - 0020 for example. Keep in Mind if you have high Traffic and that is in normal time IFR its better you take sqk's like 0002 and so on.

=== Slots ===

In order to guarantee a safe flow of traffic and to minimize delays in the air so called slots are being used. A slot is a timeframe of five minutes before to ten minutes after the CTOT mentioned before. The aircraft has to depart within this timeframe from its departure airport. On the VATSIM network this system is only used on special occasions. In real world the are always reserved SLOTS for the airliners. If they fail the slot time they must wait for a new. Responsible for the Slot Coordianten is the CFMU calls Central Flow Management Unit in Brussel. The CFMU analyse and calculate traffic demand for 1 day, per week, per month and so on.

=== Behavior in situations with increased traffic ===

Sometimes one of your neighboring sectors has to stop accepting traffic. In these cases you should delay an aircrafts start-up clearance.

If possible you should inform the pilot about the expected delay:

Austrian 125, readback correct, expect startup in 10 minutes.
Austrian 125, startup approved, expect departure in 10 minutes.

'' Prev: [[Study Guide:OBS]] - Overview: [[Study Guide]] - Next: [[Study Guide:Ground]]''

[[Category:Documents]] [[Category:Study_Guides]] [[Category:Training]] [[Category:Controller]]

Study Guide:Delivery

2012-07-16T08:10:39Z

Georg Lauenstein: /* VFR flight plans */

'' Prev: [[Study Guide:OBS]] - Overview: [[Study Guide]] - Next: [[Study Guide:Ground]]''

== Introduction ==

This Study Guide has been designed to give you all the information needed to start controlling as a Clearance/Delivery controller on the VATSIM network. It assumes, that you have read and understood the [[Study Guide:OBS]] before.

== Working Delivery Positions ==

Clearance Delivery is responsible for checking and correcting flightplans of departing aircraft and issue routing clearances to them. This task may sound boring, but is important for upstream controllers: Clearances take time (on the radio) and may block vital commands (like takeoff and landing clearances), and radar stations rely on the checked and cleared values (SIDs and clearance altitudes) for their controlling. If DEL makes mistakes, APP will notice.

There are 2 types of flight plans at VATSIM:
*IFR: Any pilot who flies IFR must file a flight plan. It contains the exact routing from departure to arrival, cruise altitude and some more information which controllers need for their job.

*VFR: VFR pilots can file flight plans, but they don't need to. They can simply ask for taxi clearance, take off and continue in uncontrolled airspace.

=== Flightplan Structure ===

'''Flight plans''' are documents filed by pilots with the local Civil Aviation Authority prior to departure. They generally include basic information such as departure and arrival points, estimated time en route, alternate airports in case of bad weather, type of flight (whether instrument flight rules or visual flight rules), pilot's name and number of people on board.

'''For IFR flights''', flight plans are used by air traffic control to initiate tracking and routing services.

Aircraft routing types used in IFR flight plans are: Airway, Navaid and Direct. A route may be composed of segments of different routing types.

#'''Airway:''' Airway routing occurs along pre-defined pathways called Airways. Mostly aircraft are required to fly airways between the departure and destination airports. The rules cover altitude, airspeed, and requirements for entering and leaving the airway (SIDs and STARs). Airways have letters and numbers like "Y868 or "UM125".
#'''Navaid:''' Navaid routing occurs between Navaids (short for Navigational Aids) which are not always connected by airways. Navaid flight plans are used for IFR aircraft which don't have a GPS receiver - they can't follow waypoints. Navaid routing is typically only allowed in the continental U.S. If a flight plan specifies Navaid routing between two Navaids which are connected via an airway, the rules for that particular airway must be followed as if the aircraft was flying Airway routing between those two Navaids. Allowable altitudes are covered in Flight Levels.
#'''Direct:''' Direct routing occurs when one or both of the route segment endpoints are at a latitude/longitude which is not located at a Navaid.

'''For VFR flights''', their only purpose is to provide needed information should search and rescue operations be required. At VATSIM, a VFR flight plan is handy for controllers, as it shows vital information with the airplane tag on the radar, like the destination.

----

== Workflow for DEL controllers ==
=== 1. Setup ===
When you log in as DEL, you have to do two things (if waiting pilots jump on you, tell them to stand by until you have done it!):
# Check with the upstream controller (TWR, APP, CTR) for active runways and set active airport and runways in your Euroscope "active runways" dialogue box.
# Check with the upstream controller the active ATIS letter. Set your ATIS dialog box to your airport and the active letter, but don't connect (ATIS is TWR's job). Set this way, Euroscope will show the valid ATIS letter in your METAR list and you don't need to ask every few minutes. If there is no ATIS, then check active runway and wind, as you will need to tell this to pilots.

=== 2. Check the flight Plan ===
At VATSIM, the journey starts with an aircraft popping up at an airport. Initially, the tag (in Euroscope) will show "NOFP", meaning: No flight plan filed so far. Some time later, a destination and more will show up, and that means: The pilot has filed a flight plan. On this point, DEL controller work starts. At this point, Euroscope has done already some work for you. DEL's job is to check and complete it, and to give clearance to the pilot. First, Check, if it is a VFR or IFR flight plan.

'''For IFR flight plans, ...'''

*Check, if "From"-Airport is yours and "To"-Airport makes sense. It is unlikely that a C72 will fly to GATB (Timbuktu) without stopovers, as well as a B737 flies VFR to KJFK. If anything looks wrong, then ask the pilot to refile the flight plan.
*Check, if departure runway corresponds to the active runway. If not, then check your runway settings in Euroscope.
*Check, if cruise altitude is correct: Cruise altitude is stated in flight levels (hundreds of feet): FL280 means 28000 feet (at QNH 1013, to be really correct). For flight levels below FL410, '''westbound flights have even flight levels''', and '''eastbound flights have odd flight levels.''' Above FL410, flight levels increase by 20: west is FL430-470-510-550 etc, east is 450-490-530-570 etc. If the cruise altitude is wrong, ask the pilot for the nearest correct altitudes up or down. If you want, correct the RFL or tell the pilot to file again.
*Check, if there is a valid SID from the active runway to the first waypoint in the flight plan. If not, then look for the cause. It could be an invalid flight plan (a flight plan must contain a waypoint which is the end of a SID - most SIDs have the waypoint in their names: SITNI5B is the SID leading from LOWW rwy 16 to SITNI). If the flight plan does not contain any valid waypoint, ask the pilot to refile a correct flight plan. If the flight plan is correct, then you might need to manually select the best SID.
*Euroscope has already selected the first matching SID in the alphabet. Check, if this SID is applicable to the aircraft and time (you might want to check with APP to clarify, which SIDs are correct), and select the best SID.

'''For VFR flight plans''', the task is easier. usually, it contains the destination and a verbal description of the pilot's intention (could be "circuits" or "platzrunde", or "LOWL via Donau").
*Check, if this intention is possible and makes sense (you might check with TWR).

=== 2. Set Squawk and initial clearance altitude ===
*Set a squawk now. The squawk number space is predefined for each airport and written in the sector file. For normal purposes, automatic squawk allocation in Euroscope works fine. In high traffic situations like Finally Austria, the squawk space runs out quickly, and Euroscope runs mad. The result is duplicate squawks. Technically, this is not a problem at VATSIM (as plane-data links are made by pilot ID, not by squawk code), but in reality this would be a nightmare (which won't happen as in real life squawk codes are given by a Eurocontrol centralized computer). In this case, you have to set squawk codes by hand and start to fill other squawk number spaces, like 2500+. Don't attempt to set a squawk with a number higher than 7 - squawks are octets and don't have 8 and 9 (4707 is good, 4708 does not work).
*Set the initial climb altitude. This differs from airport to airport. LOWW has 5000ft for all SIDs ("A50" in the list), LOWI has FL160 for all SIDs, and Salzburg has different altitudes for different SIDs (look into the SID description).

=== 3. Wait for initial contact ===
ATC is a service job - you wait for the pilot to come to you, as in real life you don't know if the pilot is on your frequency at all.
At some point, the aircraft will call you, ideally with the first (long) phrase. When congested, the short form is used:
<pre>LHA123: Wien Delivery, servus. Laipzich Air 123, Info B on board, gate C31, Fokker 70, requesting IFR clearance to München.
LHA456: Wien Delivery, Laipzich Air 456 ready to copy IFR clearance.</pre>

=== 4. Issue IFR Routing Clearances ===

First, clear everything which is wrong or unclear in the flight plan, something like ...
<pre>DEL: Leipzig Air 123, servus. Sir check your flight plan you fly eastbound in that case your flight level must be an odd flight level.
What do you prefer flight level 310 or 290?
LHA123: Flight level 310, Leipzig Air 123.</pre>

Then, '''issue your clearance''':

DEL gives routing clearances to all departing aircraft with the following information: 

'''Destination of flight'''
'''SID''' (= Standard instrument departure) Normally the filed SID is given
Initial climb altitude after departure (5000ft)
'''Squawk''' (Squawk assignments for LOWW are 4600 to 4620)
'''ATIS''' (which ATIS letter is current)
CTOT (= Calculated take-off time) Slot time (Normally not used on the VATSIM network)

The '''bold''' marked points are mandatory, all other points are optional. Normal construction of a routing clearance:

<pre>Callsign, cleared to XXXX via XXXXX XX departure, (initial climb 5000ft), Squawk 46XX</pre>

Example:

<pre>Austrian 125, cleared to Frankfurt via LUGIM 1C departure, initial climb 5000ft,
Squawk 4601, info B is current.</pre>

Some Aircraft are not able to follow SIDs for various reasons, most of the time due to missing equipment. In these cases you should issue a so called vectored departure. A vectored departure clearance includes the same components as a normal clearance but instead of the SID you issue instructions to be carried out after departure. In this case the initial climb altitude is mandatory.

Callsign,cleared to XXXX, after departure RWY XX, XXXXXXX, initial climb 5000ft,
Squawk 46XX

Example:

<pre>Austrian 125, cleared to Frankfurt, after departure Runway 29, turn left heading 240
expect vectors to LUGIM, initial climb 5000 ft, Squawk 4601.</pre>

You can find the instructions for each Airport within the [[Study Guide:Airport Details]] If the pilot responds with a correct readback you should answer with the following phrase:

Callsign, readback correct => Austrian 125, readback correct

=== 5. Handover ===
Afterwards you either hand the pilot over to GND or wait for his startup request, depending on local procedures. You can do this joint with the readback answer, like:

Austrian 125, readback correct, contact Wien Ground "frequency" 121.60. Bye Bye

----

== Special Situations (High Traffic, Slots, ...) ==

=== Missing ATIS ===
*Maybe there is no upstream controller. Then you ask the pilot, which runway he wants to use. Then you can clear him.
*Maybe there is a technical problem and TWR cannot connect any ATIS. In this case, you have to check with TWR, which runway is in use, and get the METAR yourself from Euroscope. If the pilot does not find any ATIS, he/she should contact you with the following phrase. Anyway, you should answer him as follows, before any other clearance is given:

LHA123: Wien DEL, Leipzig Air 123, Position E42, requesting airport information.
DEL: Leipzig 123, Wien Delivery, servus. Active runway is 34, wind 320 at 10, QNH 1030.

=== VFR flight plans ===
... are easier to clear. The Tower is always responsible for VFR Traffic.

Now one short Example: Check '''Study Guide: TWR''' for more
TWR: OE-DLT, when ready taxi to h/p RWY 16 via M, W, E, wind 160 deg 12 knots, squawk 0001, QNH 1020. report when ready
OE-DLT: taxi to h/p rwy 16 via M, W and E, squawking 0001, QNH 1020, "wind copied".
...after some minutes...
TWR: OE-DLT, wind 160 with 12 knots rwy 16 clr T/O. After Departure you are cleared for left hand traffic pattern 1500 ft or below, report final.
OE-DLT: clr T/O, after dep left hand traffic pattern, report final

'''Important Note''':

Squawk's like 4601, 4602 and so on are reserved for IFR Flights. For VFR take a Range of 0001 - 0020 for example. Keep in Mind if you have high Traffic and that is in normal time IFR its better you take sqk's like 0002 and so on.

=== Slots ===

In order to guarantee a safe flow of traffic and to minimize delays in the air so called slots are being used. A slot is a timeframe of five minutes before to ten minutes after the CTOT mentioned before. The aircraft has to depart within this timeframe from its departure airport. On the VATSIM network this system is only used on special occasions.

=== Behavior in situations with increased traffic ===

Sometimes one of your neighboring sectors has to stop accepting traffic. In these cases you should delay an aircrafts start-up clearance.

If possible you should inform the pilot about the expected delay:

Austrian 125, readback correct, expect startup in 10 minutes.
Austrian 125, startup approved, expect departure in 10 minutes.

'' Prev: [[Study Guide:OBS]] - Overview: [[Study Guide]] - Next: [[Study Guide:Ground]]''

[[Category:Documents]] [[Category:Study_Guides]] [[Category:Training]] [[Category:Controller]]

Study Guide:Delivery

2012-07-16T08:10:11Z

Georg Lauenstein: /* VFR flight plans */

'' Prev: [[Study Guide:OBS]] - Overview: [[Study Guide]] - Next: [[Study Guide:Ground]]''

== Introduction ==

This Study Guide has been designed to give you all the information needed to start controlling as a Clearance/Delivery controller on the VATSIM network. It assumes, that you have read and understood the [[Study Guide:OBS]] before.

== Working Delivery Positions ==

Clearance Delivery is responsible for checking and correcting flightplans of departing aircraft and issue routing clearances to them. This task may sound boring, but is important for upstream controllers: Clearances take time (on the radio) and may block vital commands (like takeoff and landing clearances), and radar stations rely on the checked and cleared values (SIDs and clearance altitudes) for their controlling. If DEL makes mistakes, APP will notice.

There are 2 types of flight plans at VATSIM:
*IFR: Any pilot who flies IFR must file a flight plan. It contains the exact routing from departure to arrival, cruise altitude and some more information which controllers need for their job.

*VFR: VFR pilots can file flight plans, but they don't need to. They can simply ask for taxi clearance, take off and continue in uncontrolled airspace.

=== Flightplan Structure ===

'''Flight plans''' are documents filed by pilots with the local Civil Aviation Authority prior to departure. They generally include basic information such as departure and arrival points, estimated time en route, alternate airports in case of bad weather, type of flight (whether instrument flight rules or visual flight rules), pilot's name and number of people on board.

'''For IFR flights''', flight plans are used by air traffic control to initiate tracking and routing services.

Aircraft routing types used in IFR flight plans are: Airway, Navaid and Direct. A route may be composed of segments of different routing types.

#'''Airway:''' Airway routing occurs along pre-defined pathways called Airways. Mostly aircraft are required to fly airways between the departure and destination airports. The rules cover altitude, airspeed, and requirements for entering and leaving the airway (SIDs and STARs). Airways have letters and numbers like "Y868 or "UM125".
#'''Navaid:''' Navaid routing occurs between Navaids (short for Navigational Aids) which are not always connected by airways. Navaid flight plans are used for IFR aircraft which don't have a GPS receiver - they can't follow waypoints. Navaid routing is typically only allowed in the continental U.S. If a flight plan specifies Navaid routing between two Navaids which are connected via an airway, the rules for that particular airway must be followed as if the aircraft was flying Airway routing between those two Navaids. Allowable altitudes are covered in Flight Levels.
#'''Direct:''' Direct routing occurs when one or both of the route segment endpoints are at a latitude/longitude which is not located at a Navaid.

'''For VFR flights''', their only purpose is to provide needed information should search and rescue operations be required. At VATSIM, a VFR flight plan is handy for controllers, as it shows vital information with the airplane tag on the radar, like the destination.

----

== Workflow for DEL controllers ==
=== 1. Setup ===
When you log in as DEL, you have to do two things (if waiting pilots jump on you, tell them to stand by until you have done it!):
# Check with the upstream controller (TWR, APP, CTR) for active runways and set active airport and runways in your Euroscope "active runways" dialogue box.
# Check with the upstream controller the active ATIS letter. Set your ATIS dialog box to your airport and the active letter, but don't connect (ATIS is TWR's job). Set this way, Euroscope will show the valid ATIS letter in your METAR list and you don't need to ask every few minutes. If there is no ATIS, then check active runway and wind, as you will need to tell this to pilots.

=== 2. Check the flight Plan ===
At VATSIM, the journey starts with an aircraft popping up at an airport. Initially, the tag (in Euroscope) will show "NOFP", meaning: No flight plan filed so far. Some time later, a destination and more will show up, and that means: The pilot has filed a flight plan. On this point, DEL controller work starts. At this point, Euroscope has done already some work for you. DEL's job is to check and complete it, and to give clearance to the pilot. First, Check, if it is a VFR or IFR flight plan.

'''For IFR flight plans, ...'''

*Check, if "From"-Airport is yours and "To"-Airport makes sense. It is unlikely that a C72 will fly to GATB (Timbuktu) without stopovers, as well as a B737 flies VFR to KJFK. If anything looks wrong, then ask the pilot to refile the flight plan.
*Check, if departure runway corresponds to the active runway. If not, then check your runway settings in Euroscope.
*Check, if cruise altitude is correct: Cruise altitude is stated in flight levels (hundreds of feet): FL280 means 28000 feet (at QNH 1013, to be really correct). For flight levels below FL410, '''westbound flights have even flight levels''', and '''eastbound flights have odd flight levels.''' Above FL410, flight levels increase by 20: west is FL430-470-510-550 etc, east is 450-490-530-570 etc. If the cruise altitude is wrong, ask the pilot for the nearest correct altitudes up or down. If you want, correct the RFL or tell the pilot to file again.
*Check, if there is a valid SID from the active runway to the first waypoint in the flight plan. If not, then look for the cause. It could be an invalid flight plan (a flight plan must contain a waypoint which is the end of a SID - most SIDs have the waypoint in their names: SITNI5B is the SID leading from LOWW rwy 16 to SITNI). If the flight plan does not contain any valid waypoint, ask the pilot to refile a correct flight plan. If the flight plan is correct, then you might need to manually select the best SID.
*Euroscope has already selected the first matching SID in the alphabet. Check, if this SID is applicable to the aircraft and time (you might want to check with APP to clarify, which SIDs are correct), and select the best SID.

'''For VFR flight plans''', the task is easier. usually, it contains the destination and a verbal description of the pilot's intention (could be "circuits" or "platzrunde", or "LOWL via Donau").
*Check, if this intention is possible and makes sense (you might check with TWR).

=== 2. Set Squawk and initial clearance altitude ===
*Set a squawk now. The squawk number space is predefined for each airport and written in the sector file. For normal purposes, automatic squawk allocation in Euroscope works fine. In high traffic situations like Finally Austria, the squawk space runs out quickly, and Euroscope runs mad. The result is duplicate squawks. Technically, this is not a problem at VATSIM (as plane-data links are made by pilot ID, not by squawk code), but in reality this would be a nightmare (which won't happen as in real life squawk codes are given by a Eurocontrol centralized computer). In this case, you have to set squawk codes by hand and start to fill other squawk number spaces, like 2500+. Don't attempt to set a squawk with a number higher than 7 - squawks are octets and don't have 8 and 9 (4707 is good, 4708 does not work).
*Set the initial climb altitude. This differs from airport to airport. LOWW has 5000ft for all SIDs ("A50" in the list), LOWI has FL160 for all SIDs, and Salzburg has different altitudes for different SIDs (look into the SID description).

=== 3. Wait for initial contact ===
ATC is a service job - you wait for the pilot to come to you, as in real life you don't know if the pilot is on your frequency at all.
At some point, the aircraft will call you, ideally with the first (long) phrase. When congested, the short form is used:
<pre>LHA123: Wien Delivery, servus. Laipzich Air 123, Info B on board, gate C31, Fokker 70, requesting IFR clearance to München.
LHA456: Wien Delivery, Laipzich Air 456 ready to copy IFR clearance.</pre>

=== 4. Issue IFR Routing Clearances ===

First, clear everything which is wrong or unclear in the flight plan, something like ...
<pre>DEL: Leipzig Air 123, servus. Sir check your flight plan you fly eastbound in that case your flight level must be an odd flight level.
What do you prefer flight level 310 or 290?
LHA123: Flight level 310, Leipzig Air 123.</pre>

Then, '''issue your clearance''':

DEL gives routing clearances to all departing aircraft with the following information: 

'''Destination of flight'''
'''SID''' (= Standard instrument departure) Normally the filed SID is given
Initial climb altitude after departure (5000ft)
'''Squawk''' (Squawk assignments for LOWW are 4600 to 4620)
'''ATIS''' (which ATIS letter is current)
CTOT (= Calculated take-off time) Slot time (Normally not used on the VATSIM network)

The '''bold''' marked points are mandatory, all other points are optional. Normal construction of a routing clearance:

<pre>Callsign, cleared to XXXX via XXXXX XX departure, (initial climb 5000ft), Squawk 46XX</pre>

Example:

<pre>Austrian 125, cleared to Frankfurt via LUGIM 1C departure, initial climb 5000ft,
Squawk 4601, info B is current.</pre>

Some Aircraft are not able to follow SIDs for various reasons, most of the time due to missing equipment. In these cases you should issue a so called vectored departure. A vectored departure clearance includes the same components as a normal clearance but instead of the SID you issue instructions to be carried out after departure. In this case the initial climb altitude is mandatory.

Callsign,cleared to XXXX, after departure RWY XX, XXXXXXX, initial climb 5000ft,
Squawk 46XX

Example:

<pre>Austrian 125, cleared to Frankfurt, after departure Runway 29, turn left heading 240
expect vectors to LUGIM, initial climb 5000 ft, Squawk 4601.</pre>

You can find the instructions for each Airport within the [[Study Guide:Airport Details]] If the pilot responds with a correct readback you should answer with the following phrase:

Callsign, readback correct => Austrian 125, readback correct

=== 5. Handover ===
Afterwards you either hand the pilot over to GND or wait for his startup request, depending on local procedures. You can do this joint with the readback answer, like:

Austrian 125, readback correct, contact Wien Ground "frequency" 121.60. Bye Bye

----

== Special Situations (High Traffic, Slots, ...) ==

=== Missing ATIS ===
*Maybe there is no upstream controller. Then you ask the pilot, which runway he wants to use. Then you can clear him.
*Maybe there is a technical problem and TWR cannot connect any ATIS. In this case, you have to check with TWR, which runway is in use, and get the METAR yourself from Euroscope. If the pilot does not find any ATIS, he/she should contact you with the following phrase. Anyway, you should answer him as follows, before any other clearance is given:

LHA123: Wien DEL, Leipzig Air 123, Position E42, requesting airport information.
DEL: Leipzig 123, Wien Delivery, servus. Active runway is 34, wind 320 at 10, QNH 1030.

=== VFR flight plans ===
... are easier to clear. The Tower is always responsible for VFR Traffic.

Now one short Example: Check '''Study Guide: TWR''' for more
TWR: OE-DLT, when ready taxi to h/p RWY 16 via M, W, E, wind 160 deg 12 knots, squawk 0001, QNH 1020. report when ready
OE-DLT: taxi to h/p rwy 16 via M, W and E, squawking 0001, QNH 1020, "wind copied".
...after some minutes...
TWR: OE-DLT, wind 160 with 12 knots rwy 16 clr T/O. After Departure you are cleared for left hand traffic pattern 1500 ft or below, report final.
OE-DLT: clr T/O, after dep left hand traffic pattern, report final

'''Important Note''':
Squawk's like 4601, 4602 and so on are reserved for IFR Flights. For VFR take a Range of 0001 - 0020 for example. Keep in Mind if you have high Traffic and that is in normal time IFR its better you take sqk's like 0002 and so on.

=== Slots ===

In order to guarantee a safe flow of traffic and to minimize delays in the air so called slots are being used. A slot is a timeframe of five minutes before to ten minutes after the CTOT mentioned before. The aircraft has to depart within this timeframe from its departure airport. On the VATSIM network this system is only used on special occasions.

=== Behavior in situations with increased traffic ===

Sometimes one of your neighboring sectors has to stop accepting traffic. In these cases you should delay an aircrafts start-up clearance.

If possible you should inform the pilot about the expected delay:

Austrian 125, readback correct, expect startup in 10 minutes.
Austrian 125, startup approved, expect departure in 10 minutes.

'' Prev: [[Study Guide:OBS]] - Overview: [[Study Guide]] - Next: [[Study Guide:Ground]]''

[[Category:Documents]] [[Category:Study_Guides]] [[Category:Training]] [[Category:Controller]]

Study Guide:Delivery

2012-07-16T08:09:57Z

Georg Lauenstein: /* VFR flight plans */

'' Prev: [[Study Guide:OBS]] - Overview: [[Study Guide]] - Next: [[Study Guide:Ground]]''

== Introduction ==

This Study Guide has been designed to give you all the information needed to start controlling as a Clearance/Delivery controller on the VATSIM network. It assumes, that you have read and understood the [[Study Guide:OBS]] before.

== Working Delivery Positions ==

Clearance Delivery is responsible for checking and correcting flightplans of departing aircraft and issue routing clearances to them. This task may sound boring, but is important for upstream controllers: Clearances take time (on the radio) and may block vital commands (like takeoff and landing clearances), and radar stations rely on the checked and cleared values (SIDs and clearance altitudes) for their controlling. If DEL makes mistakes, APP will notice.

There are 2 types of flight plans at VATSIM:
*IFR: Any pilot who flies IFR must file a flight plan. It contains the exact routing from departure to arrival, cruise altitude and some more information which controllers need for their job.

*VFR: VFR pilots can file flight plans, but they don't need to. They can simply ask for taxi clearance, take off and continue in uncontrolled airspace.

=== Flightplan Structure ===

'''Flight plans''' are documents filed by pilots with the local Civil Aviation Authority prior to departure. They generally include basic information such as departure and arrival points, estimated time en route, alternate airports in case of bad weather, type of flight (whether instrument flight rules or visual flight rules), pilot's name and number of people on board.

'''For IFR flights''', flight plans are used by air traffic control to initiate tracking and routing services.

Aircraft routing types used in IFR flight plans are: Airway, Navaid and Direct. A route may be composed of segments of different routing types.

#'''Airway:''' Airway routing occurs along pre-defined pathways called Airways. Mostly aircraft are required to fly airways between the departure and destination airports. The rules cover altitude, airspeed, and requirements for entering and leaving the airway (SIDs and STARs). Airways have letters and numbers like "Y868 or "UM125".
#'''Navaid:''' Navaid routing occurs between Navaids (short for Navigational Aids) which are not always connected by airways. Navaid flight plans are used for IFR aircraft which don't have a GPS receiver - they can't follow waypoints. Navaid routing is typically only allowed in the continental U.S. If a flight plan specifies Navaid routing between two Navaids which are connected via an airway, the rules for that particular airway must be followed as if the aircraft was flying Airway routing between those two Navaids. Allowable altitudes are covered in Flight Levels.
#'''Direct:''' Direct routing occurs when one or both of the route segment endpoints are at a latitude/longitude which is not located at a Navaid.

'''For VFR flights''', their only purpose is to provide needed information should search and rescue operations be required. At VATSIM, a VFR flight plan is handy for controllers, as it shows vital information with the airplane tag on the radar, like the destination.

----

== Workflow for DEL controllers ==
=== 1. Setup ===
When you log in as DEL, you have to do two things (if waiting pilots jump on you, tell them to stand by until you have done it!):
# Check with the upstream controller (TWR, APP, CTR) for active runways and set active airport and runways in your Euroscope "active runways" dialogue box.
# Check with the upstream controller the active ATIS letter. Set your ATIS dialog box to your airport and the active letter, but don't connect (ATIS is TWR's job). Set this way, Euroscope will show the valid ATIS letter in your METAR list and you don't need to ask every few minutes. If there is no ATIS, then check active runway and wind, as you will need to tell this to pilots.

=== 2. Check the flight Plan ===
At VATSIM, the journey starts with an aircraft popping up at an airport. Initially, the tag (in Euroscope) will show "NOFP", meaning: No flight plan filed so far. Some time later, a destination and more will show up, and that means: The pilot has filed a flight plan. On this point, DEL controller work starts. At this point, Euroscope has done already some work for you. DEL's job is to check and complete it, and to give clearance to the pilot. First, Check, if it is a VFR or IFR flight plan.

'''For IFR flight plans, ...'''

*Check, if "From"-Airport is yours and "To"-Airport makes sense. It is unlikely that a C72 will fly to GATB (Timbuktu) without stopovers, as well as a B737 flies VFR to KJFK. If anything looks wrong, then ask the pilot to refile the flight plan.
*Check, if departure runway corresponds to the active runway. If not, then check your runway settings in Euroscope.
*Check, if cruise altitude is correct: Cruise altitude is stated in flight levels (hundreds of feet): FL280 means 28000 feet (at QNH 1013, to be really correct). For flight levels below FL410, '''westbound flights have even flight levels''', and '''eastbound flights have odd flight levels.''' Above FL410, flight levels increase by 20: west is FL430-470-510-550 etc, east is 450-490-530-570 etc. If the cruise altitude is wrong, ask the pilot for the nearest correct altitudes up or down. If you want, correct the RFL or tell the pilot to file again.
*Check, if there is a valid SID from the active runway to the first waypoint in the flight plan. If not, then look for the cause. It could be an invalid flight plan (a flight plan must contain a waypoint which is the end of a SID - most SIDs have the waypoint in their names: SITNI5B is the SID leading from LOWW rwy 16 to SITNI). If the flight plan does not contain any valid waypoint, ask the pilot to refile a correct flight plan. If the flight plan is correct, then you might need to manually select the best SID.
*Euroscope has already selected the first matching SID in the alphabet. Check, if this SID is applicable to the aircraft and time (you might want to check with APP to clarify, which SIDs are correct), and select the best SID.

'''For VFR flight plans''', the task is easier. usually, it contains the destination and a verbal description of the pilot's intention (could be "circuits" or "platzrunde", or "LOWL via Donau").
*Check, if this intention is possible and makes sense (you might check with TWR).

=== 2. Set Squawk and initial clearance altitude ===
*Set a squawk now. The squawk number space is predefined for each airport and written in the sector file. For normal purposes, automatic squawk allocation in Euroscope works fine. In high traffic situations like Finally Austria, the squawk space runs out quickly, and Euroscope runs mad. The result is duplicate squawks. Technically, this is not a problem at VATSIM (as plane-data links are made by pilot ID, not by squawk code), but in reality this would be a nightmare (which won't happen as in real life squawk codes are given by a Eurocontrol centralized computer). In this case, you have to set squawk codes by hand and start to fill other squawk number spaces, like 2500+. Don't attempt to set a squawk with a number higher than 7 - squawks are octets and don't have 8 and 9 (4707 is good, 4708 does not work).
*Set the initial climb altitude. This differs from airport to airport. LOWW has 5000ft for all SIDs ("A50" in the list), LOWI has FL160 for all SIDs, and Salzburg has different altitudes for different SIDs (look into the SID description).

=== 3. Wait for initial contact ===
ATC is a service job - you wait for the pilot to come to you, as in real life you don't know if the pilot is on your frequency at all.
At some point, the aircraft will call you, ideally with the first (long) phrase. When congested, the short form is used:
<pre>LHA123: Wien Delivery, servus. Laipzich Air 123, Info B on board, gate C31, Fokker 70, requesting IFR clearance to München.
LHA456: Wien Delivery, Laipzich Air 456 ready to copy IFR clearance.</pre>

=== 4. Issue IFR Routing Clearances ===

First, clear everything which is wrong or unclear in the flight plan, something like ...
<pre>DEL: Leipzig Air 123, servus. Sir check your flight plan you fly eastbound in that case your flight level must be an odd flight level.
What do you prefer flight level 310 or 290?
LHA123: Flight level 310, Leipzig Air 123.</pre>

Then, '''issue your clearance''':

DEL gives routing clearances to all departing aircraft with the following information: 

'''Destination of flight'''
'''SID''' (= Standard instrument departure) Normally the filed SID is given
Initial climb altitude after departure (5000ft)
'''Squawk''' (Squawk assignments for LOWW are 4600 to 4620)
'''ATIS''' (which ATIS letter is current)
CTOT (= Calculated take-off time) Slot time (Normally not used on the VATSIM network)

The '''bold''' marked points are mandatory, all other points are optional. Normal construction of a routing clearance:

<pre>Callsign, cleared to XXXX via XXXXX XX departure, (initial climb 5000ft), Squawk 46XX</pre>

Example:

<pre>Austrian 125, cleared to Frankfurt via LUGIM 1C departure, initial climb 5000ft,
Squawk 4601, info B is current.</pre>

Some Aircraft are not able to follow SIDs for various reasons, most of the time due to missing equipment. In these cases you should issue a so called vectored departure. A vectored departure clearance includes the same components as a normal clearance but instead of the SID you issue instructions to be carried out after departure. In this case the initial climb altitude is mandatory.

Callsign,cleared to XXXX, after departure RWY XX, XXXXXXX, initial climb 5000ft,
Squawk 46XX

Example:

<pre>Austrian 125, cleared to Frankfurt, after departure Runway 29, turn left heading 240
expect vectors to LUGIM, initial climb 5000 ft, Squawk 4601.</pre>

You can find the instructions for each Airport within the [[Study Guide:Airport Details]] If the pilot responds with a correct readback you should answer with the following phrase:

Callsign, readback correct => Austrian 125, readback correct

=== 5. Handover ===
Afterwards you either hand the pilot over to GND or wait for his startup request, depending on local procedures. You can do this joint with the readback answer, like:

Austrian 125, readback correct, contact Wien Ground "frequency" 121.60. Bye Bye

----

== Special Situations (High Traffic, Slots, ...) ==

=== Missing ATIS ===
*Maybe there is no upstream controller. Then you ask the pilot, which runway he wants to use. Then you can clear him.
*Maybe there is a technical problem and TWR cannot connect any ATIS. In this case, you have to check with TWR, which runway is in use, and get the METAR yourself from Euroscope. If the pilot does not find any ATIS, he/she should contact you with the following phrase. Anyway, you should answer him as follows, before any other clearance is given:

LHA123: Wien DEL, Leipzig Air 123, Position E42, requesting airport information.
DEL: Leipzig 123, Wien Delivery, servus. Active runway is 34, wind 320 at 10, QNH 1030.

=== VFR flight plans ===
... are easier to clear. The Tower is always responsible for VFR Traffic.

Now one short Example: Check '''Study Guide: TWR''' for more
TWR: OE-DLT, when ready taxi to h/p RWY 16 via M, W, E, wind 160 deg 12 knots, squawk 0001, QNH 1020. report when ready
OE-DLT: taxi to h/p rwy 16 via M, W and E, squawking 0001, QNH 1020, "wind copied".
...after some minutes...
TWR: OE-DLT, wind 160 with 12 knots rwy 16 clr T/O. After Departure you are cleared for left hand traffic pattern 1500 ft or below, report final.
OE-DLT: clr T/O, after dep left hand traffic pattern, report final

'''Important Note''':
Squawk's like 4601, 4602 and so on are reserved for IFR Flights. For VFR take a Range of 0001 - 0020 for example. Keep in Mind if you have high Traffic and that is in normal time IFR its better you take sqk's like 0002 and so on.

=== Slots ===

In order to guarantee a safe flow of traffic and to minimize delays in the air so called slots are being used. A slot is a timeframe of five minutes before to ten minutes after the CTOT mentioned before. The aircraft has to depart within this timeframe from its departure airport. On the VATSIM network this system is only used on special occasions.

=== Behavior in situations with increased traffic ===

Sometimes one of your neighboring sectors has to stop accepting traffic. In these cases you should delay an aircrafts start-up clearance.

If possible you should inform the pilot about the expected delay:

Austrian 125, readback correct, expect startup in 10 minutes.
Austrian 125, startup approved, expect departure in 10 minutes.

'' Prev: [[Study Guide:OBS]] - Overview: [[Study Guide]] - Next: [[Study Guide:Ground]]''

[[Category:Documents]] [[Category:Study_Guides]] [[Category:Training]] [[Category:Controller]]

Study Guide:Delivery

2012-07-16T08:09:32Z

Georg Lauenstein: /* VFR flight plans */

'' Prev: [[Study Guide:OBS]] - Overview: [[Study Guide]] - Next: [[Study Guide:Ground]]''

== Introduction ==

This Study Guide has been designed to give you all the information needed to start controlling as a Clearance/Delivery controller on the VATSIM network. It assumes, that you have read and understood the [[Study Guide:OBS]] before.

== Working Delivery Positions ==

Clearance Delivery is responsible for checking and correcting flightplans of departing aircraft and issue routing clearances to them. This task may sound boring, but is important for upstream controllers: Clearances take time (on the radio) and may block vital commands (like takeoff and landing clearances), and radar stations rely on the checked and cleared values (SIDs and clearance altitudes) for their controlling. If DEL makes mistakes, APP will notice.

There are 2 types of flight plans at VATSIM:
*IFR: Any pilot who flies IFR must file a flight plan. It contains the exact routing from departure to arrival, cruise altitude and some more information which controllers need for their job.

*VFR: VFR pilots can file flight plans, but they don't need to. They can simply ask for taxi clearance, take off and continue in uncontrolled airspace.

=== Flightplan Structure ===

'''Flight plans''' are documents filed by pilots with the local Civil Aviation Authority prior to departure. They generally include basic information such as departure and arrival points, estimated time en route, alternate airports in case of bad weather, type of flight (whether instrument flight rules or visual flight rules), pilot's name and number of people on board.

'''For IFR flights''', flight plans are used by air traffic control to initiate tracking and routing services.

Aircraft routing types used in IFR flight plans are: Airway, Navaid and Direct. A route may be composed of segments of different routing types.

#'''Airway:''' Airway routing occurs along pre-defined pathways called Airways. Mostly aircraft are required to fly airways between the departure and destination airports. The rules cover altitude, airspeed, and requirements for entering and leaving the airway (SIDs and STARs). Airways have letters and numbers like "Y868 or "UM125".
#'''Navaid:''' Navaid routing occurs between Navaids (short for Navigational Aids) which are not always connected by airways. Navaid flight plans are used for IFR aircraft which don't have a GPS receiver - they can't follow waypoints. Navaid routing is typically only allowed in the continental U.S. If a flight plan specifies Navaid routing between two Navaids which are connected via an airway, the rules for that particular airway must be followed as if the aircraft was flying Airway routing between those two Navaids. Allowable altitudes are covered in Flight Levels.
#'''Direct:''' Direct routing occurs when one or both of the route segment endpoints are at a latitude/longitude which is not located at a Navaid.

'''For VFR flights''', their only purpose is to provide needed information should search and rescue operations be required. At VATSIM, a VFR flight plan is handy for controllers, as it shows vital information with the airplane tag on the radar, like the destination.

----

== Workflow for DEL controllers ==
=== 1. Setup ===
When you log in as DEL, you have to do two things (if waiting pilots jump on you, tell them to stand by until you have done it!):
# Check with the upstream controller (TWR, APP, CTR) for active runways and set active airport and runways in your Euroscope "active runways" dialogue box.
# Check with the upstream controller the active ATIS letter. Set your ATIS dialog box to your airport and the active letter, but don't connect (ATIS is TWR's job). Set this way, Euroscope will show the valid ATIS letter in your METAR list and you don't need to ask every few minutes. If there is no ATIS, then check active runway and wind, as you will need to tell this to pilots.

=== 2. Check the flight Plan ===
At VATSIM, the journey starts with an aircraft popping up at an airport. Initially, the tag (in Euroscope) will show "NOFP", meaning: No flight plan filed so far. Some time later, a destination and more will show up, and that means: The pilot has filed a flight plan. On this point, DEL controller work starts. At this point, Euroscope has done already some work for you. DEL's job is to check and complete it, and to give clearance to the pilot. First, Check, if it is a VFR or IFR flight plan.

'''For IFR flight plans, ...'''

*Check, if "From"-Airport is yours and "To"-Airport makes sense. It is unlikely that a C72 will fly to GATB (Timbuktu) without stopovers, as well as a B737 flies VFR to KJFK. If anything looks wrong, then ask the pilot to refile the flight plan.
*Check, if departure runway corresponds to the active runway. If not, then check your runway settings in Euroscope.
*Check, if cruise altitude is correct: Cruise altitude is stated in flight levels (hundreds of feet): FL280 means 28000 feet (at QNH 1013, to be really correct). For flight levels below FL410, '''westbound flights have even flight levels''', and '''eastbound flights have odd flight levels.''' Above FL410, flight levels increase by 20: west is FL430-470-510-550 etc, east is 450-490-530-570 etc. If the cruise altitude is wrong, ask the pilot for the nearest correct altitudes up or down. If you want, correct the RFL or tell the pilot to file again.
*Check, if there is a valid SID from the active runway to the first waypoint in the flight plan. If not, then look for the cause. It could be an invalid flight plan (a flight plan must contain a waypoint which is the end of a SID - most SIDs have the waypoint in their names: SITNI5B is the SID leading from LOWW rwy 16 to SITNI). If the flight plan does not contain any valid waypoint, ask the pilot to refile a correct flight plan. If the flight plan is correct, then you might need to manually select the best SID.
*Euroscope has already selected the first matching SID in the alphabet. Check, if this SID is applicable to the aircraft and time (you might want to check with APP to clarify, which SIDs are correct), and select the best SID.

'''For VFR flight plans''', the task is easier. usually, it contains the destination and a verbal description of the pilot's intention (could be "circuits" or "platzrunde", or "LOWL via Donau").
*Check, if this intention is possible and makes sense (you might check with TWR).

=== 2. Set Squawk and initial clearance altitude ===
*Set a squawk now. The squawk number space is predefined for each airport and written in the sector file. For normal purposes, automatic squawk allocation in Euroscope works fine. In high traffic situations like Finally Austria, the squawk space runs out quickly, and Euroscope runs mad. The result is duplicate squawks. Technically, this is not a problem at VATSIM (as plane-data links are made by pilot ID, not by squawk code), but in reality this would be a nightmare (which won't happen as in real life squawk codes are given by a Eurocontrol centralized computer). In this case, you have to set squawk codes by hand and start to fill other squawk number spaces, like 2500+. Don't attempt to set a squawk with a number higher than 7 - squawks are octets and don't have 8 and 9 (4707 is good, 4708 does not work).
*Set the initial climb altitude. This differs from airport to airport. LOWW has 5000ft for all SIDs ("A50" in the list), LOWI has FL160 for all SIDs, and Salzburg has different altitudes for different SIDs (look into the SID description).

=== 3. Wait for initial contact ===
ATC is a service job - you wait for the pilot to come to you, as in real life you don't know if the pilot is on your frequency at all.
At some point, the aircraft will call you, ideally with the first (long) phrase. When congested, the short form is used:
<pre>LHA123: Wien Delivery, servus. Laipzich Air 123, Info B on board, gate C31, Fokker 70, requesting IFR clearance to München.
LHA456: Wien Delivery, Laipzich Air 456 ready to copy IFR clearance.</pre>

=== 4. Issue IFR Routing Clearances ===

First, clear everything which is wrong or unclear in the flight plan, something like ...
<pre>DEL: Leipzig Air 123, servus. Sir check your flight plan you fly eastbound in that case your flight level must be an odd flight level.
What do you prefer flight level 310 or 290?
LHA123: Flight level 310, Leipzig Air 123.</pre>

Then, '''issue your clearance''':

DEL gives routing clearances to all departing aircraft with the following information: 

'''Destination of flight'''
'''SID''' (= Standard instrument departure) Normally the filed SID is given
Initial climb altitude after departure (5000ft)
'''Squawk''' (Squawk assignments for LOWW are 4600 to 4620)
'''ATIS''' (which ATIS letter is current)
CTOT (= Calculated take-off time) Slot time (Normally not used on the VATSIM network)

The '''bold''' marked points are mandatory, all other points are optional. Normal construction of a routing clearance:

<pre>Callsign, cleared to XXXX via XXXXX XX departure, (initial climb 5000ft), Squawk 46XX</pre>

Example:

<pre>Austrian 125, cleared to Frankfurt via LUGIM 1C departure, initial climb 5000ft,
Squawk 4601, info B is current.</pre>

Some Aircraft are not able to follow SIDs for various reasons, most of the time due to missing equipment. In these cases you should issue a so called vectored departure. A vectored departure clearance includes the same components as a normal clearance but instead of the SID you issue instructions to be carried out after departure. In this case the initial climb altitude is mandatory.

Callsign,cleared to XXXX, after departure RWY XX, XXXXXXX, initial climb 5000ft,
Squawk 46XX

Example:

<pre>Austrian 125, cleared to Frankfurt, after departure Runway 29, turn left heading 240
expect vectors to LUGIM, initial climb 5000 ft, Squawk 4601.</pre>

You can find the instructions for each Airport within the [[Study Guide:Airport Details]] If the pilot responds with a correct readback you should answer with the following phrase:

Callsign, readback correct => Austrian 125, readback correct

=== 5. Handover ===
Afterwards you either hand the pilot over to GND or wait for his startup request, depending on local procedures. You can do this joint with the readback answer, like:

Austrian 125, readback correct, contact Wien Ground "frequency" 121.60. Bye Bye

----

== Special Situations (High Traffic, Slots, ...) ==

=== Missing ATIS ===
*Maybe there is no upstream controller. Then you ask the pilot, which runway he wants to use. Then you can clear him.
*Maybe there is a technical problem and TWR cannot connect any ATIS. In this case, you have to check with TWR, which runway is in use, and get the METAR yourself from Euroscope. If the pilot does not find any ATIS, he/she should contact you with the following phrase. Anyway, you should answer him as follows, before any other clearance is given:

LHA123: Wien DEL, Leipzig Air 123, Position E42, requesting airport information.
DEL: Leipzig 123, Wien Delivery, servus. Active runway is 34, wind 320 at 10, QNH 1030.

=== VFR flight plans ===
... are easier to clear. The Tower is always responsible for VFR Traffic.

Now one short Example: Check '''Study Guide: TWR''' for more
TWR: OE-DLT, when ready taxi to h/p RWY 16 via M, W, E, wind 160 deg 12 knots, squawk 0001, QNH 1020. report when ready
OE-DLT: taxi to h/p rwy 16 via M, W and E, squawking 0001, QNH 1020, "wind copied".
...after some minutes...
TWR: OE-DLT, wind 160 with 12 knots rwy 16 clr T/O. After Departure you are cleared for left hand traffic pattern 1500 ft or below, report final.
OE-DLT: clr T/O, after dep left hand traffic pattern, report final

'''Important Note''':
Squawk's like 4601, 4602 and so on are reserved for IFR Flights. For VFR take a Range of 0001 - 0020 for example. Keep in Mind if you have high Traffic and that is in normal time IFR its better you take sqk's like 0002 and so on.

=== Slots ===

In order to guarantee a safe flow of traffic and to minimize delays in the air so called slots are being used. A slot is a timeframe of five minutes before to ten minutes after the CTOT mentioned before. The aircraft has to depart within this timeframe from its departure airport. On the VATSIM network this system is only used on special occasions.

=== Behavior in situations with increased traffic ===

Sometimes one of your neighboring sectors has to stop accepting traffic. In these cases you should delay an aircrafts start-up clearance.

If possible you should inform the pilot about the expected delay:

Austrian 125, readback correct, expect startup in 10 minutes.
Austrian 125, startup approved, expect departure in 10 minutes.

'' Prev: [[Study Guide:OBS]] - Overview: [[Study Guide]] - Next: [[Study Guide:Ground]]''

[[Category:Documents]] [[Category:Study_Guides]] [[Category:Training]] [[Category:Controller]]

Study Guide:Delivery

2012-07-16T07:58:48Z

Georg Lauenstein: /* 5. Handover */

'' Prev: [[Study Guide:OBS]] - Overview: [[Study Guide]] - Next: [[Study Guide:Ground]]''

== Introduction ==

This Study Guide has been designed to give you all the information needed to start controlling as a Clearance/Delivery controller on the VATSIM network. It assumes, that you have read and understood the [[Study Guide:OBS]] before.

== Working Delivery Positions ==

Clearance Delivery is responsible for checking and correcting flightplans of departing aircraft and issue routing clearances to them. This task may sound boring, but is important for upstream controllers: Clearances take time (on the radio) and may block vital commands (like takeoff and landing clearances), and radar stations rely on the checked and cleared values (SIDs and clearance altitudes) for their controlling. If DEL makes mistakes, APP will notice.

There are 2 types of flight plans at VATSIM:
*IFR: Any pilot who flies IFR must file a flight plan. It contains the exact routing from departure to arrival, cruise altitude and some more information which controllers need for their job.

*VFR: VFR pilots can file flight plans, but they don't need to. They can simply ask for taxi clearance, take off and continue in uncontrolled airspace.

=== Flightplan Structure ===

'''Flight plans''' are documents filed by pilots with the local Civil Aviation Authority prior to departure. They generally include basic information such as departure and arrival points, estimated time en route, alternate airports in case of bad weather, type of flight (whether instrument flight rules or visual flight rules), pilot's name and number of people on board.

'''For IFR flights''', flight plans are used by air traffic control to initiate tracking and routing services.

Aircraft routing types used in IFR flight plans are: Airway, Navaid and Direct. A route may be composed of segments of different routing types.

#'''Airway:''' Airway routing occurs along pre-defined pathways called Airways. Mostly aircraft are required to fly airways between the departure and destination airports. The rules cover altitude, airspeed, and requirements for entering and leaving the airway (SIDs and STARs). Airways have letters and numbers like "Y868 or "UM125".
#'''Navaid:''' Navaid routing occurs between Navaids (short for Navigational Aids) which are not always connected by airways. Navaid flight plans are used for IFR aircraft which don't have a GPS receiver - they can't follow waypoints. Navaid routing is typically only allowed in the continental U.S. If a flight plan specifies Navaid routing between two Navaids which are connected via an airway, the rules for that particular airway must be followed as if the aircraft was flying Airway routing between those two Navaids. Allowable altitudes are covered in Flight Levels.
#'''Direct:''' Direct routing occurs when one or both of the route segment endpoints are at a latitude/longitude which is not located at a Navaid.

'''For VFR flights''', their only purpose is to provide needed information should search and rescue operations be required. At VATSIM, a VFR flight plan is handy for controllers, as it shows vital information with the airplane tag on the radar, like the destination.

----

== Workflow for DEL controllers ==
=== 1. Setup ===
When you log in as DEL, you have to do two things (if waiting pilots jump on you, tell them to stand by until you have done it!):
# Check with the upstream controller (TWR, APP, CTR) for active runways and set active airport and runways in your Euroscope "active runways" dialogue box.
# Check with the upstream controller the active ATIS letter. Set your ATIS dialog box to your airport and the active letter, but don't connect (ATIS is TWR's job). Set this way, Euroscope will show the valid ATIS letter in your METAR list and you don't need to ask every few minutes. If there is no ATIS, then check active runway and wind, as you will need to tell this to pilots.

=== 2. Check the flight Plan ===
At VATSIM, the journey starts with an aircraft popping up at an airport. Initially, the tag (in Euroscope) will show "NOFP", meaning: No flight plan filed so far. Some time later, a destination and more will show up, and that means: The pilot has filed a flight plan. On this point, DEL controller work starts. At this point, Euroscope has done already some work for you. DEL's job is to check and complete it, and to give clearance to the pilot. First, Check, if it is a VFR or IFR flight plan.

'''For IFR flight plans, ...'''

*Check, if "From"-Airport is yours and "To"-Airport makes sense. It is unlikely that a C72 will fly to GATB (Timbuktu) without stopovers, as well as a B737 flies VFR to KJFK. If anything looks wrong, then ask the pilot to refile the flight plan.
*Check, if departure runway corresponds to the active runway. If not, then check your runway settings in Euroscope.
*Check, if cruise altitude is correct: Cruise altitude is stated in flight levels (hundreds of feet): FL280 means 28000 feet (at QNH 1013, to be really correct). For flight levels below FL410, '''westbound flights have even flight levels''', and '''eastbound flights have odd flight levels.''' Above FL410, flight levels increase by 20: west is FL430-470-510-550 etc, east is 450-490-530-570 etc. If the cruise altitude is wrong, ask the pilot for the nearest correct altitudes up or down. If you want, correct the RFL or tell the pilot to file again.
*Check, if there is a valid SID from the active runway to the first waypoint in the flight plan. If not, then look for the cause. It could be an invalid flight plan (a flight plan must contain a waypoint which is the end of a SID - most SIDs have the waypoint in their names: SITNI5B is the SID leading from LOWW rwy 16 to SITNI). If the flight plan does not contain any valid waypoint, ask the pilot to refile a correct flight plan. If the flight plan is correct, then you might need to manually select the best SID.
*Euroscope has already selected the first matching SID in the alphabet. Check, if this SID is applicable to the aircraft and time (you might want to check with APP to clarify, which SIDs are correct), and select the best SID.

'''For VFR flight plans''', the task is easier. usually, it contains the destination and a verbal description of the pilot's intention (could be "circuits" or "platzrunde", or "LOWL via Donau").
*Check, if this intention is possible and makes sense (you might check with TWR).

=== 2. Set Squawk and initial clearance altitude ===
*Set a squawk now. The squawk number space is predefined for each airport and written in the sector file. For normal purposes, automatic squawk allocation in Euroscope works fine. In high traffic situations like Finally Austria, the squawk space runs out quickly, and Euroscope runs mad. The result is duplicate squawks. Technically, this is not a problem at VATSIM (as plane-data links are made by pilot ID, not by squawk code), but in reality this would be a nightmare (which won't happen as in real life squawk codes are given by a Eurocontrol centralized computer). In this case, you have to set squawk codes by hand and start to fill other squawk number spaces, like 2500+. Don't attempt to set a squawk with a number higher than 7 - squawks are octets and don't have 8 and 9 (4707 is good, 4708 does not work).
*Set the initial climb altitude. This differs from airport to airport. LOWW has 5000ft for all SIDs ("A50" in the list), LOWI has FL160 for all SIDs, and Salzburg has different altitudes for different SIDs (look into the SID description).

=== 3. Wait for initial contact ===
ATC is a service job - you wait for the pilot to come to you, as in real life you don't know if the pilot is on your frequency at all.
At some point, the aircraft will call you, ideally with the first (long) phrase. When congested, the short form is used:
<pre>LHA123: Wien Delivery, servus. Laipzich Air 123, Info B on board, gate C31, Fokker 70, requesting IFR clearance to München.
LHA456: Wien Delivery, Laipzich Air 456 ready to copy IFR clearance.</pre>

=== 4. Issue IFR Routing Clearances ===

First, clear everything which is wrong or unclear in the flight plan, something like ...
<pre>DEL: Leipzig Air 123, servus. Sir check your flight plan you fly eastbound in that case your flight level must be an odd flight level.
What do you prefer flight level 310 or 290?
LHA123: Flight level 310, Leipzig Air 123.</pre>

Then, '''issue your clearance''':

DEL gives routing clearances to all departing aircraft with the following information: 

'''Destination of flight'''
'''SID''' (= Standard instrument departure) Normally the filed SID is given
Initial climb altitude after departure (5000ft)
'''Squawk''' (Squawk assignments for LOWW are 4600 to 4620)
'''ATIS''' (which ATIS letter is current)
CTOT (= Calculated take-off time) Slot time (Normally not used on the VATSIM network)

The '''bold''' marked points are mandatory, all other points are optional. Normal construction of a routing clearance:

<pre>Callsign, cleared to XXXX via XXXXX XX departure, (initial climb 5000ft), Squawk 46XX</pre>

Example:

<pre>Austrian 125, cleared to Frankfurt via LUGIM 1C departure, initial climb 5000ft,
Squawk 4601, info B is current.</pre>

Some Aircraft are not able to follow SIDs for various reasons, most of the time due to missing equipment. In these cases you should issue a so called vectored departure. A vectored departure clearance includes the same components as a normal clearance but instead of the SID you issue instructions to be carried out after departure. In this case the initial climb altitude is mandatory.

Callsign,cleared to XXXX, after departure RWY XX, XXXXXXX, initial climb 5000ft,
Squawk 46XX

Example:

<pre>Austrian 125, cleared to Frankfurt, after departure Runway 29, turn left heading 240
expect vectors to LUGIM, initial climb 5000 ft, Squawk 4601.</pre>

You can find the instructions for each Airport within the [[Study Guide:Airport Details]] If the pilot responds with a correct readback you should answer with the following phrase:

Callsign, readback correct => Austrian 125, readback correct

=== 5. Handover ===
Afterwards you either hand the pilot over to GND or wait for his startup request, depending on local procedures. You can do this joint with the readback answer, like:

Austrian 125, readback correct, contact Wien Ground "frequency" 121.60. Bye Bye

----

== Special Situations (High Traffic, Slots, ...) ==

=== Missing ATIS ===
*Maybe there is no upstream controller. Then you ask the pilot, which runway he wants to use. Then you can clear him.
*Maybe there is a technical problem and TWR cannot connect any ATIS. In this case, you have to check with TWR, which runway is in use, and get the METAR yourself from Euroscope. If the pilot does not find any ATIS, he/she should contact you with the following phrase. Anyway, you should answer him as follows, before any other clearance is given:

LHA123: Wien DEL, Leipzig Air 123, Position E42, requesting airport information.
DEL: Leipzig 123, Wien Delivery, servus. Active runway is 34, wind 320 at 10, QNH 1030.

=== VFR flight plans ===
... are easier to clear. After checking, you set a squawk. You read back the information of the flight plan and hand over to ground for taxi, like:

DEL: OE-DLT, cleared left hand traffic patterns runway 16, squawk 4621, QNH 1020.
OE-DLT: cleared left hand traffic patterns, squawking 4621, QNH 1020.
DEL: OE-DLT, readback correct, contact Ground on 119.4, bye!

=== Slots ===

In order to guarantee a safe flow of traffic and to minimize delays in the air so called slots are being used. A slot is a timeframe of five minutes before to ten minutes after the CTOT mentioned before. The aircraft has to depart within this timeframe from its departure airport. On the VATSIM network this system is only used on special occasions.

=== Behavior in situations with increased traffic ===

Sometimes one of your neighboring sectors has to stop accepting traffic. In these cases you should delay an aircrafts start-up clearance.

If possible you should inform the pilot about the expected delay:

Austrian 125, readback correct, expect startup in 10 minutes.
Austrian 125, startup approved, expect departure in 10 minutes.

'' Prev: [[Study Guide:OBS]] - Overview: [[Study Guide]] - Next: [[Study Guide:Ground]]''

[[Category:Documents]] [[Category:Study_Guides]] [[Category:Training]] [[Category:Controller]]

Study Guide:Delivery

2012-07-16T07:57:42Z

Georg Lauenstein: /* 4. Issue IFR Routing Clearances */

'' Prev: [[Study Guide:OBS]] - Overview: [[Study Guide]] - Next: [[Study Guide:Ground]]''

== Introduction ==

This Study Guide has been designed to give you all the information needed to start controlling as a Clearance/Delivery controller on the VATSIM network. It assumes, that you have read and understood the [[Study Guide:OBS]] before.

== Working Delivery Positions ==

Clearance Delivery is responsible for checking and correcting flightplans of departing aircraft and issue routing clearances to them. This task may sound boring, but is important for upstream controllers: Clearances take time (on the radio) and may block vital commands (like takeoff and landing clearances), and radar stations rely on the checked and cleared values (SIDs and clearance altitudes) for their controlling. If DEL makes mistakes, APP will notice.

There are 2 types of flight plans at VATSIM:
*IFR: Any pilot who flies IFR must file a flight plan. It contains the exact routing from departure to arrival, cruise altitude and some more information which controllers need for their job.

*VFR: VFR pilots can file flight plans, but they don't need to. They can simply ask for taxi clearance, take off and continue in uncontrolled airspace.

=== Flightplan Structure ===

'''Flight plans''' are documents filed by pilots with the local Civil Aviation Authority prior to departure. They generally include basic information such as departure and arrival points, estimated time en route, alternate airports in case of bad weather, type of flight (whether instrument flight rules or visual flight rules), pilot's name and number of people on board.

'''For IFR flights''', flight plans are used by air traffic control to initiate tracking and routing services.

Aircraft routing types used in IFR flight plans are: Airway, Navaid and Direct. A route may be composed of segments of different routing types.

#'''Airway:''' Airway routing occurs along pre-defined pathways called Airways. Mostly aircraft are required to fly airways between the departure and destination airports. The rules cover altitude, airspeed, and requirements for entering and leaving the airway (SIDs and STARs). Airways have letters and numbers like "Y868 or "UM125".
#'''Navaid:''' Navaid routing occurs between Navaids (short for Navigational Aids) which are not always connected by airways. Navaid flight plans are used for IFR aircraft which don't have a GPS receiver - they can't follow waypoints. Navaid routing is typically only allowed in the continental U.S. If a flight plan specifies Navaid routing between two Navaids which are connected via an airway, the rules for that particular airway must be followed as if the aircraft was flying Airway routing between those two Navaids. Allowable altitudes are covered in Flight Levels.
#'''Direct:''' Direct routing occurs when one or both of the route segment endpoints are at a latitude/longitude which is not located at a Navaid.

'''For VFR flights''', their only purpose is to provide needed information should search and rescue operations be required. At VATSIM, a VFR flight plan is handy for controllers, as it shows vital information with the airplane tag on the radar, like the destination.

----

== Workflow for DEL controllers ==
=== 1. Setup ===
When you log in as DEL, you have to do two things (if waiting pilots jump on you, tell them to stand by until you have done it!):
# Check with the upstream controller (TWR, APP, CTR) for active runways and set active airport and runways in your Euroscope "active runways" dialogue box.
# Check with the upstream controller the active ATIS letter. Set your ATIS dialog box to your airport and the active letter, but don't connect (ATIS is TWR's job). Set this way, Euroscope will show the valid ATIS letter in your METAR list and you don't need to ask every few minutes. If there is no ATIS, then check active runway and wind, as you will need to tell this to pilots.

=== 2. Check the flight Plan ===
At VATSIM, the journey starts with an aircraft popping up at an airport. Initially, the tag (in Euroscope) will show "NOFP", meaning: No flight plan filed so far. Some time later, a destination and more will show up, and that means: The pilot has filed a flight plan. On this point, DEL controller work starts. At this point, Euroscope has done already some work for you. DEL's job is to check and complete it, and to give clearance to the pilot. First, Check, if it is a VFR or IFR flight plan.

'''For IFR flight plans, ...'''

*Check, if "From"-Airport is yours and "To"-Airport makes sense. It is unlikely that a C72 will fly to GATB (Timbuktu) without stopovers, as well as a B737 flies VFR to KJFK. If anything looks wrong, then ask the pilot to refile the flight plan.
*Check, if departure runway corresponds to the active runway. If not, then check your runway settings in Euroscope.
*Check, if cruise altitude is correct: Cruise altitude is stated in flight levels (hundreds of feet): FL280 means 28000 feet (at QNH 1013, to be really correct). For flight levels below FL410, '''westbound flights have even flight levels''', and '''eastbound flights have odd flight levels.''' Above FL410, flight levels increase by 20: west is FL430-470-510-550 etc, east is 450-490-530-570 etc. If the cruise altitude is wrong, ask the pilot for the nearest correct altitudes up or down. If you want, correct the RFL or tell the pilot to file again.
*Check, if there is a valid SID from the active runway to the first waypoint in the flight plan. If not, then look for the cause. It could be an invalid flight plan (a flight plan must contain a waypoint which is the end of a SID - most SIDs have the waypoint in their names: SITNI5B is the SID leading from LOWW rwy 16 to SITNI). If the flight plan does not contain any valid waypoint, ask the pilot to refile a correct flight plan. If the flight plan is correct, then you might need to manually select the best SID.
*Euroscope has already selected the first matching SID in the alphabet. Check, if this SID is applicable to the aircraft and time (you might want to check with APP to clarify, which SIDs are correct), and select the best SID.

'''For VFR flight plans''', the task is easier. usually, it contains the destination and a verbal description of the pilot's intention (could be "circuits" or "platzrunde", or "LOWL via Donau").
*Check, if this intention is possible and makes sense (you might check with TWR).

=== 2. Set Squawk and initial clearance altitude ===
*Set a squawk now. The squawk number space is predefined for each airport and written in the sector file. For normal purposes, automatic squawk allocation in Euroscope works fine. In high traffic situations like Finally Austria, the squawk space runs out quickly, and Euroscope runs mad. The result is duplicate squawks. Technically, this is not a problem at VATSIM (as plane-data links are made by pilot ID, not by squawk code), but in reality this would be a nightmare (which won't happen as in real life squawk codes are given by a Eurocontrol centralized computer). In this case, you have to set squawk codes by hand and start to fill other squawk number spaces, like 2500+. Don't attempt to set a squawk with a number higher than 7 - squawks are octets and don't have 8 and 9 (4707 is good, 4708 does not work).
*Set the initial climb altitude. This differs from airport to airport. LOWW has 5000ft for all SIDs ("A50" in the list), LOWI has FL160 for all SIDs, and Salzburg has different altitudes for different SIDs (look into the SID description).

=== 3. Wait for initial contact ===
ATC is a service job - you wait for the pilot to come to you, as in real life you don't know if the pilot is on your frequency at all.
At some point, the aircraft will call you, ideally with the first (long) phrase. When congested, the short form is used:
<pre>LHA123: Wien Delivery, servus. Laipzich Air 123, Info B on board, gate C31, Fokker 70, requesting IFR clearance to München.
LHA456: Wien Delivery, Laipzich Air 456 ready to copy IFR clearance.</pre>

=== 4. Issue IFR Routing Clearances ===

First, clear everything which is wrong or unclear in the flight plan, something like ...
<pre>DEL: Leipzig Air 123, servus. Sir check your flight plan you fly eastbound in that case your flight level must be an odd flight level.
What do you prefer flight level 310 or 290?
LHA123: Flight level 310, Leipzig Air 123.</pre>

Then, '''issue your clearance''':

DEL gives routing clearances to all departing aircraft with the following information: 

'''Destination of flight'''
'''SID''' (= Standard instrument departure) Normally the filed SID is given
Initial climb altitude after departure (5000ft)
'''Squawk''' (Squawk assignments for LOWW are 4600 to 4620)
'''ATIS''' (which ATIS letter is current)
CTOT (= Calculated take-off time) Slot time (Normally not used on the VATSIM network)

The '''bold''' marked points are mandatory, all other points are optional. Normal construction of a routing clearance:

<pre>Callsign, cleared to XXXX via XXXXX XX departure, (initial climb 5000ft), Squawk 46XX</pre>

Example:

<pre>Austrian 125, cleared to Frankfurt via LUGIM 1C departure, initial climb 5000ft,
Squawk 4601, info B is current.</pre>

Some Aircraft are not able to follow SIDs for various reasons, most of the time due to missing equipment. In these cases you should issue a so called vectored departure. A vectored departure clearance includes the same components as a normal clearance but instead of the SID you issue instructions to be carried out after departure. In this case the initial climb altitude is mandatory.

Callsign,cleared to XXXX, after departure RWY XX, XXXXXXX, initial climb 5000ft,
Squawk 46XX

Example:

<pre>Austrian 125, cleared to Frankfurt, after departure Runway 29, turn left heading 240
expect vectors to LUGIM, initial climb 5000 ft, Squawk 4601.</pre>

You can find the instructions for each Airport within the [[Study Guide:Airport Details]] If the pilot responds with a correct readback you should answer with the following phrase:

Callsign, readback correct => Austrian 125, readback correct

=== 5. Handover ===
Afterwards you either hand the pilot over to GND or wait for his startup request, depending on local procedures. You can do this joint with the readback answer, like:

Austrian 125, readback correct, call Ground at 121.60.

----

== Special Situations (High Traffic, Slots, ...) ==

=== Missing ATIS ===
*Maybe there is no upstream controller. Then you ask the pilot, which runway he wants to use. Then you can clear him.
*Maybe there is a technical problem and TWR cannot connect any ATIS. In this case, you have to check with TWR, which runway is in use, and get the METAR yourself from Euroscope. If the pilot does not find any ATIS, he/she should contact you with the following phrase. Anyway, you should answer him as follows, before any other clearance is given:

LHA123: Wien DEL, Leipzig Air 123, Position E42, requesting airport information.
DEL: Leipzig 123, Wien Delivery, servus. Active runway is 34, wind 320 at 10, QNH 1030.

=== VFR flight plans ===
... are easier to clear. After checking, you set a squawk. You read back the information of the flight plan and hand over to ground for taxi, like:

DEL: OE-DLT, cleared left hand traffic patterns runway 16, squawk 4621, QNH 1020.
OE-DLT: cleared left hand traffic patterns, squawking 4621, QNH 1020.
DEL: OE-DLT, readback correct, contact Ground on 119.4, bye!

=== Slots ===

In order to guarantee a safe flow of traffic and to minimize delays in the air so called slots are being used. A slot is a timeframe of five minutes before to ten minutes after the CTOT mentioned before. The aircraft has to depart within this timeframe from its departure airport. On the VATSIM network this system is only used on special occasions.

=== Behavior in situations with increased traffic ===

Sometimes one of your neighboring sectors has to stop accepting traffic. In these cases you should delay an aircrafts start-up clearance.

If possible you should inform the pilot about the expected delay:

Austrian 125, readback correct, expect startup in 10 minutes.
Austrian 125, startup approved, expect departure in 10 minutes.

'' Prev: [[Study Guide:OBS]] - Overview: [[Study Guide]] - Next: [[Study Guide:Ground]]''

[[Category:Documents]] [[Category:Study_Guides]] [[Category:Training]] [[Category:Controller]]

Study Guide:Delivery

2012-07-16T07:55:53Z

Georg Lauenstein: /* 4. Issue IFR Routing Clearances */

'' Prev: [[Study Guide:OBS]] - Overview: [[Study Guide]] - Next: [[Study Guide:Ground]]''

== Introduction ==

This Study Guide has been designed to give you all the information needed to start controlling as a Clearance/Delivery controller on the VATSIM network. It assumes, that you have read and understood the [[Study Guide:OBS]] before.

== Working Delivery Positions ==

Clearance Delivery is responsible for checking and correcting flightplans of departing aircraft and issue routing clearances to them. This task may sound boring, but is important for upstream controllers: Clearances take time (on the radio) and may block vital commands (like takeoff and landing clearances), and radar stations rely on the checked and cleared values (SIDs and clearance altitudes) for their controlling. If DEL makes mistakes, APP will notice.

There are 2 types of flight plans at VATSIM:
*IFR: Any pilot who flies IFR must file a flight plan. It contains the exact routing from departure to arrival, cruise altitude and some more information which controllers need for their job.

*VFR: VFR pilots can file flight plans, but they don't need to. They can simply ask for taxi clearance, take off and continue in uncontrolled airspace.

=== Flightplan Structure ===

'''Flight plans''' are documents filed by pilots with the local Civil Aviation Authority prior to departure. They generally include basic information such as departure and arrival points, estimated time en route, alternate airports in case of bad weather, type of flight (whether instrument flight rules or visual flight rules), pilot's name and number of people on board.

'''For IFR flights''', flight plans are used by air traffic control to initiate tracking and routing services.

Aircraft routing types used in IFR flight plans are: Airway, Navaid and Direct. A route may be composed of segments of different routing types.

#'''Airway:''' Airway routing occurs along pre-defined pathways called Airways. Mostly aircraft are required to fly airways between the departure and destination airports. The rules cover altitude, airspeed, and requirements for entering and leaving the airway (SIDs and STARs). Airways have letters and numbers like "Y868 or "UM125".
#'''Navaid:''' Navaid routing occurs between Navaids (short for Navigational Aids) which are not always connected by airways. Navaid flight plans are used for IFR aircraft which don't have a GPS receiver - they can't follow waypoints. Navaid routing is typically only allowed in the continental U.S. If a flight plan specifies Navaid routing between two Navaids which are connected via an airway, the rules for that particular airway must be followed as if the aircraft was flying Airway routing between those two Navaids. Allowable altitudes are covered in Flight Levels.
#'''Direct:''' Direct routing occurs when one or both of the route segment endpoints are at a latitude/longitude which is not located at a Navaid.

'''For VFR flights''', their only purpose is to provide needed information should search and rescue operations be required. At VATSIM, a VFR flight plan is handy for controllers, as it shows vital information with the airplane tag on the radar, like the destination.

----

== Workflow for DEL controllers ==
=== 1. Setup ===
When you log in as DEL, you have to do two things (if waiting pilots jump on you, tell them to stand by until you have done it!):
# Check with the upstream controller (TWR, APP, CTR) for active runways and set active airport and runways in your Euroscope "active runways" dialogue box.
# Check with the upstream controller the active ATIS letter. Set your ATIS dialog box to your airport and the active letter, but don't connect (ATIS is TWR's job). Set this way, Euroscope will show the valid ATIS letter in your METAR list and you don't need to ask every few minutes. If there is no ATIS, then check active runway and wind, as you will need to tell this to pilots.

=== 2. Check the flight Plan ===
At VATSIM, the journey starts with an aircraft popping up at an airport. Initially, the tag (in Euroscope) will show "NOFP", meaning: No flight plan filed so far. Some time later, a destination and more will show up, and that means: The pilot has filed a flight plan. On this point, DEL controller work starts. At this point, Euroscope has done already some work for you. DEL's job is to check and complete it, and to give clearance to the pilot. First, Check, if it is a VFR or IFR flight plan.

'''For IFR flight plans, ...'''

*Check, if "From"-Airport is yours and "To"-Airport makes sense. It is unlikely that a C72 will fly to GATB (Timbuktu) without stopovers, as well as a B737 flies VFR to KJFK. If anything looks wrong, then ask the pilot to refile the flight plan.
*Check, if departure runway corresponds to the active runway. If not, then check your runway settings in Euroscope.
*Check, if cruise altitude is correct: Cruise altitude is stated in flight levels (hundreds of feet): FL280 means 28000 feet (at QNH 1013, to be really correct). For flight levels below FL410, '''westbound flights have even flight levels''', and '''eastbound flights have odd flight levels.''' Above FL410, flight levels increase by 20: west is FL430-470-510-550 etc, east is 450-490-530-570 etc. If the cruise altitude is wrong, ask the pilot for the nearest correct altitudes up or down. If you want, correct the RFL or tell the pilot to file again.
*Check, if there is a valid SID from the active runway to the first waypoint in the flight plan. If not, then look for the cause. It could be an invalid flight plan (a flight plan must contain a waypoint which is the end of a SID - most SIDs have the waypoint in their names: SITNI5B is the SID leading from LOWW rwy 16 to SITNI). If the flight plan does not contain any valid waypoint, ask the pilot to refile a correct flight plan. If the flight plan is correct, then you might need to manually select the best SID.
*Euroscope has already selected the first matching SID in the alphabet. Check, if this SID is applicable to the aircraft and time (you might want to check with APP to clarify, which SIDs are correct), and select the best SID.

'''For VFR flight plans''', the task is easier. usually, it contains the destination and a verbal description of the pilot's intention (could be "circuits" or "platzrunde", or "LOWL via Donau").
*Check, if this intention is possible and makes sense (you might check with TWR).

=== 2. Set Squawk and initial clearance altitude ===
*Set a squawk now. The squawk number space is predefined for each airport and written in the sector file. For normal purposes, automatic squawk allocation in Euroscope works fine. In high traffic situations like Finally Austria, the squawk space runs out quickly, and Euroscope runs mad. The result is duplicate squawks. Technically, this is not a problem at VATSIM (as plane-data links are made by pilot ID, not by squawk code), but in reality this would be a nightmare (which won't happen as in real life squawk codes are given by a Eurocontrol centralized computer). In this case, you have to set squawk codes by hand and start to fill other squawk number spaces, like 2500+. Don't attempt to set a squawk with a number higher than 7 - squawks are octets and don't have 8 and 9 (4707 is good, 4708 does not work).
*Set the initial climb altitude. This differs from airport to airport. LOWW has 5000ft for all SIDs ("A50" in the list), LOWI has FL160 for all SIDs, and Salzburg has different altitudes for different SIDs (look into the SID description).

=== 3. Wait for initial contact ===
ATC is a service job - you wait for the pilot to come to you, as in real life you don't know if the pilot is on your frequency at all.
At some point, the aircraft will call you, ideally with the first (long) phrase. When congested, the short form is used:
<pre>LHA123: Wien Delivery, servus. Laipzich Air 123, Info B on board, gate C31, Fokker 70, requesting IFR clearance to München.
LHA456: Wien Delivery, Laipzich Air 456 ready to copy IFR clearance.</pre>

=== 4. Issue IFR Routing Clearances ===

First, clear everything which is wrong or unclear in the flight plan, something like ...
<pre>DEL: Leipzig Air 123, servus. Sir check your flight plan you fly eastbound in that case your flight level must be an odd flight level.
What do you prefer flight level 310 or 290?
LHA123: Flight level 310, Leipzig Air 123.</pre>

Then, '''issue your clearance''':

DEL gives routing clearances to all departing aircraft with the following information: 

'''Destination of flight'''
'''SID''' (= Standard instrument departure) Normally the filed SID is given
Initial climb altitude after departure (5000ft)
'''Squawk''' (Squawk assignments for LOWW are 4600 to 4620)
'''ATIS''' (which ATIS letter is current)
CTOT (= Calculated take-off time) Slot time (Normally not used on the VATSIM network)

The '''bold''' marked points are mandatory, all other points are optional. Normal construction of a routing clearance:

<pre>Callsign, cleared to XXXX via XXXXX XX departure, (initial climb 5000ft), Squawk 46XX</pre>

Example:

<pre>Austrian 125, cleared to Frankfurt via LUGIM 1C departure, initial climb 5000ft,
Squawk 4601, info B is current.</pre>

Some Aircraft are not able to follow SIDs for various reasons, most of the time due to missing equipment. In these cases you should issue a so called vectored departure. A vectored departure clearance includes the same components as a normal clearance but instead of the SID you issue instructions to be carried out after departure. In this case the initial climb altitude is mandatory.

Callsign,cleared to XXXX, after departure RWY XX, XXXXXXX, initial climb 5000ft,
Squawk 46XX

Example:

<pre>Austrian 125, cleared to Frankfurt, after departure Runway 29, turn left heading 240
expect vectors to LUGIM, initial climb 5000 ft, Squawk 4601.</pre>

You can find the instructions for each Airport within the [[Study Guide:Airport Details]] If the pilot responds with a correct readback you should answer with the following phrase:

Callsign, readback correct. Austrian 125, readback correct

=== 5. Handover ===
Afterwards you either hand the pilot over to GND or wait for his startup request, depending on local procedures. You can do this joint with the readback answer, like:

Austrian 125, readback correct, call Ground at 121.60.

----

== Special Situations (High Traffic, Slots, ...) ==

=== Missing ATIS ===
*Maybe there is no upstream controller. Then you ask the pilot, which runway he wants to use. Then you can clear him.
*Maybe there is a technical problem and TWR cannot connect any ATIS. In this case, you have to check with TWR, which runway is in use, and get the METAR yourself from Euroscope. If the pilot does not find any ATIS, he/she should contact you with the following phrase. Anyway, you should answer him as follows, before any other clearance is given:

LHA123: Wien DEL, Leipzig Air 123, Position E42, requesting airport information.
DEL: Leipzig 123, Wien Delivery, servus. Active runway is 34, wind 320 at 10, QNH 1030.

=== VFR flight plans ===
... are easier to clear. After checking, you set a squawk. You read back the information of the flight plan and hand over to ground for taxi, like:

DEL: OE-DLT, cleared left hand traffic patterns runway 16, squawk 4621, QNH 1020.
OE-DLT: cleared left hand traffic patterns, squawking 4621, QNH 1020.
DEL: OE-DLT, readback correct, contact Ground on 119.4, bye!

=== Slots ===

In order to guarantee a safe flow of traffic and to minimize delays in the air so called slots are being used. A slot is a timeframe of five minutes before to ten minutes after the CTOT mentioned before. The aircraft has to depart within this timeframe from its departure airport. On the VATSIM network this system is only used on special occasions.

=== Behavior in situations with increased traffic ===

Sometimes one of your neighboring sectors has to stop accepting traffic. In these cases you should delay an aircrafts start-up clearance.

If possible you should inform the pilot about the expected delay:

Austrian 125, readback correct, expect startup in 10 minutes.
Austrian 125, startup approved, expect departure in 10 minutes.

'' Prev: [[Study Guide:OBS]] - Overview: [[Study Guide]] - Next: [[Study Guide:Ground]]''

[[Category:Documents]] [[Category:Study_Guides]] [[Category:Training]] [[Category:Controller]]

Study Guide:Delivery

2012-07-16T07:54:04Z

Georg Lauenstein: /* 3. Wait for initial contact */

'' Prev: [[Study Guide:OBS]] - Overview: [[Study Guide]] - Next: [[Study Guide:Ground]]''

== Introduction ==

This Study Guide has been designed to give you all the information needed to start controlling as a Clearance/Delivery controller on the VATSIM network. It assumes, that you have read and understood the [[Study Guide:OBS]] before.

== Working Delivery Positions ==

Clearance Delivery is responsible for checking and correcting flightplans of departing aircraft and issue routing clearances to them. This task may sound boring, but is important for upstream controllers: Clearances take time (on the radio) and may block vital commands (like takeoff and landing clearances), and radar stations rely on the checked and cleared values (SIDs and clearance altitudes) for their controlling. If DEL makes mistakes, APP will notice.

There are 2 types of flight plans at VATSIM:
*IFR: Any pilot who flies IFR must file a flight plan. It contains the exact routing from departure to arrival, cruise altitude and some more information which controllers need for their job.

*VFR: VFR pilots can file flight plans, but they don't need to. They can simply ask for taxi clearance, take off and continue in uncontrolled airspace.

=== Flightplan Structure ===

'''Flight plans''' are documents filed by pilots with the local Civil Aviation Authority prior to departure. They generally include basic information such as departure and arrival points, estimated time en route, alternate airports in case of bad weather, type of flight (whether instrument flight rules or visual flight rules), pilot's name and number of people on board.

'''For IFR flights''', flight plans are used by air traffic control to initiate tracking and routing services.

Aircraft routing types used in IFR flight plans are: Airway, Navaid and Direct. A route may be composed of segments of different routing types.

#'''Airway:''' Airway routing occurs along pre-defined pathways called Airways. Mostly aircraft are required to fly airways between the departure and destination airports. The rules cover altitude, airspeed, and requirements for entering and leaving the airway (SIDs and STARs). Airways have letters and numbers like "Y868 or "UM125".
#'''Navaid:''' Navaid routing occurs between Navaids (short for Navigational Aids) which are not always connected by airways. Navaid flight plans are used for IFR aircraft which don't have a GPS receiver - they can't follow waypoints. Navaid routing is typically only allowed in the continental U.S. If a flight plan specifies Navaid routing between two Navaids which are connected via an airway, the rules for that particular airway must be followed as if the aircraft was flying Airway routing between those two Navaids. Allowable altitudes are covered in Flight Levels.
#'''Direct:''' Direct routing occurs when one or both of the route segment endpoints are at a latitude/longitude which is not located at a Navaid.

'''For VFR flights''', their only purpose is to provide needed information should search and rescue operations be required. At VATSIM, a VFR flight plan is handy for controllers, as it shows vital information with the airplane tag on the radar, like the destination.

----

== Workflow for DEL controllers ==
=== 1. Setup ===
When you log in as DEL, you have to do two things (if waiting pilots jump on you, tell them to stand by until you have done it!):
# Check with the upstream controller (TWR, APP, CTR) for active runways and set active airport and runways in your Euroscope "active runways" dialogue box.
# Check with the upstream controller the active ATIS letter. Set your ATIS dialog box to your airport and the active letter, but don't connect (ATIS is TWR's job). Set this way, Euroscope will show the valid ATIS letter in your METAR list and you don't need to ask every few minutes. If there is no ATIS, then check active runway and wind, as you will need to tell this to pilots.

=== 2. Check the flight Plan ===
At VATSIM, the journey starts with an aircraft popping up at an airport. Initially, the tag (in Euroscope) will show "NOFP", meaning: No flight plan filed so far. Some time later, a destination and more will show up, and that means: The pilot has filed a flight plan. On this point, DEL controller work starts. At this point, Euroscope has done already some work for you. DEL's job is to check and complete it, and to give clearance to the pilot. First, Check, if it is a VFR or IFR flight plan.

'''For IFR flight plans, ...'''

*Check, if "From"-Airport is yours and "To"-Airport makes sense. It is unlikely that a C72 will fly to GATB (Timbuktu) without stopovers, as well as a B737 flies VFR to KJFK. If anything looks wrong, then ask the pilot to refile the flight plan.
*Check, if departure runway corresponds to the active runway. If not, then check your runway settings in Euroscope.
*Check, if cruise altitude is correct: Cruise altitude is stated in flight levels (hundreds of feet): FL280 means 28000 feet (at QNH 1013, to be really correct). For flight levels below FL410, '''westbound flights have even flight levels''', and '''eastbound flights have odd flight levels.''' Above FL410, flight levels increase by 20: west is FL430-470-510-550 etc, east is 450-490-530-570 etc. If the cruise altitude is wrong, ask the pilot for the nearest correct altitudes up or down. If you want, correct the RFL or tell the pilot to file again.
*Check, if there is a valid SID from the active runway to the first waypoint in the flight plan. If not, then look for the cause. It could be an invalid flight plan (a flight plan must contain a waypoint which is the end of a SID - most SIDs have the waypoint in their names: SITNI5B is the SID leading from LOWW rwy 16 to SITNI). If the flight plan does not contain any valid waypoint, ask the pilot to refile a correct flight plan. If the flight plan is correct, then you might need to manually select the best SID.
*Euroscope has already selected the first matching SID in the alphabet. Check, if this SID is applicable to the aircraft and time (you might want to check with APP to clarify, which SIDs are correct), and select the best SID.

'''For VFR flight plans''', the task is easier. usually, it contains the destination and a verbal description of the pilot's intention (could be "circuits" or "platzrunde", or "LOWL via Donau").
*Check, if this intention is possible and makes sense (you might check with TWR).

=== 2. Set Squawk and initial clearance altitude ===
*Set a squawk now. The squawk number space is predefined for each airport and written in the sector file. For normal purposes, automatic squawk allocation in Euroscope works fine. In high traffic situations like Finally Austria, the squawk space runs out quickly, and Euroscope runs mad. The result is duplicate squawks. Technically, this is not a problem at VATSIM (as plane-data links are made by pilot ID, not by squawk code), but in reality this would be a nightmare (which won't happen as in real life squawk codes are given by a Eurocontrol centralized computer). In this case, you have to set squawk codes by hand and start to fill other squawk number spaces, like 2500+. Don't attempt to set a squawk with a number higher than 7 - squawks are octets and don't have 8 and 9 (4707 is good, 4708 does not work).
*Set the initial climb altitude. This differs from airport to airport. LOWW has 5000ft for all SIDs ("A50" in the list), LOWI has FL160 for all SIDs, and Salzburg has different altitudes for different SIDs (look into the SID description).

=== 3. Wait for initial contact ===
ATC is a service job - you wait for the pilot to come to you, as in real life you don't know if the pilot is on your frequency at all.
At some point, the aircraft will call you, ideally with the first (long) phrase. When congested, the short form is used:
<pre>LHA123: Wien Delivery, servus. Laipzich Air 123, Info B on board, gate C31, Fokker 70, requesting IFR clearance to München.
LHA456: Wien Delivery, Laipzich Air 456 ready to copy IFR clearance.</pre>

=== 4. Issue IFR Routing Clearances ===

First, clear everything which is wrong or unclear in the flight plan, like ...
<pre>DEL: Leipzig Air 123, servus. Cruise altitude must be odd, confirm flight level 310 or 290?
LHA123: Flight level 310, Leipzig Air 123.</pre>

Then, '''issue your clearance''':

DEL gives routing clearances to all departing aircraft with the following information: 

'''Destination of flight'''
'''SID''' (= Standard instrument departure) Normally the filed SID is given
Initial climb altitude after departure (5000ft)
'''Squawk''' (Squawk assignments for LOWW are 4600 to 4620)
'''ATIS''' (which ATIS letter is current)
CTOT (= Calculated take-off time) Slot time (Normally not used on the VATSIM network)

The '''bold''' marked points are mandatory, all other points are optional. Normal construction of a routing clearance:

<pre>Callsign, cleared to XXXX via XXXXX XX departure, (initial climb 5000ft), Squawk 46XX</pre>

Example:

<pre>Austrian 125, cleared to Frankfurt via LUGIM 1C departure, initial climb 5000ft,
Squawk 4601, info B is current.</pre>

Some Aircraft are not able to follow SIDs for various reasons, most of the time due to missing equipment. In these cases you should issue a so called vectored departure. A vectored departure clearance includes the same components as a normal clearance but instead of the SID you issue instructions to be carried out after departure. In this case the initial climb altitude is mandatory.

Callsign,cleared to XXXX, after departure RWY XX, XXXXXXX, initial climb 5000ft,
Squawk 46XX

Example:

<pre>Austrian 125, cleared to Frankfurt, after departure Runway 29, turn left heading 240
expect vectors to LUGIM, initial climb 5000 ft, Squawk 4601.</pre>

You can find the instructions for each Airport within the [[Study Guide:Airport Details]] If the pilot responds with a correct readback you should answer with the following phrase:

Callsign, readback correct. Austrian 125, readback correct

=== 5. Handover ===
Afterwards you either hand the pilot over to GND or wait for his startup request, depending on local procedures. You can do this joint with the readback answer, like:

Austrian 125, readback correct, call Ground at 121.60.

----

== Special Situations (High Traffic, Slots, ...) ==

=== Missing ATIS ===
*Maybe there is no upstream controller. Then you ask the pilot, which runway he wants to use. Then you can clear him.
*Maybe there is a technical problem and TWR cannot connect any ATIS. In this case, you have to check with TWR, which runway is in use, and get the METAR yourself from Euroscope. If the pilot does not find any ATIS, he/she should contact you with the following phrase. Anyway, you should answer him as follows, before any other clearance is given:

LHA123: Wien DEL, Leipzig Air 123, Position E42, requesting airport information.
DEL: Leipzig 123, Wien Delivery, servus. Active runway is 34, wind 320 at 10, QNH 1030.

=== VFR flight plans ===
... are easier to clear. After checking, you set a squawk. You read back the information of the flight plan and hand over to ground for taxi, like:

DEL: OE-DLT, cleared left hand traffic patterns runway 16, squawk 4621, QNH 1020.
OE-DLT: cleared left hand traffic patterns, squawking 4621, QNH 1020.
DEL: OE-DLT, readback correct, contact Ground on 119.4, bye!

=== Slots ===

In order to guarantee a safe flow of traffic and to minimize delays in the air so called slots are being used. A slot is a timeframe of five minutes before to ten minutes after the CTOT mentioned before. The aircraft has to depart within this timeframe from its departure airport. On the VATSIM network this system is only used on special occasions.

=== Behavior in situations with increased traffic ===

Sometimes one of your neighboring sectors has to stop accepting traffic. In these cases you should delay an aircrafts start-up clearance.

If possible you should inform the pilot about the expected delay:

Austrian 125, readback correct, expect startup in 10 minutes.
Austrian 125, startup approved, expect departure in 10 minutes.

'' Prev: [[Study Guide:OBS]] - Overview: [[Study Guide]] - Next: [[Study Guide:Ground]]''

[[Category:Documents]] [[Category:Study_Guides]] [[Category:Training]] [[Category:Controller]]

Study Guide:OBS

2012-07-16T07:43:11Z

Georg Lauenstein: /* More Info */

'' Overview: [[Study Guide]] - Next: [[Study Guide:Delivery]]''

== Introduction ==

This chapter of the [[Study Guide]] has been designed to give you all the information needed to start monitoring as Observer (OBS) with the intention to become a controller. It contains the fundamental basics so that you can understand, what happens.

----

== Radio Communication - Basics ==

Because communication is crucially important for Air Traffic Control a fixed format and syntax is used, in order to minimize the risk of misunderstandings and to keep messages short. Worldwide English is the primary language in use, however in most countries you are also allowed to use the local language. In Austria VFR flights can choose their language whereas IFR flights are all conducted in English. Link: [[Buchstabiertabelle]]

=== Basic Rules ===

In order to achieve the goals set above the following rules important:

#''Listen before you talk''
#:It's impossible for two radio stations to transmit on the same frequency at the same time. If this is done, the radio signal will be blocked and this will result in a nasty noise on the frequency. Therefore it's important that every station monitors the frequency for about 5 seconds before transmitting, to make sure there’s no ongoing radio traffic. If you hear an ongoing conversation, wait until the conversation is over before you begin to transmit. Don’t start your communication if there is a read-back expected on the last transmission even if there is a short pause.
#''Think before you talk''
#:The radio traffic flow should be as smooth as possible. To achieve this it's vital to "think first" before transmitting so that a clear, concise and uninterrupted message can be sent.
#''As far as possible use standard phraseology and syntax''
#:To prevent misunderstandings and to maintain the radio traffic as effective as possible, stick to standardized phraseology and skip slang and of course private messages. This might sound strange at the beginning, but the aim is simple: radio quality may be bad; controllers and pilots speak some hundred different languages; time to talk and listen may be scarce. Standard phraseology helps a great deal to shorten communication and prevent misunderstandings. In the course of this study guide and training documents, you will learn the relevant phrases. Stick to them - it's real life, and it's relevant on VATSIM, and you need to know it to pass your tests.

Standard phraseology looks like this - in a dotted box (no, this is not standard phraseology!)

=== Callsigns and Principles ===

Every participant on the network has his own Callsign. Controller Positions are identified by their location and their Function (e.g. Wien Radar, Graz Tower), Aircraft either by their Registration (e.g. OE-ALB) or an Airline Callsign followed by a combination of numbers and letters (e.g. AUA25LM, SWR387). The airline is called by its real name (i.e. "Austrian" for AUA). Numbers and letters are spelled using the ICAO-Alphabet.

Radio communication follows four crucial principles:

==== 1) Syntax ====
A call has the following structure:

Called station, calling station, Message
Example: '''LHA123:''' Wien Radar, Leipzig Air 123 with you, FL240

==== 2) Readback ====

When a controller (or aircraft) transmits a message to a station it is very important that the receiving station acknowledge the message. But saying "roger" is only in movies - what are you "roger"ing? The called station understood something, but what? Therefore, the '''message content has to be read back in relevant parts'''. If the receiving station does not acknowledge, the transmitted message is considered as a lost transmission and the sender should resend the message or check if the receiving station got the message. For a controller, this is extremely important to remember, since if a pilot's readback is incorrect, the controller has to ask for confirmation, i.e a new readback.

*Items that '''must always be read back''' in full are all clearances (including altitudes, headings, speeds, radials etc), runway in use, altimeter setting (QNH or QFE) and transition level, and all frequencies.

*There are also items that '''should not be read''' back to reduce unnesessary radio transmissions. In short, this includes everything not mentioned above, but a few examples are: wind, temperature and other weather information (except altimeter settings) and traffic information in detail.

'''LOWW_APP:''' AUA251, turn left heading 290, descend Altitude 5000 feet, QNH 1019.
'''AUA251:''' Turn left heading 290, descending altitude 5000 feet QNH 1019, AUA251

'''LOWW_TWR:''' AUA251, traffic information: Cessna on rwy 16 downwind, report in sight.
'''AUA251:''' Traffic in sight, AUA251.

 

'''LOWW_GND:''' OE-DLT, taxi to Holding Point Runway 29 via Exit 12, M and A1, QNH 1019, give way
to Speedbird Airbus A320 crossing you right to left on M.
'''OE-DLT:''' Taxiing to H/P Rwy 29 via Exit 12, M and A1, giving way on M, QNH 1019, OE-DLT.

==== 3) Contact - messages - handoff ====

All conversation follows the following pattern:
#Initial call
# ... messages (there may be pauses, and other messages to other stations)
# handoff/handover.

'''Initial Call:''' An aircraft arrives in an airspace and needs to tell "Hi, I'm here!". To initiate the contact between two stations an initial call has to be made. Example - Austrian 251 is calling Wien Tower:

'''AUA251:''' Wien Delivery, Austrian 251, [servus], Radiocheck
'''LOWW_DEL:''' Austrian 251, Wien Delivery, [servus,] read you 5 by 5

'''Messages:''' Once contact is established, you stay in contact, even if you don't talk to each other. This means: You know that the other station knows of you and counts on you to pick up conversation any time.

In ongoing conversation, two rules apply:

* when giving an instruction the callsign is first (the called station needs to know that it is for him/for her.)
* when reading back the callsign is at the end (although you are allowed to do it at the beginning too - the instructing station needs to know if the message has reached the right recipient).

Usually, ATC give instructions and pilots read back, so in normal operations this means: ATC omits his own station (but says the called station), and pilots omit the calling station and report their callsign at the end.

Now one Example for normal Clearence. You will learn in detail in the next section.
'''Situation:''' Austrian 251 is Requesting clearance to München, Gate C34, Fokker 70, Info C on board.

'''AUA251:''' Good Day Wien Delivery, Austrian 251 Info C on board, Gate C34, requesting clearence to München.
'''LOWW_DEL''' Austrian 251, cleared to München via SITNI4C, initial climb 5000 ft, Squawk 4612, info C correct.
'''AUA251:''' Cleared to München, Sitni4C, Squawk 4612, AUA251.

'''Handover/Handoff''': At some point, it's time to say good bye - that is handoff or handover. It is vital that no aircraft disappears from the radio. Handover is transfer to another station. Handoff is dropping contact into uncontrolled airspace (like UNICOM).

'''LOWW_DEL''' Austrian 251, readback correct, for push and start contact Wien Ground (LOWW_GND) 119.4, Bye Bye.
'''AUA251''': Contacting Ground 119,4, bye!

==== 4) Reserved words ====
Some words are reserved and should only be used, if they are meant:
* '''mayday''' and '''Pan-pan''': Only use it, when you declare it.
* '''takeoff''' and '''landing''': Only use it, when you clear (or read back) for takeoff or to land. If you report ready for t... no: you report ready for departure.
* '''Affirm(ative)''' means "yes". '''Negative''' means "no". '''Unable''' means that the pilot can't do what the ATC just instructed.

----

== METAR and TAF ==

As a controller, METAR and TAF are the base for clearances: They determine procedures, active runways and even airport closures. When you become a controller, you should be able to understand METAR and TAF. Startign with [[Study Guide:TWR]], you will learn what it means for your decisions as controller.

References for detailed information: [[METAR]], [[TAF]] 

----

== How is an Aerodrome organized ==

As airports grew bigger over time also the workload for the Air Traffic Controller handling the traffic got bigger. Soon it was necessary to distribute this workload onto more than one controller in order to be able to cope with the traffic.

So the Tower Position got divided into thre basic types with different areas of responsibility.

#Clearance delivery (DEL), responsible for checking flightplans and issuing IFR clearances to departing aircraft.
#Ground (GND), responsible for all traffic on the apron and the taxiways.
#Tower (TWR), responsible for movements on the runway and within its associated Control Zone.

Because Tower and Ground controllers rely very strongly on what they see out of their window, these are the positions which are situated within the airports control tower.

Apart from that there are the controllers who manage the traffic once it has left the control zone. They are again divided into:

#APP Positions, managing the traffic within the airports vicinity (the so called TMA, Terminal Area). In Austria they are situated directly at the airports.
#ACC (Area Control Center, on VATSIM the abbreviation CTR is used) positions, which are responsible for enroute traffic. They reside in Vienna.

If the air is too crowded, APP and CTR can be divided horizontally (lower and higher APP), vertically (north APP and south APP), or a director responsible for approach spacing - but we won't want to make it too complicated for now. Local procedures and agreements regulate it, how this is done.

*Since they all use their radar to control air traffic, they are also called Radar positions.
----
=Login as OBS=
With this preparation, you are fit to login as Observer. You can listen and understand what happens and learn from others doing. Important info and the Euroscope software can be found [[http://www.vacc-austria.org/?page=content/static&id=SOFTWARE_ATC here]]. (You must be accepted as controller to access the page. If you are not yet, contact your mentor).

Please abide to the following rules:

* Logged on as Observer, your callsign should be a letter code (best are your initials) and "_OBS", like "CF_OBS". In the "connect" dialogue, set the visual range to 100 - the maximum allowed range for observers. If you exceed, you will get a nasty whack from a VATSIM supervisor.

* You can log onto the VACC Austria Teamspeak server. Software and access instructions are [[http://www.vacc-austria.org/?page=content/static&id=SOFTWARE_PILOTS here]].

* Teamspek is recommended - vital ATC coordination happens there. If you want to listen to controller coordination then switch channel to where those controllers are who you monitor. Say hello, say that you observe and learn, and then shup up. Don't even ask if intense coordination is going on - wait for a pause in traffic and conversation. Do not change into a channel where an OBS is going on.

* If you ask a question, then wait for a pause and ask first, if you can ask a question. You can do so by PM in Euroscope or via Teamspeak. Do not ask if traffic is intense, if a training or an OBS is going on (in trainings, you might want to ask the trainer in a PM first). Controllers are happy to explain, but ATC is first.

=More Info=
*from the [http://dl.dropbox.com/u/8371094/somewherepublic/VACC_AUT_BasicLesson.pdf VACC Austria Basic lesson]
*on definitions from [http://dl.dropbox.com/u/8371094/somewherepublic/vacc-sag-definitions.pdf VACC SAG]
*on METAR from [http://dl.dropbox.com/u/8371094/somewherepublic/metar-vacc-sag.pdf VACC SAG]
* METAR definition [http://www.skybrary.aero/index.php/METAR SKY BRARY]
*on a lot more brilliant documents from [http://forum.vacc-sag.org/?PAGE=training_pilot VACC SAG]. (with which we share important training documents)
To download them, register yourself as user with VACC-SAG, it's free.
*a very explained in detail documentation is the Pilots Guide check here also the METAR section [http://vacc-austria.org/?page=content/static&id=PTM Meteorologie]
----
'' Overview: [[Study Guide]] - Next: [[Study Guide:Delivery]]''

Study Guide:OBS

2012-07-16T07:42:55Z

Georg Lauenstein: /* More Info */

Study Guide:OBS

2012-07-16T07:42:47Z

Georg Lauenstein: /* More Info */

Study Guide:OBS

2012-07-16T07:41:51Z

Georg Lauenstein: /* More Info */

'' Overview: [[Study Guide]] - Next: [[Study Guide:Delivery]]''

== Introduction ==

This chapter of the [[Study Guide]] has been designed to give you all the information needed to start monitoring as Observer (OBS) with the intention to become a controller. It contains the fundamental basics so that you can understand, what happens.

----

== Radio Communication - Basics ==

Because communication is crucially important for Air Traffic Control a fixed format and syntax is used, in order to minimize the risk of misunderstandings and to keep messages short. Worldwide English is the primary language in use, however in most countries you are also allowed to use the local language. In Austria VFR flights can choose their language whereas IFR flights are all conducted in English. Link: [[Buchstabiertabelle]]

=== Basic Rules ===

In order to achieve the goals set above the following rules important:

#''Listen before you talk''
#:It's impossible for two radio stations to transmit on the same frequency at the same time. If this is done, the radio signal will be blocked and this will result in a nasty noise on the frequency. Therefore it's important that every station monitors the frequency for about 5 seconds before transmitting, to make sure there’s no ongoing radio traffic. If you hear an ongoing conversation, wait until the conversation is over before you begin to transmit. Don’t start your communication if there is a read-back expected on the last transmission even if there is a short pause.
#''Think before you talk''
#:The radio traffic flow should be as smooth as possible. To achieve this it's vital to "think first" before transmitting so that a clear, concise and uninterrupted message can be sent.
#''As far as possible use standard phraseology and syntax''
#:To prevent misunderstandings and to maintain the radio traffic as effective as possible, stick to standardized phraseology and skip slang and of course private messages. This might sound strange at the beginning, but the aim is simple: radio quality may be bad; controllers and pilots speak some hundred different languages; time to talk and listen may be scarce. Standard phraseology helps a great deal to shorten communication and prevent misunderstandings. In the course of this study guide and training documents, you will learn the relevant phrases. Stick to them - it's real life, and it's relevant on VATSIM, and you need to know it to pass your tests.

Standard phraseology looks like this - in a dotted box (no, this is not standard phraseology!)

=== Callsigns and Principles ===

Every participant on the network has his own Callsign. Controller Positions are identified by their location and their Function (e.g. Wien Radar, Graz Tower), Aircraft either by their Registration (e.g. OE-ALB) or an Airline Callsign followed by a combination of numbers and letters (e.g. AUA25LM, SWR387). The airline is called by its real name (i.e. "Austrian" for AUA). Numbers and letters are spelled using the ICAO-Alphabet.

Radio communication follows four crucial principles:

==== 1) Syntax ====
A call has the following structure:

Called station, calling station, Message
Example: '''LHA123:''' Wien Radar, Leipzig Air 123 with you, FL240

==== 2) Readback ====

When a controller (or aircraft) transmits a message to a station it is very important that the receiving station acknowledge the message. But saying "roger" is only in movies - what are you "roger"ing? The called station understood something, but what? Therefore, the '''message content has to be read back in relevant parts'''. If the receiving station does not acknowledge, the transmitted message is considered as a lost transmission and the sender should resend the message or check if the receiving station got the message. For a controller, this is extremely important to remember, since if a pilot's readback is incorrect, the controller has to ask for confirmation, i.e a new readback.

*Items that '''must always be read back''' in full are all clearances (including altitudes, headings, speeds, radials etc), runway in use, altimeter setting (QNH or QFE) and transition level, and all frequencies.

*There are also items that '''should not be read''' back to reduce unnesessary radio transmissions. In short, this includes everything not mentioned above, but a few examples are: wind, temperature and other weather information (except altimeter settings) and traffic information in detail.

'''LOWW_APP:''' AUA251, turn left heading 290, descend Altitude 5000 feet, QNH 1019.
'''AUA251:''' Turn left heading 290, descending altitude 5000 feet QNH 1019, AUA251

'''LOWW_TWR:''' AUA251, traffic information: Cessna on rwy 16 downwind, report in sight.
'''AUA251:''' Traffic in sight, AUA251.

 

'''LOWW_GND:''' OE-DLT, taxi to Holding Point Runway 29 via Exit 12, M and A1, QNH 1019, give way
to Speedbird Airbus A320 crossing you right to left on M.
'''OE-DLT:''' Taxiing to H/P Rwy 29 via Exit 12, M and A1, giving way on M, QNH 1019, OE-DLT.

==== 3) Contact - messages - handoff ====

All conversation follows the following pattern:
#Initial call
# ... messages (there may be pauses, and other messages to other stations)
# handoff/handover.

'''Initial Call:''' An aircraft arrives in an airspace and needs to tell "Hi, I'm here!". To initiate the contact between two stations an initial call has to be made. Example - Austrian 251 is calling Wien Tower:

'''AUA251:''' Wien Delivery, Austrian 251, [servus], Radiocheck
'''LOWW_DEL:''' Austrian 251, Wien Delivery, [servus,] read you 5 by 5

'''Messages:''' Once contact is established, you stay in contact, even if you don't talk to each other. This means: You know that the other station knows of you and counts on you to pick up conversation any time.

In ongoing conversation, two rules apply:

* when giving an instruction the callsign is first (the called station needs to know that it is for him/for her.)
* when reading back the callsign is at the end (although you are allowed to do it at the beginning too - the instructing station needs to know if the message has reached the right recipient).

Usually, ATC give instructions and pilots read back, so in normal operations this means: ATC omits his own station (but says the called station), and pilots omit the calling station and report their callsign at the end.

Now one Example for normal Clearence. You will learn in detail in the next section.
'''Situation:''' Austrian 251 is Requesting clearance to München, Gate C34, Fokker 70, Info C on board.

'''AUA251:''' Good Day Wien Delivery, Austrian 251 Info C on board, Gate C34, requesting clearence to München.
'''LOWW_DEL''' Austrian 251, cleared to München via SITNI4C, initial climb 5000 ft, Squawk 4612, info C correct.
'''AUA251:''' Cleared to München, Sitni4C, Squawk 4612, AUA251.

'''Handover/Handoff''': At some point, it's time to say good bye - that is handoff or handover. It is vital that no aircraft disappears from the radio. Handover is transfer to another station. Handoff is dropping contact into uncontrolled airspace (like UNICOM).

'''LOWW_DEL''' Austrian 251, readback correct, for push and start contact Wien Ground (LOWW_GND) 119.4, Bye Bye.
'''AUA251''': Contacting Ground 119,4, bye!

==== 4) Reserved words ====
Some words are reserved and should only be used, if they are meant:
* '''mayday''' and '''Pan-pan''': Only use it, when you declare it.
* '''takeoff''' and '''landing''': Only use it, when you clear (or read back) for takeoff or to land. If you report ready for t... no: you report ready for departure.
* '''Affirm(ative)''' means "yes". '''Negative''' means "no". '''Unable''' means that the pilot can't do what the ATC just instructed.

----

== METAR and TAF ==

As a controller, METAR and TAF are the base for clearances: They determine procedures, active runways and even airport closures. When you become a controller, you should be able to understand METAR and TAF. Startign with [[Study Guide:TWR]], you will learn what it means for your decisions as controller.

References for detailed information: [[METAR]], [[TAF]] 

----

== How is an Aerodrome organized ==

As airports grew bigger over time also the workload for the Air Traffic Controller handling the traffic got bigger. Soon it was necessary to distribute this workload onto more than one controller in order to be able to cope with the traffic.

So the Tower Position got divided into thre basic types with different areas of responsibility.

#Clearance delivery (DEL), responsible for checking flightplans and issuing IFR clearances to departing aircraft.
#Ground (GND), responsible for all traffic on the apron and the taxiways.
#Tower (TWR), responsible for movements on the runway and within its associated Control Zone.

Because Tower and Ground controllers rely very strongly on what they see out of their window, these are the positions which are situated within the airports control tower.

Apart from that there are the controllers who manage the traffic once it has left the control zone. They are again divided into:

#APP Positions, managing the traffic within the airports vicinity (the so called TMA, Terminal Area). In Austria they are situated directly at the airports.
#ACC (Area Control Center, on VATSIM the abbreviation CTR is used) positions, which are responsible for enroute traffic. They reside in Vienna.

If the air is too crowded, APP and CTR can be divided horizontally (lower and higher APP), vertically (north APP and south APP), or a director responsible for approach spacing - but we won't want to make it too complicated for now. Local procedures and agreements regulate it, how this is done.

*Since they all use their radar to control air traffic, they are also called Radar positions.
----
=Login as OBS=
With this preparation, you are fit to login as Observer. You can listen and understand what happens and learn from others doing. Important info and the Euroscope software can be found [[http://www.vacc-austria.org/?page=content/static&id=SOFTWARE_ATC here]]. (You must be accepted as controller to access the page. If you are not yet, contact your mentor).

Please abide to the following rules:

* Logged on as Observer, your callsign should be a letter code (best are your initials) and "_OBS", like "CF_OBS". In the "connect" dialogue, set the visual range to 100 - the maximum allowed range for observers. If you exceed, you will get a nasty whack from a VATSIM supervisor.

* You can log onto the VACC Austria Teamspeak server. Software and access instructions are [[http://www.vacc-austria.org/?page=content/static&id=SOFTWARE_PILOTS here]].

* Teamspek is recommended - vital ATC coordination happens there. If you want to listen to controller coordination then switch channel to where those controllers are who you monitor. Say hello, say that you observe and learn, and then shup up. Don't even ask if intense coordination is going on - wait for a pause in traffic and conversation. Do not change into a channel where an OBS is going on.

* If you ask a question, then wait for a pause and ask first, if you can ask a question. You can do so by PM in Euroscope or via Teamspeak. Do not ask if traffic is intense, if a training or an OBS is going on (in trainings, you might want to ask the trainer in a PM first). Controllers are happy to explain, but ATC is first.

=More Info=
*from the [http://dl.dropbox.com/u/8371094/somewherepublic/VACC_AUT_BasicLesson.pdf VACC Austria Basic lesson]
*on definitions from [http://dl.dropbox.com/u/8371094/somewherepublic/vacc-sag-definitions.pdf VACC SAG]
*on METAR from [http://dl.dropbox.com/u/8371094/somewherepublic/metar-vacc-sag.pdf VACC SAG]
* METAR definition [http://www.skybrary.aero/index.php/METAR SKY BRARY]
(with which we share important training documents)
*on a lot more brilliant documents from [http://forum.vacc-sag.org/?PAGE=training_pilot VACC SAG]. To download them, register yourself as user with VACC-SAG, it's free.
*a very explained in detail documentation is the Pilots Guide check here also the METAR section [http://vacc-austria.org/?page=content/static&id=PTM Meteorologie]
----
'' Overview: [[Study Guide]] - Next: [[Study Guide:Delivery]]''

Study Guide:OBS

2012-07-16T07:40:34Z

Georg Lauenstein: /* More Info */

'' Overview: [[Study Guide]] - Next: [[Study Guide:Delivery]]''

== Introduction ==

This chapter of the [[Study Guide]] has been designed to give you all the information needed to start monitoring as Observer (OBS) with the intention to become a controller. It contains the fundamental basics so that you can understand, what happens.

----

== Radio Communication - Basics ==

Because communication is crucially important for Air Traffic Control a fixed format and syntax is used, in order to minimize the risk of misunderstandings and to keep messages short. Worldwide English is the primary language in use, however in most countries you are also allowed to use the local language. In Austria VFR flights can choose their language whereas IFR flights are all conducted in English. Link: [[Buchstabiertabelle]]

=== Basic Rules ===

In order to achieve the goals set above the following rules important:

#''Listen before you talk''
#:It's impossible for two radio stations to transmit on the same frequency at the same time. If this is done, the radio signal will be blocked and this will result in a nasty noise on the frequency. Therefore it's important that every station monitors the frequency for about 5 seconds before transmitting, to make sure there’s no ongoing radio traffic. If you hear an ongoing conversation, wait until the conversation is over before you begin to transmit. Don’t start your communication if there is a read-back expected on the last transmission even if there is a short pause.
#''Think before you talk''
#:The radio traffic flow should be as smooth as possible. To achieve this it's vital to "think first" before transmitting so that a clear, concise and uninterrupted message can be sent.
#''As far as possible use standard phraseology and syntax''
#:To prevent misunderstandings and to maintain the radio traffic as effective as possible, stick to standardized phraseology and skip slang and of course private messages. This might sound strange at the beginning, but the aim is simple: radio quality may be bad; controllers and pilots speak some hundred different languages; time to talk and listen may be scarce. Standard phraseology helps a great deal to shorten communication and prevent misunderstandings. In the course of this study guide and training documents, you will learn the relevant phrases. Stick to them - it's real life, and it's relevant on VATSIM, and you need to know it to pass your tests.

Standard phraseology looks like this - in a dotted box (no, this is not standard phraseology!)

=== Callsigns and Principles ===

Every participant on the network has his own Callsign. Controller Positions are identified by their location and their Function (e.g. Wien Radar, Graz Tower), Aircraft either by their Registration (e.g. OE-ALB) or an Airline Callsign followed by a combination of numbers and letters (e.g. AUA25LM, SWR387). The airline is called by its real name (i.e. "Austrian" for AUA). Numbers and letters are spelled using the ICAO-Alphabet.

Radio communication follows four crucial principles:

==== 1) Syntax ====
A call has the following structure:

Called station, calling station, Message
Example: '''LHA123:''' Wien Radar, Leipzig Air 123 with you, FL240

==== 2) Readback ====

When a controller (or aircraft) transmits a message to a station it is very important that the receiving station acknowledge the message. But saying "roger" is only in movies - what are you "roger"ing? The called station understood something, but what? Therefore, the '''message content has to be read back in relevant parts'''. If the receiving station does not acknowledge, the transmitted message is considered as a lost transmission and the sender should resend the message or check if the receiving station got the message. For a controller, this is extremely important to remember, since if a pilot's readback is incorrect, the controller has to ask for confirmation, i.e a new readback.

*Items that '''must always be read back''' in full are all clearances (including altitudes, headings, speeds, radials etc), runway in use, altimeter setting (QNH or QFE) and transition level, and all frequencies.

*There are also items that '''should not be read''' back to reduce unnesessary radio transmissions. In short, this includes everything not mentioned above, but a few examples are: wind, temperature and other weather information (except altimeter settings) and traffic information in detail.

'''LOWW_APP:''' AUA251, turn left heading 290, descend Altitude 5000 feet, QNH 1019.
'''AUA251:''' Turn left heading 290, descending altitude 5000 feet QNH 1019, AUA251

'''LOWW_TWR:''' AUA251, traffic information: Cessna on rwy 16 downwind, report in sight.
'''AUA251:''' Traffic in sight, AUA251.

 

'''LOWW_GND:''' OE-DLT, taxi to Holding Point Runway 29 via Exit 12, M and A1, QNH 1019, give way
to Speedbird Airbus A320 crossing you right to left on M.
'''OE-DLT:''' Taxiing to H/P Rwy 29 via Exit 12, M and A1, giving way on M, QNH 1019, OE-DLT.

==== 3) Contact - messages - handoff ====

All conversation follows the following pattern:
#Initial call
# ... messages (there may be pauses, and other messages to other stations)
# handoff/handover.

'''Initial Call:''' An aircraft arrives in an airspace and needs to tell "Hi, I'm here!". To initiate the contact between two stations an initial call has to be made. Example - Austrian 251 is calling Wien Tower:

'''AUA251:''' Wien Delivery, Austrian 251, [servus], Radiocheck
'''LOWW_DEL:''' Austrian 251, Wien Delivery, [servus,] read you 5 by 5

'''Messages:''' Once contact is established, you stay in contact, even if you don't talk to each other. This means: You know that the other station knows of you and counts on you to pick up conversation any time.

In ongoing conversation, two rules apply:

* when giving an instruction the callsign is first (the called station needs to know that it is for him/for her.)
* when reading back the callsign is at the end (although you are allowed to do it at the beginning too - the instructing station needs to know if the message has reached the right recipient).

Usually, ATC give instructions and pilots read back, so in normal operations this means: ATC omits his own station (but says the called station), and pilots omit the calling station and report their callsign at the end.

Now one Example for normal Clearence. You will learn in detail in the next section.
'''Situation:''' Austrian 251 is Requesting clearance to München, Gate C34, Fokker 70, Info C on board.

'''AUA251:''' Good Day Wien Delivery, Austrian 251 Info C on board, Gate C34, requesting clearence to München.
'''LOWW_DEL''' Austrian 251, cleared to München via SITNI4C, initial climb 5000 ft, Squawk 4612, info C correct.
'''AUA251:''' Cleared to München, Sitni4C, Squawk 4612, AUA251.

'''Handover/Handoff''': At some point, it's time to say good bye - that is handoff or handover. It is vital that no aircraft disappears from the radio. Handover is transfer to another station. Handoff is dropping contact into uncontrolled airspace (like UNICOM).

'''LOWW_DEL''' Austrian 251, readback correct, for push and start contact Wien Ground (LOWW_GND) 119.4, Bye Bye.
'''AUA251''': Contacting Ground 119,4, bye!

==== 4) Reserved words ====
Some words are reserved and should only be used, if they are meant:
* '''mayday''' and '''Pan-pan''': Only use it, when you declare it.
* '''takeoff''' and '''landing''': Only use it, when you clear (or read back) for takeoff or to land. If you report ready for t... no: you report ready for departure.
* '''Affirm(ative)''' means "yes". '''Negative''' means "no". '''Unable''' means that the pilot can't do what the ATC just instructed.

----

== METAR and TAF ==

As a controller, METAR and TAF are the base for clearances: They determine procedures, active runways and even airport closures. When you become a controller, you should be able to understand METAR and TAF. Startign with [[Study Guide:TWR]], you will learn what it means for your decisions as controller.

References for detailed information: [[METAR]], [[TAF]] 

----

== How is an Aerodrome organized ==

As airports grew bigger over time also the workload for the Air Traffic Controller handling the traffic got bigger. Soon it was necessary to distribute this workload onto more than one controller in order to be able to cope with the traffic.

So the Tower Position got divided into thre basic types with different areas of responsibility.

#Clearance delivery (DEL), responsible for checking flightplans and issuing IFR clearances to departing aircraft.
#Ground (GND), responsible for all traffic on the apron and the taxiways.
#Tower (TWR), responsible for movements on the runway and within its associated Control Zone.

Because Tower and Ground controllers rely very strongly on what they see out of their window, these are the positions which are situated within the airports control tower.

Apart from that there are the controllers who manage the traffic once it has left the control zone. They are again divided into:

#APP Positions, managing the traffic within the airports vicinity (the so called TMA, Terminal Area). In Austria they are situated directly at the airports.
#ACC (Area Control Center, on VATSIM the abbreviation CTR is used) positions, which are responsible for enroute traffic. They reside in Vienna.

If the air is too crowded, APP and CTR can be divided horizontally (lower and higher APP), vertically (north APP and south APP), or a director responsible for approach spacing - but we won't want to make it too complicated for now. Local procedures and agreements regulate it, how this is done.

*Since they all use their radar to control air traffic, they are also called Radar positions.
----
=Login as OBS=
With this preparation, you are fit to login as Observer. You can listen and understand what happens and learn from others doing. Important info and the Euroscope software can be found [[http://www.vacc-austria.org/?page=content/static&id=SOFTWARE_ATC here]]. (You must be accepted as controller to access the page. If you are not yet, contact your mentor).

Please abide to the following rules:

* Logged on as Observer, your callsign should be a letter code (best are your initials) and "_OBS", like "CF_OBS". In the "connect" dialogue, set the visual range to 100 - the maximum allowed range for observers. If you exceed, you will get a nasty whack from a VATSIM supervisor.

* You can log onto the VACC Austria Teamspeak server. Software and access instructions are [[http://www.vacc-austria.org/?page=content/static&id=SOFTWARE_PILOTS here]].

* Teamspek is recommended - vital ATC coordination happens there. If you want to listen to controller coordination then switch channel to where those controllers are who you monitor. Say hello, say that you observe and learn, and then shup up. Don't even ask if intense coordination is going on - wait for a pause in traffic and conversation. Do not change into a channel where an OBS is going on.

* If you ask a question, then wait for a pause and ask first, if you can ask a question. You can do so by PM in Euroscope or via Teamspeak. Do not ask if traffic is intense, if a training or an OBS is going on (in trainings, you might want to ask the trainer in a PM first). Controllers are happy to explain, but ATC is first.

=More Info=
*from the [http://dl.dropbox.com/u/8371094/somewherepublic/VACC_AUT_BasicLesson.pdf VACC Austria Basic lesson]
*on definitions from [http://dl.dropbox.com/u/8371094/somewherepublic/vacc-sag-definitions.pdf VACC SAG]
*on METAR from [http://dl.dropbox.com/u/8371094/somewherepublic/metar-vacc-sag.pdf VACC SAG]
(with which we share important training documents)
*on a lot more brilliant documents from [http://forum.vacc-sag.org/?PAGE=training_pilot VACC SAG]. To download them, register yourself as user with VACC-SAG, it's free.
*a very explained in detail documentation is the Pilots Guide check here also the METAR section [http://vacc-austria.org/?page=content/static&id=PTM Meteorologie]
----
'' Overview: [[Study Guide]] - Next: [[Study Guide:Delivery]]''

Study Guide:OBS

2012-07-16T07:34:24Z

Georg Lauenstein: /* 3) Contact - messages - handoff */

'' Overview: [[Study Guide]] - Next: [[Study Guide:Delivery]]''

== Introduction ==

This chapter of the [[Study Guide]] has been designed to give you all the information needed to start monitoring as Observer (OBS) with the intention to become a controller. It contains the fundamental basics so that you can understand, what happens.

----

== Radio Communication - Basics ==

Because communication is crucially important for Air Traffic Control a fixed format and syntax is used, in order to minimize the risk of misunderstandings and to keep messages short. Worldwide English is the primary language in use, however in most countries you are also allowed to use the local language. In Austria VFR flights can choose their language whereas IFR flights are all conducted in English. Link: [[Buchstabiertabelle]]

=== Basic Rules ===

In order to achieve the goals set above the following rules important:

#''Listen before you talk''
#:It's impossible for two radio stations to transmit on the same frequency at the same time. If this is done, the radio signal will be blocked and this will result in a nasty noise on the frequency. Therefore it's important that every station monitors the frequency for about 5 seconds before transmitting, to make sure there’s no ongoing radio traffic. If you hear an ongoing conversation, wait until the conversation is over before you begin to transmit. Don’t start your communication if there is a read-back expected on the last transmission even if there is a short pause.
#''Think before you talk''
#:The radio traffic flow should be as smooth as possible. To achieve this it's vital to "think first" before transmitting so that a clear, concise and uninterrupted message can be sent.
#''As far as possible use standard phraseology and syntax''
#:To prevent misunderstandings and to maintain the radio traffic as effective as possible, stick to standardized phraseology and skip slang and of course private messages. This might sound strange at the beginning, but the aim is simple: radio quality may be bad; controllers and pilots speak some hundred different languages; time to talk and listen may be scarce. Standard phraseology helps a great deal to shorten communication and prevent misunderstandings. In the course of this study guide and training documents, you will learn the relevant phrases. Stick to them - it's real life, and it's relevant on VATSIM, and you need to know it to pass your tests.

Standard phraseology looks like this - in a dotted box (no, this is not standard phraseology!)

=== Callsigns and Principles ===

Every participant on the network has his own Callsign. Controller Positions are identified by their location and their Function (e.g. Wien Radar, Graz Tower), Aircraft either by their Registration (e.g. OE-ALB) or an Airline Callsign followed by a combination of numbers and letters (e.g. AUA25LM, SWR387). The airline is called by its real name (i.e. "Austrian" for AUA). Numbers and letters are spelled using the ICAO-Alphabet.

Radio communication follows four crucial principles:

==== 1) Syntax ====
A call has the following structure:

Called station, calling station, Message
Example: '''LHA123:''' Wien Radar, Leipzig Air 123 with you, FL240

==== 2) Readback ====

When a controller (or aircraft) transmits a message to a station it is very important that the receiving station acknowledge the message. But saying "roger" is only in movies - what are you "roger"ing? The called station understood something, but what? Therefore, the '''message content has to be read back in relevant parts'''. If the receiving station does not acknowledge, the transmitted message is considered as a lost transmission and the sender should resend the message or check if the receiving station got the message. For a controller, this is extremely important to remember, since if a pilot's readback is incorrect, the controller has to ask for confirmation, i.e a new readback.

*Items that '''must always be read back''' in full are all clearances (including altitudes, headings, speeds, radials etc), runway in use, altimeter setting (QNH or QFE) and transition level, and all frequencies.

*There are also items that '''should not be read''' back to reduce unnesessary radio transmissions. In short, this includes everything not mentioned above, but a few examples are: wind, temperature and other weather information (except altimeter settings) and traffic information in detail.

'''LOWW_APP:''' AUA251, turn left heading 290, descend Altitude 5000 feet, QNH 1019.
'''AUA251:''' Turn left heading 290, descending altitude 5000 feet QNH 1019, AUA251

'''LOWW_TWR:''' AUA251, traffic information: Cessna on rwy 16 downwind, report in sight.
'''AUA251:''' Traffic in sight, AUA251.

 

'''LOWW_GND:''' OE-DLT, taxi to Holding Point Runway 29 via Exit 12, M and A1, QNH 1019, give way
to Speedbird Airbus A320 crossing you right to left on M.
'''OE-DLT:''' Taxiing to H/P Rwy 29 via Exit 12, M and A1, giving way on M, QNH 1019, OE-DLT.

==== 3) Contact - messages - handoff ====

All conversation follows the following pattern:
#Initial call
# ... messages (there may be pauses, and other messages to other stations)
# handoff/handover.

'''Initial Call:''' An aircraft arrives in an airspace and needs to tell "Hi, I'm here!". To initiate the contact between two stations an initial call has to be made. Example - Austrian 251 is calling Wien Tower:

'''AUA251:''' Wien Delivery, Austrian 251, [servus], Radiocheck
'''LOWW_DEL:''' Austrian 251, Wien Delivery, [servus,] read you 5 by 5

'''Messages:''' Once contact is established, you stay in contact, even if you don't talk to each other. This means: You know that the other station knows of you and counts on you to pick up conversation any time.

In ongoing conversation, two rules apply:

* when giving an instruction the callsign is first (the called station needs to know that it is for him/for her.)
* when reading back the callsign is at the end (although you are allowed to do it at the beginning too - the instructing station needs to know if the message has reached the right recipient).

Usually, ATC give instructions and pilots read back, so in normal operations this means: ATC omits his own station (but says the called station), and pilots omit the calling station and report their callsign at the end.

Now one Example for normal Clearence. You will learn in detail in the next section.
'''Situation:''' Austrian 251 is Requesting clearance to München, Gate C34, Fokker 70, Info C on board.

'''AUA251:''' Good Day Wien Delivery, Austrian 251 Info C on board, Gate C34, requesting clearence to München.
'''LOWW_DEL''' Austrian 251, cleared to München via SITNI4C, initial climb 5000 ft, Squawk 4612, info C correct.
'''AUA251:''' Cleared to München, Sitni4C, Squawk 4612, AUA251.

'''Handover/Handoff''': At some point, it's time to say good bye - that is handoff or handover. It is vital that no aircraft disappears from the radio. Handover is transfer to another station. Handoff is dropping contact into uncontrolled airspace (like UNICOM).

'''LOWW_DEL''' Austrian 251, readback correct, for push and start contact Wien Ground (LOWW_GND) 119.4, Bye Bye.
'''AUA251''': Contacting Ground 119,4, bye!

==== 4) Reserved words ====
Some words are reserved and should only be used, if they are meant:
* '''mayday''' and '''Pan-pan''': Only use it, when you declare it.
* '''takeoff''' and '''landing''': Only use it, when you clear (or read back) for takeoff or to land. If you report ready for t... no: you report ready for departure.
* '''Affirm(ative)''' means "yes". '''Negative''' means "no". '''Unable''' means that the pilot can't do what the ATC just instructed.

----

== METAR and TAF ==

As a controller, METAR and TAF are the base for clearances: They determine procedures, active runways and even airport closures. When you become a controller, you should be able to understand METAR and TAF. Startign with [[Study Guide:TWR]], you will learn what it means for your decisions as controller.

References for detailed information: [[METAR]], [[TAF]] 

----

== How is an Aerodrome organized ==

As airports grew bigger over time also the workload for the Air Traffic Controller handling the traffic got bigger. Soon it was necessary to distribute this workload onto more than one controller in order to be able to cope with the traffic.

So the Tower Position got divided into thre basic types with different areas of responsibility.

#Clearance delivery (DEL), responsible for checking flightplans and issuing IFR clearances to departing aircraft.
#Ground (GND), responsible for all traffic on the apron and the taxiways.
#Tower (TWR), responsible for movements on the runway and within its associated Control Zone.

Because Tower and Ground controllers rely very strongly on what they see out of their window, these are the positions which are situated within the airports control tower.

Apart from that there are the controllers who manage the traffic once it has left the control zone. They are again divided into:

#APP Positions, managing the traffic within the airports vicinity (the so called TMA, Terminal Area). In Austria they are situated directly at the airports.
#ACC (Area Control Center, on VATSIM the abbreviation CTR is used) positions, which are responsible for enroute traffic. They reside in Vienna.

If the air is too crowded, APP and CTR can be divided horizontally (lower and higher APP), vertically (north APP and south APP), or a director responsible for approach spacing - but we won't want to make it too complicated for now. Local procedures and agreements regulate it, how this is done.

*Since they all use their radar to control air traffic, they are also called Radar positions.
----
=Login as OBS=
With this preparation, you are fit to login as Observer. You can listen and understand what happens and learn from others doing. Important info and the Euroscope software can be found [[http://www.vacc-austria.org/?page=content/static&id=SOFTWARE_ATC here]]. (You must be accepted as controller to access the page. If you are not yet, contact your mentor).

Please abide to the following rules:

* Logged on as Observer, your callsign should be a letter code (best are your initials) and "_OBS", like "CF_OBS". In the "connect" dialogue, set the visual range to 100 - the maximum allowed range for observers. If you exceed, you will get a nasty whack from a VATSIM supervisor.

* You can log onto the VACC Austria Teamspeak server. Software and access instructions are [[http://www.vacc-austria.org/?page=content/static&id=SOFTWARE_PILOTS here]].

* Teamspek is recommended - vital ATC coordination happens there. If you want to listen to controller coordination then switch channel to where those controllers are who you monitor. Say hello, say that you observe and learn, and then shup up. Don't even ask if intense coordination is going on - wait for a pause in traffic and conversation. Do not change into a channel where an OBS is going on.

* If you ask a question, then wait for a pause and ask first, if you can ask a question. You can do so by PM in Euroscope or via Teamspeak. Do not ask if traffic is intense, if a training or an OBS is going on (in trainings, you might want to ask the trainer in a PM first). Controllers are happy to explain, but ATC is first.

=More Info=
*from the [http://dl.dropbox.com/u/8371094/somewherepublic/VACC_AUT_BasicLesson.pdf VACC Austria Basic lesson]
*on definitions from [http://dl.dropbox.com/u/8371094/somewherepublic/vacc-sag-definitions.pdf VACC SAG]
*on METAR from [http://dl.dropbox.com/u/8371094/somewherepublic/metar-vacc-sag.pdf VACC SAG]
(with which we share important training documents)
*on a lot more brilliant documents from [http://forum.vacc-sag.org/?PAGE=training_pilot VACC SAG]. To download them, register yourself as user with VACC-SAG, it's free.
----
'' Overview: [[Study Guide]] - Next: [[Study Guide:Delivery]]''

Study Guide:Tower

2011-11-18T11:24:24Z

Georg Lauenstein: /* Issuing IFR Routing Clearances */

==Introduction==
This Study Guide has been designed to give you all the information needed to start controlling as a Tower controller on the VATSIM network.

==Radio Communication - Basics==
Because communication is crucially important for Air Traffic Control a fixed format and syntax is used, in order to minimize the risk of misunderstandings and to keep messages short. Worldwide English is the primary language in use, however in most countries you are also allowed to use the local language. In Austria VFR flights can choose their language whereas IFR flights are mostly conducted in English. Link: [[Buchstabiertabelle]]
===Basic Rules===
In order to achieve the goals set above the following rules important:
#''Listen before you talk''
#: It's impossible for two radio stations to transmit on the same frequency at the same time. If this is done, the radio signal will be blocked and this will result in a nasty noise on the frequency. Therefore it's important that every station monitors the frequency for about 5 seconds before transmitting, to make sure there’s no ongoing radio traffic. If you hear an ongoing conversation, wait until the conversation is over before you begin to transmit. Don’t start your communication if there is a read-back expected on the last transmission even if there is a short pause.
#''Think before you talk''
#: The radio traffic flow should be as smooth as possible. To achieve this it's vital to "think first" before transmitting so that a clear, concise and uninterrupted message can be sent.
#''As far as possible use standard phraseology and syntax''
#: To prevent misunderstandings and to maintain the radio traffic as effective as possible, stick to standardized phraseology and skip slang and of course private messages.

===Callsigns and Initial Contact===
Every participant on the network has his own Callsign. Controller Positions are identified by their location and their Function (e.g. Wien Radar, Graz Tower), Aircraft either by their Registration (e.g. OE-ALB) or an Airline Callsign followed by a combination of numbers and letters (e.g. AUA25LM, SWR387).
To pronounce these letters and digits the ICAO-Alphabet is used.
''
To initiate the contact between two stations an initial call has to be made. This call has the following structure:''
'''Station 1:''' Station 2, Station 1, Message
'''Station 2:''' Station 1, Station 2, Message
''Example - Austrian 251 is calling Wien Tower:''
'''AUA251:''' Wien Tower, Austrian 251, established ILS 34
'''LOWW_TWR:''' Austrian 251, Wien Tower, continue approach
In Subsequent calls the calling station part can be ommited. 
When a controller (or aircraft) transmits a message to a station it is very important that the receiving station acknowledge the message and reads back any required parts.. If the receiving station does not acknowledge, the transmitted message is considered as a lost transmission and the sender should resend the message or check if the receiving station got the message.
Items that must always be read back in full are all clearances (including altitudes, heaings, speeds, radials etc), runway in use, altimeter setting (QNH or QFE) and transition level, and all frequencies. For a controller, this is extremely important to remember, since if a pilot's readback is incorrect, the controller has to ask for confirmation, i.e a new readback. There are also items that should not be read back to reduce unnesessary radio transmissions. In short, this includes everything not mentioned above, but a few examples are: wind, temperature and other weather information (except altimeter settings) and traffic information in detail.
When giving an instruction the Callsign is stated at the beginning, when reading back you usually add it at the end of your transmission (although you are allowed to do it at the beginning too). 
'''Examples:'''
'''LOWW_APP:''' AUA251, turn left heading 290, descend Altitude 5000 feet, QNH 1019.
'''AUA251:''' Turn left heading 290, descending altitude 5000 feet QNH 1019, AUA251
 
'''LOWW_GND:''' OE-DLT, taxi to Holding Point Runway 29 via Exit 12, M and A1, QNH 1019, give way
to Speedbird Airbus A320 crossing you right to left on M.
'''OE-DLT:''' Taxiing to H/P Rwy 29 via Exit 12, M and A1, giving way to Speedbird
Airbus A320 on M, OE-DLT.
 
'''LOWW_TWR:''' NLY2678, wind 330 degrees at 6 knots, Rwy 29, cleared for takeoff.
'''NLY2678:''' Rwy 29, cleared for takeoff, NLY2678.

==Aircraft and basic Flying Principles==
===Producing Lift===
For an aircraft to fly the lift force produced by (mostly) the wings has to outweigh the gravitational force that affects the aircraft.

Basically a wing produces lift by deflecting the air it moves through into one direction. According to Newton's third law of motion the lift is produced into the opposite direction. This lift grows with the speed the aircraft has in relation to the air and with the angle the wing draws with the direction of movement. This angle is called Angle of Attack (AoA).

The principle only works as long as a steady airflow around the wing exists. As soon as the airflow seperates from the wings surface the lift starts to decerease. The AoA at which this occurs is called critical Angle of Attack. It depends on the profile of the wing and it's dimensions but for subsonic aircrafts it typically lies between 8 and 21 degrees.

Think of an level flying aircraft that reduces it speed. In order to compensate the reducing lift the pilot has to raise the nose. However at some point the Angle of Attack will cross the critical angle of Attack and the pilot will find himself in a stall. So the speed of an aircraft is limited on the lower side by the so called stall speed. Because the stall speed depends on the profile most aircraft are equipped with devices that alter the profile during flight such as flaps or slats.

On approach pilots have to fly in a certain speed range in order to conduct a safe landing. The lower boundary is called landing reference speed and is often a fixed multiple of the stall speed. As a result of this the approach speed also depends on weight an aircraft configuration (Flap/Slat setting). For safety the Approach Vapp is higher than Vref and the difference depends mostly on the weather conditions.

Generally you can say that bigger aircraft also have a bigger approach speed however at some point this rule does not work anymore because the Vref depends largely on the aircrafts weight in relation to it's maximum takeoff weight (MTOW). The speed ranges from 50 knots in a C150 up to 170 knots with a fully loaded 747. However for example it is possible that a light 747 is slower than a fully loaded 737.

===Aircraft Categories===
The most important ways of categorizing aircraft in aviation are by weight or by approach speed.
====Weight Categories====
Aircraft are categorized into three weight categories:
{| class="prettytable"
|'''Category'''||'''MTOW'''
|-
|Light Aircraft (L)||< 7 000 kg
|-
|Medium Aircraft (M)||7 000 – 136 000 kg
|-
|Heavy Aircraft (H)||>136 000 kg
|}
You can find a list of aircrafts in this link [http://www.skybrary.aero/index.php?title=Category:Aircraft&until=D228]
 Weight depicted is MTOW.

====Approach Speed====
Aircraft are categorized by their reference approach speed (Vref) at maximum landing weight:
{| class="prettytable"
|'''Category'''||'''Vref'''
|-
|A||<= 90 knots
|-
|B||91 - 120 knots
|-
|C||121 - 140 knots
|-
|D||141 - 165 knots
|-
|E||>= 165 knots
|}

==METAR and TAF==
References for detailed information: [[METAR]], [[TAF]]

==How is an Aerodrome ==
As airports grew bigger over time also the workload for the Air Traffic Controller handling the traffic got bigger. Soon it was necessary to distribute this workload onto more than one controller in order to be able to cope with the traffic.

So the Tower Position got divided into thre basic types with different areas of responsibility.

* Clearance delivery (DEL), responsible for checking flightplans and issuing IFR clearances to departing aircraft.
* Ground (GND), responsible for all traffic on the apron and the taxiways.
* Tower (TWR), responsible for movements on the runway and within its associated Control Zone.
Because Tower and Ground controllers rely very strongly on what they see out of their window, these are the positions which are situated within the airports control tower.

Apart from that there are the controllers who manage the traffic once it has left the control zone. They are again divided into:
* APP Positions, managing the traffic within the airports vicinity (the so called TMA, Terminal Area). In Austria they are situated directly at the airports.
* ACC (Area Control Center, on VATSIM the abbreviation CTR is used) positions, which are responsible for enroute traffic. They reside in Vienna.

Since they all use their radar to control air traffic, they are also called Radar positions.

==Working Delivery Positions==
Clearance Delivery is responsible for checking and correcting flightplans of departing aircraft and issue routing clearances to them.
===Flightplan Structure===
'''Flight plans''' are documents filed by pilots with the local Civil Aviation Authority prior to departure. They generally include basic information such as departure and arrival points, estimated time en route, alternate airports in case of bad weather, type of flight (whether instrument flight rules or visual flight rules), pilot's name and number of people on board. 
For IFR flights, flight plans are used by air traffic control to initiate tracking and routing services. For VFR flights, their only purpose is to provide needed information should search and rescue operations be required.

Aircraft routing types used in flight planning are: Airway, Navaid and Direct. A route may be composed of segments of different routing types.
*'''Airway:''' Airway routing occurs along pre-defined pathways called Airways. Mostly aircraft are required to fly airways between the departure and destination airports. The rules cover altitude, airspeed, and requirements for entering and leaving the airway (SIDs and STARs).
*'''Navaid:''' Navaid routing occurs between Navaids (short for Navigational Aids) which are not always connected by airways. Navaid routing is typically only allowed in the continental U.S. If a flight plan specifies Navaid routing between two Navaids which are connected via an airway, the rules for that particular airway must be followed as if the aircraft was flying Airway routing between those two Navaids. Allowable altitudes are covered in Flight Levels.
*'''Direct:''' Direct routing occurs when one or both of the route segment endpoints are at a latitude/longitude which is not located at a Navaid. This is a routing from Vienna

[[Image:Route.jpg]]

===Issuing IFR Routing Clearances===
DEL gives routing clearances to all departing aircraft with the following information: 
'''Destination of aircraft'''
'''SID''' (= Standard instrument departure) Normally the filed SID is given
Initial climb altitude after departure (5000ft)
'''Squawk''' (Squawk assignments for LOWW are 4600 to 4620)
'''QNH''' (Local QNH of airport according to latest METAR) = given with taxi clearance
CTOT (= Calculated take-off time) Slot time (Normally not used on the VATSIM network)

The '''bold''' marked points are mandatory, all other points are optional. 
 
Normal construction of a routing clearance:
Callsign, cleared to XXXX via XXXXX XX departure, (initial climb 5000ft), Squawk 46XX
Example:
Austrian 125, cleared to Frankfurt via LUGIM 1C departure, initial climb 5000ft,
Squawk 4601.
Some Aircraft are not able to follow SIDs for various reasons, most of the time due to missing equipment. In these cases you should issue a so called vectored departure. A vectored departure clearance includes the same components as a normal clearance but instead of the SID you issue instructions to be carried out after departure. In this case the initial climb altitude is mandatory.
Callsign,cleared to XXXX, after departure RWY XX, XXXXXXX, initial climb 5000ft,
Squawk 46XX

Example:
Austrian 125, cleared to Frankfurt, after departure Runway 29, turn left heading 240
expect vectors to LUGIM, initial climb 5000 ft, Squawk 4601.
You can find the instructions for each Airport within the [[Study Guide:Airport Details]]
If the pilot responds with a correct readback you should answer with the following phrase:
Callsign, readback correct. Austrian 125, readback correct /(readback was correct)
Afterwards you either hand the pilot over to GND or wait for his startup request, depending on local procedures.

===Special Situations (High Traffic, Slots, ...)===
====Slots====
In order to guarantee a safe flow of traffic and to minimize delays in the air so called slots are being used. A slot is a timeframe of five minutes before to ten minutes after the CTOT mentioned before. The aircraft has to depart within this timeframe from its departure airport.
On the VATSIM network this system is only used on special occasions.

==== Verhalten in Situationen mit erhöhtem Verkehrsaufkommen ====
Sometimes one of your neighboring sectors has to stop accepting traffic. In these cases you should delay an aircrafts start-up clearance.

If possible you should inform the pilot about the expected delay:
Austrian 125, readback correct, expect startup in 10 minutes.
Austrian 125, startup approved, expect departure in 10 minutes.

== Working Ground Positions ==
Ground is responsible for all movements of aircraft on ground, except the movements on the runway.
Ground takes over responsibility for Delivery if he is not online. 
 
'''Start-up clearance''' 
Start-up clearance can be given if no other aircraft is taxiing behind the starting-up aircraft and if the take-off is expected in 20 minutes or less.
Austrian 125, start-up approved, (Temperature Minus 3)
'''Push-back clearance''' 
Push-back clearance can be given if no other aircraft is passing behind and the parking position requires push-back (i.e. position at the gate, … [refer to charts])
Austrian 125, push-back approved”
'''Combination of both phrases''' 
During low traffic you can use these two phrases together 
Austrian 125, start(-up) and push(-back) approved
=== Taxi Instructions ===

The pilot pushes back and starts the aircrafts engines. As soon as he is ready for taxi he will call you:

AUA125:AUA125, ready for taxi.

Depending on traffic you can give him the taxi instruction to his departure runway:

GND:AUA125, taxi to holding point Rwy 16 via taxiways Exit 4, L and F, QNH 1019.
AUA125:Taxiing to holding point runway 29 via L and F, AUA125.

Sometimes it is necessary to hold an aircraft in front of another taxiway:

GND:AUA125, hold short of taxiway L.
AUA125:Holding short of L, AUA125.

When an aircraft is approaching its assigned holding-point (and clear of possible traffic-conflict) a hand-off to next higher position (i.e. TWR) shall be initiated as soon as possible.

GND:AUA125, contact now Salzburg Tower on frequency 118.10, bye bye!
AUA125:contacting Tower on frequency 118,10 bye!

Air-taxiing is the Movement of a helicopter / VTOL above the surface of an aerodrome, normally in ground effect and at a ground speed of normally less than 20 KT (37 km/h). Please Note: The actual height may vary, and some helicopters may require air-taxiing above 25 FT (8 m) AGL to reduce ground effect turbulence or provide clearance for cargo sling loads.

OEATD: request air taxi to Runway 29.
GND: OEATD, air taxi to Runway 29 via Exit 13 and M.

===Ground Traffic Management===
To organise the traffic on ground different techniques are available, some of them relying on the pilots seeing each other. Generally you should avoid clearing two aircraft onto crossing pathways, unless you are sure they will never meet each other. To achieve this you should instruct aircraft to hold short of taxiways in the way stated above. Consider the following situation:
{|class="prettytable"
|-
|You are the Ground Controller at Vienna Airport. Runways active are 34 for landing and 29 for departure. DLH6KM has vacated rwy 34 and requests taxi to its parking position. LZB421 is ready for taxi at stand 7Q.
|}
GND:DLH6KM taxi to stand 40 via taxiways D and L, QNH 1019.
DLH6KM:Taxiing to stand 40 via D and L, DLH6KM.
LZB421:Wien ground LZB421 stand 7Q, ready for taxi.
GND:LZB421, taxi taxiway W, hold short of taxiway L.
LZB421:taxiing via W holding short of L.
{|class="prettytable"
|-
|The aircraft are now both approaching the intersection L/W.
|}
GND:LZB421, give way to the DLH B737 crossing left to right on L, thereafter continue
taxi to holding point runway 29 via taxiways Exit 2, M and A1.
LZB421:Giving way to the 737 from left to right, then continuing taxi to holding point
runway 29 via Exit 2, M and A1.
Of course you have to make sure that this instruction is unambiguous, so there shouldn't be two DLH B737s in the area. Also in low visibility operations this procedure might not work very well, in this case you might have to give the aircraft the instruction to continue taxi when the other aircraft has passed.
In some cases it is also useful to let one aircraft follow the other:
GND:LZB421, follow the Austrian DASH 8 crossing you right to left on M to holding point runway 29.
LZB421:following the DASH 8 crossing us right to left on M to holding point runway 29.
===Intersection take-off===
Some flights do not need the whole length of their given departure runway so they might request takeoff from an intersection somewhere down the runway. This procedure is called a intersection takeoff. You should only grant this in coordination with Tower and if traffic situation permits.
Also at some airports intersections are used to be more flexible in the departure sequence (see section [[Study Guide:Tower#Departure_Seperation_-_Based_on_Type_of_Aircraft_and_departure_route|Departure Seperation]]).

===Special Situations (High Traffic, Slots, ...)===
====Slots====
In case the above mentioned slot regulations are in force ground has the responsibility to set up a departure sequence in a way that the aircraft do not miss their slot.
====Opposite runway operations====
At some austrian airports it is very common to use opposite runway configurations (departure and arrival runway are opposite to each other). In these situations it can happen very fast that you have two aircraft facing each other nose to nose. Special attention should be paid to avoid this situation.

==Working Tower Positions==
Tower is responsible for all movements on the runways as well as for all movements within the control zone (CTR), (10NM radius, GND to 2500ft MSL). Tower is also responsible for ground and delivery if they are not online. He also decides which runways are in use.
===ATIS===
ATIS stands for Automatic Terminal Information Service and is a usually automatically generated broadcast that contains essential informations for pilots. It is continuously broadcasted on a dedicated frequency. On initial contact with the controller, pilots should already have listened to the ATIS and state the identifying letter.

A ATIS broadcast has to consist of:
* Name of the Airport
* Identification Letter
* Time of Observation
* Active Runways
* Transition Level
* Wind direction and velocity
* Visibilities
* Special weather conditions (such as rain)
* Cloud ceiling
* Temperature and Dewpoint
* QNH
* Trends

It is updated every 30 minutes or as soon as significant changes occur.

===Determination of active Runways===
Pilots normally prefer to takeoff and land the aircraft with the nose into the wind because it shortens the Rwy length required to safely operate the aircraft. The wind direction given in the METAR is the direction the wind is coming from, so it is easy to compare this wind to your given runways. 
'''Example:'''
{| class="prettytable"
|-
|You are the Tower controller at Salzburg Airport. The only runway at Salzburg is runway 16-34 so you have two directions available (roughly 160° and 340°.) The wind is coming from 180° at 5 knots. So the usual Runway in use would be rwy 16 for takeoff and landing.''
|}
However, at most airports a preferred runway configuration is defined (Find them here: [[Study Guide:Airport Details]]) which should be used if traffic situation and weather permits. Aircraft have certain limitations they can operate in, so normally the tailwind component should not exceed 5-10 knots (again depending on airport). Also the allowed crosswind is limited (This depends very much on the aircraft). 
Be aware that it is the pilots responsibility to accept a certain wind component and that this decision is often based on performance issues, so one pilot might accept the next one refuses to take a certain runway.

So back to our example above:
{| class="prettytable"
|-
|At Salzburg, due to the terrain in the vicinity and city of Salzburg around the airport, runway 34 is preferred for departures and rwy 16 for landing. So the indicated configuration would be DEP 34, ARR 16.
|}

===Transition Altitude/Transition Level===
Knowing the altitude you are flying is one of the most important informations you need in order to safely operate an airplane. Aircraft Altimeters use the air pressure around them to determine their actual altitude. In order to get correct readings you have to use the actual local pressure in your area. As a memory hook you can use this: The altimeter needle moves in the same direction you turn the rotary knob to adjust the pressure. If you turn it counterclockwise, the needle also turns counterclockwise and therefor indicates a lower altitude.

On the other hand it would not be very practical to use the local pressure while flying at higher altitudes, since terrain is not an issue here and you would have to set a new pressure setting in your altimeter every few minutes.

To avoid this pilots use the local pressure when departing from an airport until they pass the so called Transition Altitude (TA), where they set the so called standard pressure (QNH 1013 hpa or Altimeter 29.92 inHg). They continue to use this setting until they descend through the Transition Level (TRL) at their destination airport (or an airport on their route), where they set the local pressure again.

In airport charts only TA is given, whereas TRL has to be determined by ATC. Use the following table to calculated your TRL:
QNH < 0977: TA + 3000 ft.
QNH 0978 - 1012: TA + 2000 ft.
QNH 1013 - 1050: TA + 1000 ft.
QNH 1051 > : TA = TL

The room between TA and TRL is called Transition layer. It ensures that the minimum spacing of 1000 ft between aircraft flying in lower part (with local pressure) and the upper part (using Standard pressure).

===Runway Separation===
The runways are one of the most dangerous spots on an airport because aircraft are travelling at high speed with little room to maneuver and most of the time no ability to stop at a reasonable distance. Because of this the general rule is that '''only one aircaft may be cleared to use a runway at the same time.''' What this means practically and exceptions from this rule are explained in the following chapters.

=== Departing Traffic ===

So now we are at the point where the pilot reaches the Holding Point of his departure runway and reports ready for departure. What are the things you should check before issuing the takeoff clearance?

*Have a look at the flightplan. Take note of the type of aircraft and the Departure Route.
*Check the traffic approaching the runway.

To give him the takeoff clearance the following phrase should be used:

e.g.: TWR: AUA2CM, wind 320 degerees at 7 knots, Runway 29, cleared for takeoff.
AUA2CM: Cleared for takeoff Runway 29, AUA2CM

The pilot lines up on the runway, advances the throttle and takes off. When he is well established in climb check he is squawking Mode C and the right Code. Afterwards he is handed off to the next Controller, in this case a radar position:

TWR: AUA2CM, contact Wien Radar on frequency 128.20, bye bye!
AUA2CM: Contacting Wien Radar on frequency 128.20, AUA2CM.

The next aircraft reports ready for departure. Again check the points above, but this time we cannot give the takeoff clearance straight away because the preceeding aircraft is still occupying the runway. Now you get to know the first exception to the Runway Seperation rule above. To speed things up you can instruct the next aircraft to line up behind the first one while this one is still in the takeoff roll occupying the runway:

TWR: AZA639, behind departing Austrian Airbus A319, line-up rwy 29 behind and wait.
AZA639: behind departing Airbus lining up runway 29 and waiting behind, AZA639.
''Note: The two times behind in this instruction is not a typing error but was implemented''
to emphasize that part of the clearance.

This type of clearance is called a conditional clearance. The earliest possible point where you can issue the next takeoff clearance is, when the preceeding aircraft has overflown the opposite runway end or has clearly turned onto either side of it. However in some cases this could be very close which leads us to the next chapter but before lets have a look on helicopters.

Helicopters are sometimes able to start from there current position like a Helipad or a normal stand, if he want to depart from a Runway you can use the normal Phrases for VFR Traffic.
e.g.: OEATD: Wien Tower, OEATD at General Aviation Parking ready for departure.
TWR: OEATD, Wien Tower, after departure leave control zone via Freudenau and Donauturm, 2500 feet or below, Wind 290° 6 Knots, present position cleared for take-off.
OEATD: After departure leaving the control zone via Freudenau and Donauturm not above 2500 feet, present position cleared for take-off.

===Departure Seperation - Based on Type of Aircraft and departure route===
One of the main tasks of air traffic control is to keep aircraft at a safe distance to each other. So imagine the following situation:
{| class="prettytable"
|-
|
*Two aircraft are departing right after each other.
*The first aircraft is a relatively slow Cessna 208 (~around 70 knots in climb), the second one a fast Boeing 767 (140-180 knots on the initial climb).
*Both follow the same departure route.
|}
Obviously it would not take long until the B767 catches up with the Cessna, a potentially very dangerous situation! You can see, that it is very important to check the flightplan of the aircraft you are about to clear for takeoff. 
The minimum radar seperation in the area around an airport is 3 nm or 1000 feet. These are the limits radar stations have to obey. Tower Controllers should aim to achieve the following seperation for departing aircraft following departure routes which share a common part:
<div align="left">
{| class="prettytable"
|-
|Fast followed by slow||3 nm
|-
|Matching Types||5 nm
|-
|Slow followed by fast||10 nm
|}</div>
In extreme examples like the one above it is often more advisable to coordinate with APP to find another solution. Often this involves clearing the aircraft to a non standard altitude or departure route:
TWR: DLH2441, after departure maintain runway heading, climb initially to 3000 ft
DLH2441: After departure maintaining runway heading, climbing to 3000 ft, DLH2441
TWR: DLH2441, wind 320 degrees at 9 knots, runway 29, cleared for takeoff
DLH2441: Cleared for takeoff runway 29, DLH2441
The other main task of ATC is to expedite the flow of traffic. Situation:
{| class="prettytable"
|-
|
*You have numerous aircraft departing from the same runway, following different departure routes. Some of them involve immediate right turns other SIDs immediate left turns.
*There are two holdingpoints available.
|}
It would benificial to use the gaps that arise between the aircraft using similar Departure Routes, so in close coordination with ground you should try to distribute aircraft over the holding points in a way to be able to fill those gaps.

===Departure Seperation - Based on Wake Turbulence Category===
There are two ways aircraft influence the air around them when passing through it:
{| class="prettytable"
|-
|
*Jetwash produced by the engines
*Turbulence created at the wings and especially at the wingtips
|}
This turbulence can cause severe problems or even loss of control for following aircraft.
The wake turbulence categories are based on the Maximum Takeoff weight (MTOW) of the aircraft:
<div align="left">
{| class="prettytable"
|-
| Light Aircraft (L)||< 7 000 kg
|-
|Medium Aircraft (M)||7 000 – 136 000 kg
|-
|Heavy Aircraft (H)||>136 000 kg
|}</div>
For departing aircraft, 2 minutes separation (3 minutes if the succeeding aircraft departs from an intersection) is applied when an aircraft in wake turbulence category LIGHT or MEDIUM departs behind an aircraft in wake turbulence category HEAVY, or when a LIGHT category aircraft departs behind a MEDIUM category aircraft. 
You may issue a take-off clearance to an aircraft that has waived wake turbulence separation, except, if it's a light or medium aircraft departing as follows:
{| class="prettytable"
|-
|
*Behind a heavy a/c and takeoff is started from an interception or along the runway in the direction of take-off.
*Behind a heavy a/c that is taking off or making a low or missed approach in the opposite direction on the same runway.
*Behind a heavy a/c that is making a low or missed approach in the same direction of the runway.
|}
To point out this hazard to a pilot the following phrase should be used:
TWR:ESK32C, behind departing heavy B777 line up runway 16 behind and wait,
caution wake turbulence.
ESK32C: behind departing B777 lining up rwy 29 and waiting, ESK32C.

===Use of the word takeoff===
The word take-off shall only be used in combination with the take-off clearance (cleared for take-off). For other phrases use the word departure (ready for departure – NOT ready for take-off!).

=== Arriving Traffic ===

Arriving Aircraft call you when they are established on an approach to a runway. Most of the time this is an ILS Approach but also other kinds are possible.

MAH224:Linz Tower, MAH224 established ILS Approach rwy 27.

Again you are not allowed to clear more than one aircraft onto the same runway at the same time. 

{| class="prettytable"
|-
| In order to issue a landing clearance
#preceeding departing traffic must have overflown the opposite runway threshold or clearly turned onto either side of the runway.
#preceeding landing traffic must have left the runway safety strip with all parts.
#traffic crossing the runway must have left the runway safety strip with all parts.

|}

If these conditions are met use the following phrase to clear the aircraft:

TWR:MAH224, Linz Tower, wind 300 degerees at 16 knots, runway 27, cleared to land.
MAH224:cleared to land runway 27, MAH224.

During periods of high traffic it is likely that you have more than one aircraft approaching the same runway at the same time. Approach has to ensure the minimum radar seperation of 3 nm and additionally increased seperation due to wake turbulence.

AUA26T:Linz Tower, AUA26T established ILS 27.
TWR:AUA26T, Linz Tower, continue approach, wind 300 degrees at 16 knots.
AUA26T:continuing approach, AUA26T.

{| class="prettytable"
|-
| Meanwhile MAH224 has left the runway.
|}

TWR:AUA26T wind 310 degrees at 14 knots, runway 27 cleared to land.
AUA26T:Runway 27, cleared to land, MAH224.

Often it is useful to give pilots additional information, such as traffic information or wind:

{| class="prettytable"
|-
| CSA276 is following NLY7751 (A320):
|}

CSA276: Wien Tower, CSA276 established ILS 34.
TWR:CSA276, Wien Tower, preceeding traffic is a NLY Airbus A320 3,5 nm ahead of you, continue
approach runway 34, wind 010 degrees at 4 knots.
CSA276:We have the airbus in sight continuing approach, CSA276.

{| class="prettytable"
|-
| AUA81 is approaching runway 16, OE-AGA is on left base runway 16 and there is a rescue helicopter operating in the area around Freudenau.
|}

AUA81:Wien Tower, AUA81 established ILS 16
TWR:AUA81, Wien Tower, VFR traffic is on left base rwy 16, continue approach, wind 140
degrees at 7 knots.
AUA81:continuing approach, AUA81.
TWR:AUA81, There is an helicopter operating west of the extended centerline, presently at
your one o'clock position, 5 nm, 1400 ft.
AUA81: Thank you, looking out, AUA81.
AUA81: traffic in sight, AUA81.

Helicopters don't need a Runway for the approach, sometimes they are able to land at their parking position, lets have a look on the Phrases.
eg. the rescue helicopter from the example above needs to land on your airport:
OEATD: Wien Tower, request landing at the General Aviation Terminal.
TWR: OEATD, wind 010 degreees 4 knots direct General Aviation Terminal, cleared to land.

To give you an idea how dense traffic can get in real life consider that during peak times and good weather the seperation is reduced to 2,5 nm. This equals to one landing every 75 seconds. However on VATSIM the minimum seperation is 3 nm which already requires good cooperation from all the pilots involved.

===Merging Departing and Arriving Traffic===
And now to the most fun part of being a Tower Controller. Sometimes you get into the situation that you use the same runway for departures and arrivals. Either your airport has only one runway or weather demand this configuration.

Still the above rule of only one aircraft at the same time applies, however we also use conditional clearances which look very similar to those above in the departing traffic section.
LOWW_TWR: AUA123, Traffic short final RWY 29, C750, report in sight
AUA123: Traffic in sight, AUA123
LOWW_TWR: AUA123, behind landing C750 line up RWY 29 behind and wait
AUA123: Behind landing C750 lining up RWY 29 behdind and waiting, AUA123
To avoid misunderstandings, this time we make sure that the Pilot has the the landing aircraft in sight.
You don't have to worry about wake turbulence seperation between landing and departing aircraft since they never cross through each others wake.

To depart an aircraft in front of an approaching aircraft at the time of the departure clearance given the arriving aircraft should not be closer than 4 nm to touchdown.
To squeeze a departing aircraft between two arrivals you normally need a minimum of 6 nm between them. It is important for you to check carefully if you have the necessary gap, so have a close look at the distance between the arrivals and their speed. If the second one comes in faster than normal consider this in your calculation. Also you should make sure, that the pilot will be ready for departure when you need him to depart. To check this use the following phrase:
Callsign, are you ready for immediate departure?
Again it is a good idea to give the pilot an idea of the traffic situation around him.

Example:
{| class="prettytable"
|-
|You are the Tower Controller at Vienna airport. Runway 29 is active for departures and arrivals. One aircraft is on a 5 nm final, one at 12 nm out. Additionally you have two departures waiting at the holding point of ruwnay 29.
|}
TWR:CAL275, are you ready for immediate departure?
CAL275:Affirmitive, ready for immediate departure, CAL275
TWR:Traffic is now at a 4 nm final, wind 300 degrees at 7 knots, runway 29 cleared for
immediate takeoff.
CAL275:cleared for immediate takeoff runway 29, CAL275
{| class="prettytable"
|-
|After the CAL B747 has taken off.
|}
TWR:AUA289, wind 300 degrees at 7 knots, runway 29, cleared to land.
AUA289:Runway 29, cleared to land, AUA289.
TWR:AUA2LT, traffic is an AUA Airbus A320 on a 2 nm final rwy 29, do you have traffic in sight?
AUA2LT:Traffic in sight, AUA2LT.
TWR:AUA2LT, behind landing traffic line up runway 29 behind and wait.
AUA2LT:Behind the landing Airbus, lining up runway 29 behind and waiting, AUA2LT.
{| class="prettytable"
|-
|AUA289 has vacated the runway.
|}
TWR:AUA2LT, wind 300 degrees at 8 knots, runway 29 cleared for takeoff, landing traffic is
now on a 3,5 nm final.
AUA2LT:cleread for takeoff runway 29, AUA2LT.

==VFR Traffic - Differences==
The essential collision safety principle guiding the VFR pilot is "see and avoid." Pilots flying under VFR assume responsibility for their separation from all other aircraft and are generally not assigned routes or altitudes by air traffic control. Governing agencies establish specific requirements for VFR flight, consisting of minimum visibility, distance from clouds, and altitude to ensure that aircraft operating under VFR can be seen from a far enough distance to ensure safety.

To guide VFR TRaffic through your airspace you make use of VFR Routes, Sectors and reporting Points.
'''Used phrases''':
TWR:OE-AGA, enter control zone via VFR route Klosterneuburg – Freudenau, 1500ft or below,
QNH 1020, Squawk 4604, report XXXX (i.e. Freudenau), expect runway 29.
TWR:OE-AGA hold (orbit) overhead XXXX (i.e. Freudenau) in XXXX (i.e. 2500ft)

VFR flights should be guided into downwind, base and final leg for landing. 
TWR:OE-AGA, enter downwind for runway 29, report on downwind
TWR:OE-AGA, enter base for runway 29, report on base

VFR Flights get their Clearance from Tower. After startup, they will contact Ground for taxi, thereafter the Tower will issue the clearance. A possible VFR clearance could be: 
TWR:OE-AGA, verlassen Sie die Kontrollzone über Sichtflugstrecke Klosterneuburg, 1500 Fuß
oder darunter, QNH 1014, Squawk 4607, Rechtskurve nach dem Abheben so bald als möglich.
TWR:OE-AGA, leave controlzone via VFR-route Klosterneuburg, 1500 feet or below,
QNH 1014, Squawk 4607, right turn after departure as soon as possible.

TWR:OE-AGA, steigen sie auf 3500 Fuß, melden Sie Donauturm.
TWR:OE-AGA, climb 3500 feet, report Donauturm.

In the air ATC provides traffic information.
TWR:OE-AGA, Traffic at your 12 o'clock position, 2100 feet, a PA28 on VFR inbound
route Klosterneuburg-Freudenau.

When the aircraft leaves the controlzone.
TWR:OE-AGA, set Sqauwk 7000, leaving frequency is approved.

Wien Tower/Turm can also be contacted in German.

===Merging in VFR Traffic===
To manage VFR Traffic efficiently you have to use traffic information and visual seperation.
TWR: OE-ANX, traffic at your 3 o´clock position, moving right to left, B767, distance 2.5
miles, report mentioned traffic in sight
OE-ANX: Traffic in sight, OE-ANX
Because of other traffic it might be necessary for the aircraft to remain in the downwind leg until the traffic has passed:
TWR:OE-AGA, fly extended right downwind, standby for base.
OE-AGA: Extending right downwind, OE-AGA
To instruct the aircraft to continue it's approach use the following procedure:
TWR: OE-ANX, traffic at your 3 o´clock position, moving right to left, B767, distance 2.5
miles, report mentioned traffic in sight
OE-ANX: Traffic in sight, OE-ANX
TWR:OE-AGA, behind B767 traffic, enter final RWY 29, caution wake turbulence
OE-AGA: Behind B767, enter final RWY 29 behind, caution wake turbulence, OE-ANX
When using an extended downwind you should always consider that the aircrafts speed might be considerably lower than the speed of other aircrafts involved. So if an aircraft has to fly a long way out it might take some time for it to come all the way back, generating a big gap in the arrival sequence. Instead you should aim to keep the plane within the vicinity of the airfield:
TWR: OE-AGA, Make a right three-sixty.
OE-AGA: Making three-sixty to the right.
TWR: OE-AGA, Orbit left
OE-AGA: Orbiting left, OE-AGA
The second instructions means, that the pilot should make orbits until further advice.
===Information Positions===

==Special Situations (High Traffic, Slots, ...)==
===High traffic situations===
During high traffic situations communication with adjacent approach sectors is very important. Especially during single runway operations you might have to ask for increased inbound spacing to be able to fit in departing aircraft.
===Additional phrases during periods of high traffic===
In order to expedite the flow of traffic use the following phrases:
Austrian 125, wind is xxx/xx runway 29 cleared for takeoff, expedite
Austrian 125, wind is xxx/xx runway 34 cleared to land, expedite vacating
OE-ABC, wind xxx/xx, runway 29 cleared for takeoff, after departure right turn
as soon as practicable

===Opposite runway operations===
This is one of the more difficult situtions for a Tower controller. You have to consider the departure route of each aircraft to estimate the required spacing to arriving traffic. Again close coordination with approach is very important.

== Ressourcen ==
* [http://vateud.net/index.php?option=com_content&view=article&id=77&Itemid=122 VATEUD Training Department]
* [http://de.wikipedia.org/wiki/ICAO-Alphabet Wikipedia: Buchstabentafel]
 
[[Category:Dokumentation]]

Study Guide:Tower

2011-11-18T11:11:35Z

Georg Lauenstein: /* Flightplan Structure */

==Introduction==
This Study Guide has been designed to give you all the information needed to start controlling as a Tower controller on the VATSIM network.

==Radio Communication - Basics==
Because communication is crucially important for Air Traffic Control a fixed format and syntax is used, in order to minimize the risk of misunderstandings and to keep messages short. Worldwide English is the primary language in use, however in most countries you are also allowed to use the local language. In Austria VFR flights can choose their language whereas IFR flights are mostly conducted in English. Link: [[Buchstabiertabelle]]
===Basic Rules===
In order to achieve the goals set above the following rules important:
#''Listen before you talk''
#: It's impossible for two radio stations to transmit on the same frequency at the same time. If this is done, the radio signal will be blocked and this will result in a nasty noise on the frequency. Therefore it's important that every station monitors the frequency for about 5 seconds before transmitting, to make sure there’s no ongoing radio traffic. If you hear an ongoing conversation, wait until the conversation is over before you begin to transmit. Don’t start your communication if there is a read-back expected on the last transmission even if there is a short pause.
#''Think before you talk''
#: The radio traffic flow should be as smooth as possible. To achieve this it's vital to "think first" before transmitting so that a clear, concise and uninterrupted message can be sent.
#''As far as possible use standard phraseology and syntax''
#: To prevent misunderstandings and to maintain the radio traffic as effective as possible, stick to standardized phraseology and skip slang and of course private messages.

===Callsigns and Initial Contact===
Every participant on the network has his own Callsign. Controller Positions are identified by their location and their Function (e.g. Wien Radar, Graz Tower), Aircraft either by their Registration (e.g. OE-ALB) or an Airline Callsign followed by a combination of numbers and letters (e.g. AUA25LM, SWR387).
To pronounce these letters and digits the ICAO-Alphabet is used.
''
To initiate the contact between two stations an initial call has to be made. This call has the following structure:''
'''Station 1:''' Station 2, Station 1, Message
'''Station 2:''' Station 1, Station 2, Message
''Example - Austrian 251 is calling Wien Tower:''
'''AUA251:''' Wien Tower, Austrian 251, established ILS 34
'''LOWW_TWR:''' Austrian 251, Wien Tower, continue approach
In Subsequent calls the calling station part can be ommited. 
When a controller (or aircraft) transmits a message to a station it is very important that the receiving station acknowledge the message and reads back any required parts.. If the receiving station does not acknowledge, the transmitted message is considered as a lost transmission and the sender should resend the message or check if the receiving station got the message.
Items that must always be read back in full are all clearances (including altitudes, heaings, speeds, radials etc), runway in use, altimeter setting (QNH or QFE) and transition level, and all frequencies. For a controller, this is extremely important to remember, since if a pilot's readback is incorrect, the controller has to ask for confirmation, i.e a new readback. There are also items that should not be read back to reduce unnesessary radio transmissions. In short, this includes everything not mentioned above, but a few examples are: wind, temperature and other weather information (except altimeter settings) and traffic information in detail.
When giving an instruction the Callsign is stated at the beginning, when reading back you usually add it at the end of your transmission (although you are allowed to do it at the beginning too). 
'''Examples:'''
'''LOWW_APP:''' AUA251, turn left heading 290, descend Altitude 5000 feet, QNH 1019.
'''AUA251:''' Turn left heading 290, descending altitude 5000 feet QNH 1019, AUA251
 
'''LOWW_GND:''' OE-DLT, taxi to Holding Point Runway 29 via Exit 12, M and A1, QNH 1019, give way
to Speedbird Airbus A320 crossing you right to left on M.
'''OE-DLT:''' Taxiing to H/P Rwy 29 via Exit 12, M and A1, giving way to Speedbird
Airbus A320 on M, OE-DLT.
 
'''LOWW_TWR:''' NLY2678, wind 330 degrees at 6 knots, Rwy 29, cleared for takeoff.
'''NLY2678:''' Rwy 29, cleared for takeoff, NLY2678.

==Aircraft and basic Flying Principles==
===Producing Lift===
For an aircraft to fly the lift force produced by (mostly) the wings has to outweigh the gravitational force that affects the aircraft.

Basically a wing produces lift by deflecting the air it moves through into one direction. According to Newton's third law of motion the lift is produced into the opposite direction. This lift grows with the speed the aircraft has in relation to the air and with the angle the wing draws with the direction of movement. This angle is called Angle of Attack (AoA).

The principle only works as long as a steady airflow around the wing exists. As soon as the airflow seperates from the wings surface the lift starts to decerease. The AoA at which this occurs is called critical Angle of Attack. It depends on the profile of the wing and it's dimensions but for subsonic aircrafts it typically lies between 8 and 21 degrees.

Think of an level flying aircraft that reduces it speed. In order to compensate the reducing lift the pilot has to raise the nose. However at some point the Angle of Attack will cross the critical angle of Attack and the pilot will find himself in a stall. So the speed of an aircraft is limited on the lower side by the so called stall speed. Because the stall speed depends on the profile most aircraft are equipped with devices that alter the profile during flight such as flaps or slats.

On approach pilots have to fly in a certain speed range in order to conduct a safe landing. The lower boundary is called landing reference speed and is often a fixed multiple of the stall speed. As a result of this the approach speed also depends on weight an aircraft configuration (Flap/Slat setting). For safety the Approach Vapp is higher than Vref and the difference depends mostly on the weather conditions.

Generally you can say that bigger aircraft also have a bigger approach speed however at some point this rule does not work anymore because the Vref depends largely on the aircrafts weight in relation to it's maximum takeoff weight (MTOW). The speed ranges from 50 knots in a C150 up to 170 knots with a fully loaded 747. However for example it is possible that a light 747 is slower than a fully loaded 737.

===Aircraft Categories===
The most important ways of categorizing aircraft in aviation are by weight or by approach speed.
====Weight Categories====
Aircraft are categorized into three weight categories:
{| class="prettytable"
|'''Category'''||'''MTOW'''
|-
|Light Aircraft (L)||< 7 000 kg
|-
|Medium Aircraft (M)||7 000 – 136 000 kg
|-
|Heavy Aircraft (H)||>136 000 kg
|}
You can find a list of aircrafts in this link [http://www.skybrary.aero/index.php?title=Category:Aircraft&until=D228]
 Weight depicted is MTOW.

====Approach Speed====
Aircraft are categorized by their reference approach speed (Vref) at maximum landing weight:
{| class="prettytable"
|'''Category'''||'''Vref'''
|-
|A||<= 90 knots
|-
|B||91 - 120 knots
|-
|C||121 - 140 knots
|-
|D||141 - 165 knots
|-
|E||>= 165 knots
|}

==METAR and TAF==
References for detailed information: [[METAR]], [[TAF]]

==How is an Aerodrome ==
As airports grew bigger over time also the workload for the Air Traffic Controller handling the traffic got bigger. Soon it was necessary to distribute this workload onto more than one controller in order to be able to cope with the traffic.

So the Tower Position got divided into thre basic types with different areas of responsibility.

* Clearance delivery (DEL), responsible for checking flightplans and issuing IFR clearances to departing aircraft.
* Ground (GND), responsible for all traffic on the apron and the taxiways.
* Tower (TWR), responsible for movements on the runway and within its associated Control Zone.
Because Tower and Ground controllers rely very strongly on what they see out of their window, these are the positions which are situated within the airports control tower.

Apart from that there are the controllers who manage the traffic once it has left the control zone. They are again divided into:
* APP Positions, managing the traffic within the airports vicinity (the so called TMA, Terminal Area). In Austria they are situated directly at the airports.
* ACC (Area Control Center, on VATSIM the abbreviation CTR is used) positions, which are responsible for enroute traffic. They reside in Vienna.

Since they all use their radar to control air traffic, they are also called Radar positions.

==Working Delivery Positions==
Clearance Delivery is responsible for checking and correcting flightplans of departing aircraft and issue routing clearances to them.
===Flightplan Structure===
'''Flight plans''' are documents filed by pilots with the local Civil Aviation Authority prior to departure. They generally include basic information such as departure and arrival points, estimated time en route, alternate airports in case of bad weather, type of flight (whether instrument flight rules or visual flight rules), pilot's name and number of people on board. 
For IFR flights, flight plans are used by air traffic control to initiate tracking and routing services. For VFR flights, their only purpose is to provide needed information should search and rescue operations be required.

Aircraft routing types used in flight planning are: Airway, Navaid and Direct. A route may be composed of segments of different routing types.
*'''Airway:''' Airway routing occurs along pre-defined pathways called Airways. Mostly aircraft are required to fly airways between the departure and destination airports. The rules cover altitude, airspeed, and requirements for entering and leaving the airway (SIDs and STARs).
*'''Navaid:''' Navaid routing occurs between Navaids (short for Navigational Aids) which are not always connected by airways. Navaid routing is typically only allowed in the continental U.S. If a flight plan specifies Navaid routing between two Navaids which are connected via an airway, the rules for that particular airway must be followed as if the aircraft was flying Airway routing between those two Navaids. Allowable altitudes are covered in Flight Levels.
*'''Direct:''' Direct routing occurs when one or both of the route segment endpoints are at a latitude/longitude which is not located at a Navaid. This is a routing from Vienna

[[Image:Route.jpg]]

===Issuing IFR Routing Clearances===
DEL gives routing clearances to all departing aircraft with the following information: 
'''Destination of aircraft'''
'''SID''' (= Standard instrument departure) Normally the filed SID is given
Initial climb altitude after departure (5000ft)
'''Squawk''' (Squawk assignments for LOWW are 4600 to 4620)
'''QNH''' (Local QNH of airport according to latest METAR) = given with taxi clearance
CTOT (= Calculated take-off time) Slot time (Normally not used on the VATSIM network)

The '''bold''' marked points are mandatory, all other points are optional. 
 
Normal construction of a routing clearance:
Callsign, cleared to XXXX via XXXXX XX departure, (climb initially 5000ft), Squawk 46XX
Example:
Austrian 125, cleared to Frankfurt via LUGIM 1C departure, climb initially 5000ft,
Squawk 4601.
Some Aircraft are not able to follow SIDs for various reasons, most of the time due to missing equipment. In these cases you should issue a so called vectored departure. A vectored departure clearance includes the same components as a normal clearance but instead of the SID you issue instructions to be carried out after departure. In this case the initial climb altitude is mandatory.
Callsign,cleared to XXXX, after departure rwy XX, XXXXXXX, climb initially 5000ft,
Squawk 46XX
Example:
Austrian 125, cleared to Frankfurt, after departure Runway 29, turn left heading 240
expect vectors to LUGIM, initially climb to 5000 ft, Squawk 4601.
You can find the instructions for each Airport within the [[Study Guide:Airport Details]]
If the pilot responds with a correct readback you should answer with the following phrase:
Callsign, readback correct.
Afterwards you either hand the pilot over to GND or wait for his startup request, depending on local procedures.

===Special Situations (High Traffic, Slots, ...)===
====Slots====
In order to guarantee a safe flow of traffic and to minimize delays in the air so called slots are being used. A slot is a timeframe of five minutes before to ten minutes after the CTOT mentioned before. The aircraft has to depart within this timeframe from its departure airport.
On the VATSIM network this system is only used on special occasions.

==== Verhalten in Situationen mit erhöhtem Verkehrsaufkommen ====
Sometimes one of your neighboring sectors has to stop accepting traffic. In these cases you should delay an aircrafts start-up clearance.

If possible you should inform the pilot about the expected delay:
Austrian 125, readback correct, expect startup in 10 minutes.
Austrian 125, startup approved, expect departure in 10 minutes.

== Working Ground Positions ==
Ground is responsible for all movements of aircraft on ground, except the movements on the runway.
Ground takes over responsibility for Delivery if he is not online. 
 
'''Start-up clearance''' 
Start-up clearance can be given if no other aircraft is taxiing behind the starting-up aircraft and if the take-off is expected in 20 minutes or less.
Austrian 125, start-up approved, (Temperature Minus 3)
'''Push-back clearance''' 
Push-back clearance can be given if no other aircraft is passing behind and the parking position requires push-back (i.e. position at the gate, … [refer to charts])
Austrian 125, push-back approved”
'''Combination of both phrases''' 
During low traffic you can use these two phrases together 
Austrian 125, start(-up) and push(-back) approved
=== Taxi Instructions ===

The pilot pushes back and starts the aircrafts engines. As soon as he is ready for taxi he will call you:

AUA125:AUA125, ready for taxi.

Depending on traffic you can give him the taxi instruction to his departure runway:

GND:AUA125, taxi to holding point Rwy 16 via taxiways Exit 4, L and F, QNH 1019.
AUA125:Taxiing to holding point runway 29 via L and F, AUA125.

Sometimes it is necessary to hold an aircraft in front of another taxiway:

GND:AUA125, hold short of taxiway L.
AUA125:Holding short of L, AUA125.

When an aircraft is approaching its assigned holding-point (and clear of possible traffic-conflict) a hand-off to next higher position (i.e. TWR) shall be initiated as soon as possible.

GND:AUA125, contact now Salzburg Tower on frequency 118.10, bye bye!
AUA125:contacting Tower on frequency 118,10 bye!

Air-taxiing is the Movement of a helicopter / VTOL above the surface of an aerodrome, normally in ground effect and at a ground speed of normally less than 20 KT (37 km/h). Please Note: The actual height may vary, and some helicopters may require air-taxiing above 25 FT (8 m) AGL to reduce ground effect turbulence or provide clearance for cargo sling loads.

OEATD: request air taxi to Runway 29.
GND: OEATD, air taxi to Runway 29 via Exit 13 and M.

===Ground Traffic Management===
To organise the traffic on ground different techniques are available, some of them relying on the pilots seeing each other. Generally you should avoid clearing two aircraft onto crossing pathways, unless you are sure they will never meet each other. To achieve this you should instruct aircraft to hold short of taxiways in the way stated above. Consider the following situation:
{|class="prettytable"
|-
|You are the Ground Controller at Vienna Airport. Runways active are 34 for landing and 29 for departure. DLH6KM has vacated rwy 34 and requests taxi to its parking position. LZB421 is ready for taxi at stand 7Q.
|}
GND:DLH6KM taxi to stand 40 via taxiways D and L, QNH 1019.
DLH6KM:Taxiing to stand 40 via D and L, DLH6KM.
LZB421:Wien ground LZB421 stand 7Q, ready for taxi.
GND:LZB421, taxi taxiway W, hold short of taxiway L.
LZB421:taxiing via W holding short of L.
{|class="prettytable"
|-
|The aircraft are now both approaching the intersection L/W.
|}
GND:LZB421, give way to the DLH B737 crossing left to right on L, thereafter continue
taxi to holding point runway 29 via taxiways Exit 2, M and A1.
LZB421:Giving way to the 737 from left to right, then continuing taxi to holding point
runway 29 via Exit 2, M and A1.
Of course you have to make sure that this instruction is unambiguous, so there shouldn't be two DLH B737s in the area. Also in low visibility operations this procedure might not work very well, in this case you might have to give the aircraft the instruction to continue taxi when the other aircraft has passed.
In some cases it is also useful to let one aircraft follow the other:
GND:LZB421, follow the Austrian DASH 8 crossing you right to left on M to holding point runway 29.
LZB421:following the DASH 8 crossing us right to left on M to holding point runway 29.
===Intersection take-off===
Some flights do not need the whole length of their given departure runway so they might request takeoff from an intersection somewhere down the runway. This procedure is called a intersection takeoff. You should only grant this in coordination with Tower and if traffic situation permits.
Also at some airports intersections are used to be more flexible in the departure sequence (see section [[Study Guide:Tower#Departure_Seperation_-_Based_on_Type_of_Aircraft_and_departure_route|Departure Seperation]]).

===Special Situations (High Traffic, Slots, ...)===
====Slots====
In case the above mentioned slot regulations are in force ground has the responsibility to set up a departure sequence in a way that the aircraft do not miss their slot.
====Opposite runway operations====
At some austrian airports it is very common to use opposite runway configurations (departure and arrival runway are opposite to each other). In these situations it can happen very fast that you have two aircraft facing each other nose to nose. Special attention should be paid to avoid this situation.

==Working Tower Positions==
Tower is responsible for all movements on the runways as well as for all movements within the control zone (CTR), (10NM radius, GND to 2500ft MSL). Tower is also responsible for ground and delivery if they are not online. He also decides which runways are in use.
===ATIS===
ATIS stands for Automatic Terminal Information Service and is a usually automatically generated broadcast that contains essential informations for pilots. It is continuously broadcasted on a dedicated frequency. On initial contact with the controller, pilots should already have listened to the ATIS and state the identifying letter.

A ATIS broadcast has to consist of:
* Name of the Airport
* Identification Letter
* Time of Observation
* Active Runways
* Transition Level
* Wind direction and velocity
* Visibilities
* Special weather conditions (such as rain)
* Cloud ceiling
* Temperature and Dewpoint
* QNH
* Trends

It is updated every 30 minutes or as soon as significant changes occur.

===Determination of active Runways===
Pilots normally prefer to takeoff and land the aircraft with the nose into the wind because it shortens the Rwy length required to safely operate the aircraft. The wind direction given in the METAR is the direction the wind is coming from, so it is easy to compare this wind to your given runways. 
'''Example:'''
{| class="prettytable"
|-
|You are the Tower controller at Salzburg Airport. The only runway at Salzburg is runway 16-34 so you have two directions available (roughly 160° and 340°.) The wind is coming from 180° at 5 knots. So the usual Runway in use would be rwy 16 for takeoff and landing.''
|}
However, at most airports a preferred runway configuration is defined (Find them here: [[Study Guide:Airport Details]]) which should be used if traffic situation and weather permits. Aircraft have certain limitations they can operate in, so normally the tailwind component should not exceed 5-10 knots (again depending on airport). Also the allowed crosswind is limited (This depends very much on the aircraft). 
Be aware that it is the pilots responsibility to accept a certain wind component and that this decision is often based on performance issues, so one pilot might accept the next one refuses to take a certain runway.

So back to our example above:
{| class="prettytable"
|-
|At Salzburg, due to the terrain in the vicinity and city of Salzburg around the airport, runway 34 is preferred for departures and rwy 16 for landing. So the indicated configuration would be DEP 34, ARR 16.
|}

===Transition Altitude/Transition Level===
Knowing the altitude you are flying is one of the most important informations you need in order to safely operate an airplane. Aircraft Altimeters use the air pressure around them to determine their actual altitude. In order to get correct readings you have to use the actual local pressure in your area. As a memory hook you can use this: The altimeter needle moves in the same direction you turn the rotary knob to adjust the pressure. If you turn it counterclockwise, the needle also turns counterclockwise and therefor indicates a lower altitude.

On the other hand it would not be very practical to use the local pressure while flying at higher altitudes, since terrain is not an issue here and you would have to set a new pressure setting in your altimeter every few minutes.

To avoid this pilots use the local pressure when departing from an airport until they pass the so called Transition Altitude (TA), where they set the so called standard pressure (QNH 1013 hpa or Altimeter 29.92 inHg). They continue to use this setting until they descend through the Transition Level (TRL) at their destination airport (or an airport on their route), where they set the local pressure again.

In airport charts only TA is given, whereas TRL has to be determined by ATC. Use the following table to calculated your TRL:
QNH < 0977: TA + 3000 ft.
QNH 0978 - 1012: TA + 2000 ft.
QNH 1013 - 1050: TA + 1000 ft.
QNH 1051 > : TA = TL

The room between TA and TRL is called Transition layer. It ensures that the minimum spacing of 1000 ft between aircraft flying in lower part (with local pressure) and the upper part (using Standard pressure).

===Runway Separation===
The runways are one of the most dangerous spots on an airport because aircraft are travelling at high speed with little room to maneuver and most of the time no ability to stop at a reasonable distance. Because of this the general rule is that '''only one aircaft may be cleared to use a runway at the same time.''' What this means practically and exceptions from this rule are explained in the following chapters.

=== Departing Traffic ===

So now we are at the point where the pilot reaches the Holding Point of his departure runway and reports ready for departure. What are the things you should check before issuing the takeoff clearance?

*Have a look at the flightplan. Take note of the type of aircraft and the Departure Route.
*Check the traffic approaching the runway.

To give him the takeoff clearance the following phrase should be used:

e.g.: TWR: AUA2CM, wind 320 degerees at 7 knots, Runway 29, cleared for takeoff.
AUA2CM: Cleared for takeoff Runway 29, AUA2CM

The pilot lines up on the runway, advances the throttle and takes off. When he is well established in climb check he is squawking Mode C and the right Code. Afterwards he is handed off to the next Controller, in this case a radar position:

TWR: AUA2CM, contact Wien Radar on frequency 128.20, bye bye!
AUA2CM: Contacting Wien Radar on frequency 128.20, AUA2CM.

The next aircraft reports ready for departure. Again check the points above, but this time we cannot give the takeoff clearance straight away because the preceeding aircraft is still occupying the runway. Now you get to know the first exception to the Runway Seperation rule above. To speed things up you can instruct the next aircraft to line up behind the first one while this one is still in the takeoff roll occupying the runway:

TWR: AZA639, behind departing Austrian Airbus A319, line-up rwy 29 behind and wait.
AZA639: behind departing Airbus lining up runway 29 and waiting behind, AZA639.
''Note: The two times behind in this instruction is not a typing error but was implemented''
to emphasize that part of the clearance.

This type of clearance is called a conditional clearance. The earliest possible point where you can issue the next takeoff clearance is, when the preceeding aircraft has overflown the opposite runway end or has clearly turned onto either side of it. However in some cases this could be very close which leads us to the next chapter but before lets have a look on helicopters.

Helicopters are sometimes able to start from there current position like a Helipad or a normal stand, if he want to depart from a Runway you can use the normal Phrases for VFR Traffic.
e.g.: OEATD: Wien Tower, OEATD at General Aviation Parking ready for departure.
TWR: OEATD, Wien Tower, after departure leave control zone via Freudenau and Donauturm, 2500 feet or below, Wind 290° 6 Knots, present position cleared for take-off.
OEATD: After departure leaving the control zone via Freudenau and Donauturm not above 2500 feet, present position cleared for take-off.

===Departure Seperation - Based on Type of Aircraft and departure route===
One of the main tasks of air traffic control is to keep aircraft at a safe distance to each other. So imagine the following situation:
{| class="prettytable"
|-
|
*Two aircraft are departing right after each other.
*The first aircraft is a relatively slow Cessna 208 (~around 70 knots in climb), the second one a fast Boeing 767 (140-180 knots on the initial climb).
*Both follow the same departure route.
|}
Obviously it would not take long until the B767 catches up with the Cessna, a potentially very dangerous situation! You can see, that it is very important to check the flightplan of the aircraft you are about to clear for takeoff. 
The minimum radar seperation in the area around an airport is 3 nm or 1000 feet. These are the limits radar stations have to obey. Tower Controllers should aim to achieve the following seperation for departing aircraft following departure routes which share a common part:
<div align="left">
{| class="prettytable"
|-
|Fast followed by slow||3 nm
|-
|Matching Types||5 nm
|-
|Slow followed by fast||10 nm
|}</div>
In extreme examples like the one above it is often more advisable to coordinate with APP to find another solution. Often this involves clearing the aircraft to a non standard altitude or departure route:
TWR: DLH2441, after departure maintain runway heading, climb initially to 3000 ft
DLH2441: After departure maintaining runway heading, climbing to 3000 ft, DLH2441
TWR: DLH2441, wind 320 degrees at 9 knots, runway 29, cleared for takeoff
DLH2441: Cleared for takeoff runway 29, DLH2441
The other main task of ATC is to expedite the flow of traffic. Situation:
{| class="prettytable"
|-
|
*You have numerous aircraft departing from the same runway, following different departure routes. Some of them involve immediate right turns other SIDs immediate left turns.
*There are two holdingpoints available.
|}
It would benificial to use the gaps that arise between the aircraft using similar Departure Routes, so in close coordination with ground you should try to distribute aircraft over the holding points in a way to be able to fill those gaps.

===Departure Seperation - Based on Wake Turbulence Category===
There are two ways aircraft influence the air around them when passing through it:
{| class="prettytable"
|-
|
*Jetwash produced by the engines
*Turbulence created at the wings and especially at the wingtips
|}
This turbulence can cause severe problems or even loss of control for following aircraft.
The wake turbulence categories are based on the Maximum Takeoff weight (MTOW) of the aircraft:
<div align="left">
{| class="prettytable"
|-
| Light Aircraft (L)||< 7 000 kg
|-
|Medium Aircraft (M)||7 000 – 136 000 kg
|-
|Heavy Aircraft (H)||>136 000 kg
|}</div>
For departing aircraft, 2 minutes separation (3 minutes if the succeeding aircraft departs from an intersection) is applied when an aircraft in wake turbulence category LIGHT or MEDIUM departs behind an aircraft in wake turbulence category HEAVY, or when a LIGHT category aircraft departs behind a MEDIUM category aircraft. 
You may issue a take-off clearance to an aircraft that has waived wake turbulence separation, except, if it's a light or medium aircraft departing as follows:
{| class="prettytable"
|-
|
*Behind a heavy a/c and takeoff is started from an interception or along the runway in the direction of take-off.
*Behind a heavy a/c that is taking off or making a low or missed approach in the opposite direction on the same runway.
*Behind a heavy a/c that is making a low or missed approach in the same direction of the runway.
|}
To point out this hazard to a pilot the following phrase should be used:
TWR:ESK32C, behind departing heavy B777 line up runway 16 behind and wait,
caution wake turbulence.
ESK32C: behind departing B777 lining up rwy 29 and waiting, ESK32C.

===Use of the word takeoff===
The word take-off shall only be used in combination with the take-off clearance (cleared for take-off). For other phrases use the word departure (ready for departure – NOT ready for take-off!).

=== Arriving Traffic ===

Arriving Aircraft call you when they are established on an approach to a runway. Most of the time this is an ILS Approach but also other kinds are possible.

MAH224:Linz Tower, MAH224 established ILS Approach rwy 27.

Again you are not allowed to clear more than one aircraft onto the same runway at the same time. 

{| class="prettytable"
|-
| In order to issue a landing clearance
#preceeding departing traffic must have overflown the opposite runway threshold or clearly turned onto either side of the runway.
#preceeding landing traffic must have left the runway safety strip with all parts.
#traffic crossing the runway must have left the runway safety strip with all parts.

|}

If these conditions are met use the following phrase to clear the aircraft:

TWR:MAH224, Linz Tower, wind 300 degerees at 16 knots, runway 27, cleared to land.
MAH224:cleared to land runway 27, MAH224.

During periods of high traffic it is likely that you have more than one aircraft approaching the same runway at the same time. Approach has to ensure the minimum radar seperation of 3 nm and additionally increased seperation due to wake turbulence.

AUA26T:Linz Tower, AUA26T established ILS 27.
TWR:AUA26T, Linz Tower, continue approach, wind 300 degrees at 16 knots.
AUA26T:continuing approach, AUA26T.

{| class="prettytable"
|-
| Meanwhile MAH224 has left the runway.
|}

TWR:AUA26T wind 310 degrees at 14 knots, runway 27 cleared to land.
AUA26T:Runway 27, cleared to land, MAH224.

Often it is useful to give pilots additional information, such as traffic information or wind:

{| class="prettytable"
|-
| CSA276 is following NLY7751 (A320):
|}

CSA276: Wien Tower, CSA276 established ILS 34.
TWR:CSA276, Wien Tower, preceeding traffic is a NLY Airbus A320 3,5 nm ahead of you, continue
approach runway 34, wind 010 degrees at 4 knots.
CSA276:We have the airbus in sight continuing approach, CSA276.

{| class="prettytable"
|-
| AUA81 is approaching runway 16, OE-AGA is on left base runway 16 and there is a rescue helicopter operating in the area around Freudenau.
|}

AUA81:Wien Tower, AUA81 established ILS 16
TWR:AUA81, Wien Tower, VFR traffic is on left base rwy 16, continue approach, wind 140
degrees at 7 knots.
AUA81:continuing approach, AUA81.
TWR:AUA81, There is an helicopter operating west of the extended centerline, presently at
your one o'clock position, 5 nm, 1400 ft.
AUA81: Thank you, looking out, AUA81.
AUA81: traffic in sight, AUA81.

Helicopters don't need a Runway for the approach, sometimes they are able to land at their parking position, lets have a look on the Phrases.
eg. the rescue helicopter from the example above needs to land on your airport:
OEATD: Wien Tower, request landing at the General Aviation Terminal.
TWR: OEATD, wind 010 degreees 4 knots direct General Aviation Terminal, cleared to land.

To give you an idea how dense traffic can get in real life consider that during peak times and good weather the seperation is reduced to 2,5 nm. This equals to one landing every 75 seconds. However on VATSIM the minimum seperation is 3 nm which already requires good cooperation from all the pilots involved.

===Merging Departing and Arriving Traffic===
And now to the most fun part of being a Tower Controller. Sometimes you get into the situation that you use the same runway for departures and arrivals. Either your airport has only one runway or weather demand this configuration.

Still the above rule of only one aircraft at the same time applies, however we also use conditional clearances which look very similar to those above in the departing traffic section.
LOWW_TWR: AUA123, Traffic short final RWY 29, C750, report in sight
AUA123: Traffic in sight, AUA123
LOWW_TWR: AUA123, behind landing C750 line up RWY 29 behind and wait
AUA123: Behind landing C750 lining up RWY 29 behdind and waiting, AUA123
To avoid misunderstandings, this time we make sure that the Pilot has the the landing aircraft in sight.
You don't have to worry about wake turbulence seperation between landing and departing aircraft since they never cross through each others wake.

To depart an aircraft in front of an approaching aircraft at the time of the departure clearance given the arriving aircraft should not be closer than 4 nm to touchdown.
To squeeze a departing aircraft between two arrivals you normally need a minimum of 6 nm between them. It is important for you to check carefully if you have the necessary gap, so have a close look at the distance between the arrivals and their speed. If the second one comes in faster than normal consider this in your calculation. Also you should make sure, that the pilot will be ready for departure when you need him to depart. To check this use the following phrase:
Callsign, are you ready for immediate departure?
Again it is a good idea to give the pilot an idea of the traffic situation around him.

Example:
{| class="prettytable"
|-
|You are the Tower Controller at Vienna airport. Runway 29 is active for departures and arrivals. One aircraft is on a 5 nm final, one at 12 nm out. Additionally you have two departures waiting at the holding point of ruwnay 29.
|}
TWR:CAL275, are you ready for immediate departure?
CAL275:Affirmitive, ready for immediate departure, CAL275
TWR:Traffic is now at a 4 nm final, wind 300 degrees at 7 knots, runway 29 cleared for
immediate takeoff.
CAL275:cleared for immediate takeoff runway 29, CAL275
{| class="prettytable"
|-
|After the CAL B747 has taken off.
|}
TWR:AUA289, wind 300 degrees at 7 knots, runway 29, cleared to land.
AUA289:Runway 29, cleared to land, AUA289.
TWR:AUA2LT, traffic is an AUA Airbus A320 on a 2 nm final rwy 29, do you have traffic in sight?
AUA2LT:Traffic in sight, AUA2LT.
TWR:AUA2LT, behind landing traffic line up runway 29 behind and wait.
AUA2LT:Behind the landing Airbus, lining up runway 29 behind and waiting, AUA2LT.
{| class="prettytable"
|-
|AUA289 has vacated the runway.
|}
TWR:AUA2LT, wind 300 degrees at 8 knots, runway 29 cleared for takeoff, landing traffic is
now on a 3,5 nm final.
AUA2LT:cleread for takeoff runway 29, AUA2LT.

==VFR Traffic - Differences==
The essential collision safety principle guiding the VFR pilot is "see and avoid." Pilots flying under VFR assume responsibility for their separation from all other aircraft and are generally not assigned routes or altitudes by air traffic control. Governing agencies establish specific requirements for VFR flight, consisting of minimum visibility, distance from clouds, and altitude to ensure that aircraft operating under VFR can be seen from a far enough distance to ensure safety.

To guide VFR TRaffic through your airspace you make use of VFR Routes, Sectors and reporting Points.
'''Used phrases''':
TWR:OE-AGA, enter control zone via VFR route Klosterneuburg – Freudenau, 1500ft or below,
QNH 1020, Squawk 4604, report XXXX (i.e. Freudenau), expect runway 29.
TWR:OE-AGA hold (orbit) overhead XXXX (i.e. Freudenau) in XXXX (i.e. 2500ft)

VFR flights should be guided into downwind, base and final leg for landing. 
TWR:OE-AGA, enter downwind for runway 29, report on downwind
TWR:OE-AGA, enter base for runway 29, report on base

VFR Flights get their Clearance from Tower. After startup, they will contact Ground for taxi, thereafter the Tower will issue the clearance. A possible VFR clearance could be: 
TWR:OE-AGA, verlassen Sie die Kontrollzone über Sichtflugstrecke Klosterneuburg, 1500 Fuß
oder darunter, QNH 1014, Squawk 4607, Rechtskurve nach dem Abheben so bald als möglich.
TWR:OE-AGA, leave controlzone via VFR-route Klosterneuburg, 1500 feet or below,
QNH 1014, Squawk 4607, right turn after departure as soon as possible.

TWR:OE-AGA, steigen sie auf 3500 Fuß, melden Sie Donauturm.
TWR:OE-AGA, climb 3500 feet, report Donauturm.

In the air ATC provides traffic information.
TWR:OE-AGA, Traffic at your 12 o'clock position, 2100 feet, a PA28 on VFR inbound
route Klosterneuburg-Freudenau.

When the aircraft leaves the controlzone.
TWR:OE-AGA, set Sqauwk 7000, leaving frequency is approved.

Wien Tower/Turm can also be contacted in German.

===Merging in VFR Traffic===
To manage VFR Traffic efficiently you have to use traffic information and visual seperation.
TWR: OE-ANX, traffic at your 3 o´clock position, moving right to left, B767, distance 2.5
miles, report mentioned traffic in sight
OE-ANX: Traffic in sight, OE-ANX
Because of other traffic it might be necessary for the aircraft to remain in the downwind leg until the traffic has passed:
TWR:OE-AGA, fly extended right downwind, standby for base.
OE-AGA: Extending right downwind, OE-AGA
To instruct the aircraft to continue it's approach use the following procedure:
TWR: OE-ANX, traffic at your 3 o´clock position, moving right to left, B767, distance 2.5
miles, report mentioned traffic in sight
OE-ANX: Traffic in sight, OE-ANX
TWR:OE-AGA, behind B767 traffic, enter final RWY 29, caution wake turbulence
OE-AGA: Behind B767, enter final RWY 29 behind, caution wake turbulence, OE-ANX
When using an extended downwind you should always consider that the aircrafts speed might be considerably lower than the speed of other aircrafts involved. So if an aircraft has to fly a long way out it might take some time for it to come all the way back, generating a big gap in the arrival sequence. Instead you should aim to keep the plane within the vicinity of the airfield:
TWR: OE-AGA, Make a right three-sixty.
OE-AGA: Making three-sixty to the right.
TWR: OE-AGA, Orbit left
OE-AGA: Orbiting left, OE-AGA
The second instructions means, that the pilot should make orbits until further advice.
===Information Positions===

==Special Situations (High Traffic, Slots, ...)==
===High traffic situations===
During high traffic situations communication with adjacent approach sectors is very important. Especially during single runway operations you might have to ask for increased inbound spacing to be able to fit in departing aircraft.
===Additional phrases during periods of high traffic===
In order to expedite the flow of traffic use the following phrases:
Austrian 125, wind is xxx/xx runway 29 cleared for takeoff, expedite
Austrian 125, wind is xxx/xx runway 34 cleared to land, expedite vacating
OE-ABC, wind xxx/xx, runway 29 cleared for takeoff, after departure right turn
as soon as practicable

===Opposite runway operations===
This is one of the more difficult situtions for a Tower controller. You have to consider the departure route of each aircraft to estimate the required spacing to arriving traffic. Again close coordination with approach is very important.

== Ressourcen ==
* [http://vateud.net/index.php?option=com_content&view=article&id=77&Itemid=122 VATEUD Training Department]
* [http://de.wikipedia.org/wiki/ICAO-Alphabet Wikipedia: Buchstabentafel]
 
[[Category:Dokumentation]]

Study Guide:Tower

2011-11-18T11:09:01Z

Georg Lauenstein: /* Flightplan Structure */

==Introduction==
This Study Guide has been designed to give you all the information needed to start controlling as a Tower controller on the VATSIM network.

==Radio Communication - Basics==
Because communication is crucially important for Air Traffic Control a fixed format and syntax is used, in order to minimize the risk of misunderstandings and to keep messages short. Worldwide English is the primary language in use, however in most countries you are also allowed to use the local language. In Austria VFR flights can choose their language whereas IFR flights are mostly conducted in English. Link: [[Buchstabiertabelle]]
===Basic Rules===
In order to achieve the goals set above the following rules important:
#''Listen before you talk''
#: It's impossible for two radio stations to transmit on the same frequency at the same time. If this is done, the radio signal will be blocked and this will result in a nasty noise on the frequency. Therefore it's important that every station monitors the frequency for about 5 seconds before transmitting, to make sure there’s no ongoing radio traffic. If you hear an ongoing conversation, wait until the conversation is over before you begin to transmit. Don’t start your communication if there is a read-back expected on the last transmission even if there is a short pause.
#''Think before you talk''
#: The radio traffic flow should be as smooth as possible. To achieve this it's vital to "think first" before transmitting so that a clear, concise and uninterrupted message can be sent.
#''As far as possible use standard phraseology and syntax''
#: To prevent misunderstandings and to maintain the radio traffic as effective as possible, stick to standardized phraseology and skip slang and of course private messages.

===Callsigns and Initial Contact===
Every participant on the network has his own Callsign. Controller Positions are identified by their location and their Function (e.g. Wien Radar, Graz Tower), Aircraft either by their Registration (e.g. OE-ALB) or an Airline Callsign followed by a combination of numbers and letters (e.g. AUA25LM, SWR387).
To pronounce these letters and digits the ICAO-Alphabet is used.
''
To initiate the contact between two stations an initial call has to be made. This call has the following structure:''
'''Station 1:''' Station 2, Station 1, Message
'''Station 2:''' Station 1, Station 2, Message
''Example - Austrian 251 is calling Wien Tower:''
'''AUA251:''' Wien Tower, Austrian 251, established ILS 34
'''LOWW_TWR:''' Austrian 251, Wien Tower, continue approach
In Subsequent calls the calling station part can be ommited. 
When a controller (or aircraft) transmits a message to a station it is very important that the receiving station acknowledge the message and reads back any required parts.. If the receiving station does not acknowledge, the transmitted message is considered as a lost transmission and the sender should resend the message or check if the receiving station got the message.
Items that must always be read back in full are all clearances (including altitudes, heaings, speeds, radials etc), runway in use, altimeter setting (QNH or QFE) and transition level, and all frequencies. For a controller, this is extremely important to remember, since if a pilot's readback is incorrect, the controller has to ask for confirmation, i.e a new readback. There are also items that should not be read back to reduce unnesessary radio transmissions. In short, this includes everything not mentioned above, but a few examples are: wind, temperature and other weather information (except altimeter settings) and traffic information in detail.
When giving an instruction the Callsign is stated at the beginning, when reading back you usually add it at the end of your transmission (although you are allowed to do it at the beginning too). 
'''Examples:'''
'''LOWW_APP:''' AUA251, turn left heading 290, descend Altitude 5000 feet, QNH 1019.
'''AUA251:''' Turn left heading 290, descending altitude 5000 feet QNH 1019, AUA251
 
'''LOWW_GND:''' OE-DLT, taxi to Holding Point Runway 29 via Exit 12, M and A1, QNH 1019, give way
to Speedbird Airbus A320 crossing you right to left on M.
'''OE-DLT:''' Taxiing to H/P Rwy 29 via Exit 12, M and A1, giving way to Speedbird
Airbus A320 on M, OE-DLT.
 
'''LOWW_TWR:''' NLY2678, wind 330 degrees at 6 knots, Rwy 29, cleared for takeoff.
'''NLY2678:''' Rwy 29, cleared for takeoff, NLY2678.

==Aircraft and basic Flying Principles==
===Producing Lift===
For an aircraft to fly the lift force produced by (mostly) the wings has to outweigh the gravitational force that affects the aircraft.

Basically a wing produces lift by deflecting the air it moves through into one direction. According to Newton's third law of motion the lift is produced into the opposite direction. This lift grows with the speed the aircraft has in relation to the air and with the angle the wing draws with the direction of movement. This angle is called Angle of Attack (AoA).

The principle only works as long as a steady airflow around the wing exists. As soon as the airflow seperates from the wings surface the lift starts to decerease. The AoA at which this occurs is called critical Angle of Attack. It depends on the profile of the wing and it's dimensions but for subsonic aircrafts it typically lies between 8 and 21 degrees.

Think of an level flying aircraft that reduces it speed. In order to compensate the reducing lift the pilot has to raise the nose. However at some point the Angle of Attack will cross the critical angle of Attack and the pilot will find himself in a stall. So the speed of an aircraft is limited on the lower side by the so called stall speed. Because the stall speed depends on the profile most aircraft are equipped with devices that alter the profile during flight such as flaps or slats.

On approach pilots have to fly in a certain speed range in order to conduct a safe landing. The lower boundary is called landing reference speed and is often a fixed multiple of the stall speed. As a result of this the approach speed also depends on weight an aircraft configuration (Flap/Slat setting). For safety the Approach Vapp is higher than Vref and the difference depends mostly on the weather conditions.

Generally you can say that bigger aircraft also have a bigger approach speed however at some point this rule does not work anymore because the Vref depends largely on the aircrafts weight in relation to it's maximum takeoff weight (MTOW). The speed ranges from 50 knots in a C150 up to 170 knots with a fully loaded 747. However for example it is possible that a light 747 is slower than a fully loaded 737.

===Aircraft Categories===
The most important ways of categorizing aircraft in aviation are by weight or by approach speed.
====Weight Categories====
Aircraft are categorized into three weight categories:
{| class="prettytable"
|'''Category'''||'''MTOW'''
|-
|Light Aircraft (L)||< 7 000 kg
|-
|Medium Aircraft (M)||7 000 – 136 000 kg
|-
|Heavy Aircraft (H)||>136 000 kg
|}
You can find a list of aircrafts in this link [http://www.skybrary.aero/index.php?title=Category:Aircraft&until=D228]
 Weight depicted is MTOW.

====Approach Speed====
Aircraft are categorized by their reference approach speed (Vref) at maximum landing weight:
{| class="prettytable"
|'''Category'''||'''Vref'''
|-
|A||<= 90 knots
|-
|B||91 - 120 knots
|-
|C||121 - 140 knots
|-
|D||141 - 165 knots
|-
|E||>= 165 knots
|}

==METAR and TAF==
References for detailed information: [[METAR]], [[TAF]]

==How is an Aerodrome ==
As airports grew bigger over time also the workload for the Air Traffic Controller handling the traffic got bigger. Soon it was necessary to distribute this workload onto more than one controller in order to be able to cope with the traffic.

So the Tower Position got divided into thre basic types with different areas of responsibility.

* Clearance delivery (DEL), responsible for checking flightplans and issuing IFR clearances to departing aircraft.
* Ground (GND), responsible for all traffic on the apron and the taxiways.
* Tower (TWR), responsible for movements on the runway and within its associated Control Zone.
Because Tower and Ground controllers rely very strongly on what they see out of their window, these are the positions which are situated within the airports control tower.

Apart from that there are the controllers who manage the traffic once it has left the control zone. They are again divided into:
* APP Positions, managing the traffic within the airports vicinity (the so called TMA, Terminal Area). In Austria they are situated directly at the airports.
* ACC (Area Control Center, on VATSIM the abbreviation CTR is used) positions, which are responsible for enroute traffic. They reside in Vienna.

Since they all use their radar to control air traffic, they are also called Radar positions.

==Working Delivery Positions==
Clearance Delivery is responsible for checking and correcting flightplans of departing aircraft and issue routing clearances to them.
===Flightplan Structure===
'''Flight plans''' are documents filed by pilots with the local Civil Aviation Authority prior to departure. They generally include basic information such as departure and arrival points, estimated time en route, alternate airports in case of bad weather, type of flight (whether instrument flight rules or visual flight rules), pilot's name and number of people on board. 
For IFR flights, flight plans are used by air traffic control to initiate tracking and routing services. For VFR flights, their only purpose is to provide needed information should search and rescue operations be required.

Aircraft routing types used in flight planning are: Airway, Navaid and Direct. A route may be composed of segments of different routing types.
*'''Airway:''' Airway routing occurs along pre-defined pathways called Airways. Mostly aircraft are required to fly airways between the departure and destination airports. The rules cover altitude, airspeed, and requirements for entering and leaving the airway (SIDs and STARs).
*'''Navaid:''' Navaid routing occurs between Navaids (short for Navigational Aids) which are not always connected by airways. Navaid routing is typically only allowed in the continental U.S. If a flight plan specifies Navaid routing between two Navaids which are connected via an airway, the rules for that particular airway must be followed as if the aircraft was flying Airway routing between those two Navaids. Allowable altitudes are covered in Flight Levels.
*'''Direct:''' Direct routing occurs when one or both of the route segment endpoints are at a latitude/longitude which is not located at a Navaid. This is a routing from Vienna

http://wiki.vacc-austria.org/images/5/52/Route.JPG

===Issuing IFR Routing Clearances===
DEL gives routing clearances to all departing aircraft with the following information: 
'''Destination of aircraft'''
'''SID''' (= Standard instrument departure) Normally the filed SID is given
Initial climb altitude after departure (5000ft)
'''Squawk''' (Squawk assignments for LOWW are 4600 to 4620)
'''QNH''' (Local QNH of airport according to latest METAR) = given with taxi clearance
CTOT (= Calculated take-off time) Slot time (Normally not used on the VATSIM network)

The '''bold''' marked points are mandatory, all other points are optional. 
 
Normal construction of a routing clearance:
Callsign, cleared to XXXX via XXXXX XX departure, (climb initially 5000ft), Squawk 46XX
Example:
Austrian 125, cleared to Frankfurt via LUGIM 1C departure, climb initially 5000ft,
Squawk 4601.
Some Aircraft are not able to follow SIDs for various reasons, most of the time due to missing equipment. In these cases you should issue a so called vectored departure. A vectored departure clearance includes the same components as a normal clearance but instead of the SID you issue instructions to be carried out after departure. In this case the initial climb altitude is mandatory.
Callsign,cleared to XXXX, after departure rwy XX, XXXXXXX, climb initially 5000ft,
Squawk 46XX
Example:
Austrian 125, cleared to Frankfurt, after departure Runway 29, turn left heading 240
expect vectors to LUGIM, initially climb to 5000 ft, Squawk 4601.
You can find the instructions for each Airport within the [[Study Guide:Airport Details]]
If the pilot responds with a correct readback you should answer with the following phrase:
Callsign, readback correct.
Afterwards you either hand the pilot over to GND or wait for his startup request, depending on local procedures.

===Special Situations (High Traffic, Slots, ...)===
====Slots====
In order to guarantee a safe flow of traffic and to minimize delays in the air so called slots are being used. A slot is a timeframe of five minutes before to ten minutes after the CTOT mentioned before. The aircraft has to depart within this timeframe from its departure airport.
On the VATSIM network this system is only used on special occasions.

==== Verhalten in Situationen mit erhöhtem Verkehrsaufkommen ====
Sometimes one of your neighboring sectors has to stop accepting traffic. In these cases you should delay an aircrafts start-up clearance.

If possible you should inform the pilot about the expected delay:
Austrian 125, readback correct, expect startup in 10 minutes.
Austrian 125, startup approved, expect departure in 10 minutes.

== Working Ground Positions ==
Ground is responsible for all movements of aircraft on ground, except the movements on the runway.
Ground takes over responsibility for Delivery if he is not online. 
 
'''Start-up clearance''' 
Start-up clearance can be given if no other aircraft is taxiing behind the starting-up aircraft and if the take-off is expected in 20 minutes or less.
Austrian 125, start-up approved, (Temperature Minus 3)
'''Push-back clearance''' 
Push-back clearance can be given if no other aircraft is passing behind and the parking position requires push-back (i.e. position at the gate, … [refer to charts])
Austrian 125, push-back approved”
'''Combination of both phrases''' 
During low traffic you can use these two phrases together 
Austrian 125, start(-up) and push(-back) approved
=== Taxi Instructions ===

The pilot pushes back and starts the aircrafts engines. As soon as he is ready for taxi he will call you:

AUA125:AUA125, ready for taxi.

Depending on traffic you can give him the taxi instruction to his departure runway:

GND:AUA125, taxi to holding point Rwy 16 via taxiways Exit 4, L and F, QNH 1019.
AUA125:Taxiing to holding point runway 29 via L and F, AUA125.

Sometimes it is necessary to hold an aircraft in front of another taxiway:

GND:AUA125, hold short of taxiway L.
AUA125:Holding short of L, AUA125.

When an aircraft is approaching its assigned holding-point (and clear of possible traffic-conflict) a hand-off to next higher position (i.e. TWR) shall be initiated as soon as possible.

GND:AUA125, contact now Salzburg Tower on frequency 118.10, bye bye!
AUA125:contacting Tower on frequency 118,10 bye!

Air-taxiing is the Movement of a helicopter / VTOL above the surface of an aerodrome, normally in ground effect and at a ground speed of normally less than 20 KT (37 km/h). Please Note: The actual height may vary, and some helicopters may require air-taxiing above 25 FT (8 m) AGL to reduce ground effect turbulence or provide clearance for cargo sling loads.

OEATD: request air taxi to Runway 29.
GND: OEATD, air taxi to Runway 29 via Exit 13 and M.

===Ground Traffic Management===
To organise the traffic on ground different techniques are available, some of them relying on the pilots seeing each other. Generally you should avoid clearing two aircraft onto crossing pathways, unless you are sure they will never meet each other. To achieve this you should instruct aircraft to hold short of taxiways in the way stated above. Consider the following situation:
{|class="prettytable"
|-
|You are the Ground Controller at Vienna Airport. Runways active are 34 for landing and 29 for departure. DLH6KM has vacated rwy 34 and requests taxi to its parking position. LZB421 is ready for taxi at stand 7Q.
|}
GND:DLH6KM taxi to stand 40 via taxiways D and L, QNH 1019.
DLH6KM:Taxiing to stand 40 via D and L, DLH6KM.
LZB421:Wien ground LZB421 stand 7Q, ready for taxi.
GND:LZB421, taxi taxiway W, hold short of taxiway L.
LZB421:taxiing via W holding short of L.
{|class="prettytable"
|-
|The aircraft are now both approaching the intersection L/W.
|}
GND:LZB421, give way to the DLH B737 crossing left to right on L, thereafter continue
taxi to holding point runway 29 via taxiways Exit 2, M and A1.
LZB421:Giving way to the 737 from left to right, then continuing taxi to holding point
runway 29 via Exit 2, M and A1.
Of course you have to make sure that this instruction is unambiguous, so there shouldn't be two DLH B737s in the area. Also in low visibility operations this procedure might not work very well, in this case you might have to give the aircraft the instruction to continue taxi when the other aircraft has passed.
In some cases it is also useful to let one aircraft follow the other:
GND:LZB421, follow the Austrian DASH 8 crossing you right to left on M to holding point runway 29.
LZB421:following the DASH 8 crossing us right to left on M to holding point runway 29.
===Intersection take-off===
Some flights do not need the whole length of their given departure runway so they might request takeoff from an intersection somewhere down the runway. This procedure is called a intersection takeoff. You should only grant this in coordination with Tower and if traffic situation permits.
Also at some airports intersections are used to be more flexible in the departure sequence (see section [[Study Guide:Tower#Departure_Seperation_-_Based_on_Type_of_Aircraft_and_departure_route|Departure Seperation]]).

===Special Situations (High Traffic, Slots, ...)===
====Slots====
In case the above mentioned slot regulations are in force ground has the responsibility to set up a departure sequence in a way that the aircraft do not miss their slot.
====Opposite runway operations====
At some austrian airports it is very common to use opposite runway configurations (departure and arrival runway are opposite to each other). In these situations it can happen very fast that you have two aircraft facing each other nose to nose. Special attention should be paid to avoid this situation.

==Working Tower Positions==
Tower is responsible for all movements on the runways as well as for all movements within the control zone (CTR), (10NM radius, GND to 2500ft MSL). Tower is also responsible for ground and delivery if they are not online. He also decides which runways are in use.
===ATIS===
ATIS stands for Automatic Terminal Information Service and is a usually automatically generated broadcast that contains essential informations for pilots. It is continuously broadcasted on a dedicated frequency. On initial contact with the controller, pilots should already have listened to the ATIS and state the identifying letter.

A ATIS broadcast has to consist of:
* Name of the Airport
* Identification Letter
* Time of Observation
* Active Runways
* Transition Level
* Wind direction and velocity
* Visibilities
* Special weather conditions (such as rain)
* Cloud ceiling
* Temperature and Dewpoint
* QNH
* Trends

It is updated every 30 minutes or as soon as significant changes occur.

===Determination of active Runways===
Pilots normally prefer to takeoff and land the aircraft with the nose into the wind because it shortens the Rwy length required to safely operate the aircraft. The wind direction given in the METAR is the direction the wind is coming from, so it is easy to compare this wind to your given runways. 
'''Example:'''
{| class="prettytable"
|-
|You are the Tower controller at Salzburg Airport. The only runway at Salzburg is runway 16-34 so you have two directions available (roughly 160° and 340°.) The wind is coming from 180° at 5 knots. So the usual Runway in use would be rwy 16 for takeoff and landing.''
|}
However, at most airports a preferred runway configuration is defined (Find them here: [[Study Guide:Airport Details]]) which should be used if traffic situation and weather permits. Aircraft have certain limitations they can operate in, so normally the tailwind component should not exceed 5-10 knots (again depending on airport). Also the allowed crosswind is limited (This depends very much on the aircraft). 
Be aware that it is the pilots responsibility to accept a certain wind component and that this decision is often based on performance issues, so one pilot might accept the next one refuses to take a certain runway.

So back to our example above:
{| class="prettytable"
|-
|At Salzburg, due to the terrain in the vicinity and city of Salzburg around the airport, runway 34 is preferred for departures and rwy 16 for landing. So the indicated configuration would be DEP 34, ARR 16.
|}

===Transition Altitude/Transition Level===
Knowing the altitude you are flying is one of the most important informations you need in order to safely operate an airplane. Aircraft Altimeters use the air pressure around them to determine their actual altitude. In order to get correct readings you have to use the actual local pressure in your area. As a memory hook you can use this: The altimeter needle moves in the same direction you turn the rotary knob to adjust the pressure. If you turn it counterclockwise, the needle also turns counterclockwise and therefor indicates a lower altitude.

On the other hand it would not be very practical to use the local pressure while flying at higher altitudes, since terrain is not an issue here and you would have to set a new pressure setting in your altimeter every few minutes.

To avoid this pilots use the local pressure when departing from an airport until they pass the so called Transition Altitude (TA), where they set the so called standard pressure (QNH 1013 hpa or Altimeter 29.92 inHg). They continue to use this setting until they descend through the Transition Level (TRL) at their destination airport (or an airport on their route), where they set the local pressure again.

In airport charts only TA is given, whereas TRL has to be determined by ATC. Use the following table to calculated your TRL:
QNH < 0977: TA + 3000 ft.
QNH 0978 - 1012: TA + 2000 ft.
QNH 1013 - 1050: TA + 1000 ft.
QNH 1051 > : TA = TL

The room between TA and TRL is called Transition layer. It ensures that the minimum spacing of 1000 ft between aircraft flying in lower part (with local pressure) and the upper part (using Standard pressure).

===Runway Separation===
The runways are one of the most dangerous spots on an airport because aircraft are travelling at high speed with little room to maneuver and most of the time no ability to stop at a reasonable distance. Because of this the general rule is that '''only one aircaft may be cleared to use a runway at the same time.''' What this means practically and exceptions from this rule are explained in the following chapters.

=== Departing Traffic ===

So now we are at the point where the pilot reaches the Holding Point of his departure runway and reports ready for departure. What are the things you should check before issuing the takeoff clearance?

*Have a look at the flightplan. Take note of the type of aircraft and the Departure Route.
*Check the traffic approaching the runway.

To give him the takeoff clearance the following phrase should be used:

e.g.: TWR: AUA2CM, wind 320 degerees at 7 knots, Runway 29, cleared for takeoff.
AUA2CM: Cleared for takeoff Runway 29, AUA2CM

The pilot lines up on the runway, advances the throttle and takes off. When he is well established in climb check he is squawking Mode C and the right Code. Afterwards he is handed off to the next Controller, in this case a radar position:

TWR: AUA2CM, contact Wien Radar on frequency 128.20, bye bye!
AUA2CM: Contacting Wien Radar on frequency 128.20, AUA2CM.

The next aircraft reports ready for departure. Again check the points above, but this time we cannot give the takeoff clearance straight away because the preceeding aircraft is still occupying the runway. Now you get to know the first exception to the Runway Seperation rule above. To speed things up you can instruct the next aircraft to line up behind the first one while this one is still in the takeoff roll occupying the runway:

TWR: AZA639, behind departing Austrian Airbus A319, line-up rwy 29 behind and wait.
AZA639: behind departing Airbus lining up runway 29 and waiting behind, AZA639.
''Note: The two times behind in this instruction is not a typing error but was implemented''
to emphasize that part of the clearance.

This type of clearance is called a conditional clearance. The earliest possible point where you can issue the next takeoff clearance is, when the preceeding aircraft has overflown the opposite runway end or has clearly turned onto either side of it. However in some cases this could be very close which leads us to the next chapter but before lets have a look on helicopters.

Helicopters are sometimes able to start from there current position like a Helipad or a normal stand, if he want to depart from a Runway you can use the normal Phrases for VFR Traffic.
e.g.: OEATD: Wien Tower, OEATD at General Aviation Parking ready for departure.
TWR: OEATD, Wien Tower, after departure leave control zone via Freudenau and Donauturm, 2500 feet or below, Wind 290° 6 Knots, present position cleared for take-off.
OEATD: After departure leaving the control zone via Freudenau and Donauturm not above 2500 feet, present position cleared for take-off.

===Departure Seperation - Based on Type of Aircraft and departure route===
One of the main tasks of air traffic control is to keep aircraft at a safe distance to each other. So imagine the following situation:
{| class="prettytable"
|-
|
*Two aircraft are departing right after each other.
*The first aircraft is a relatively slow Cessna 208 (~around 70 knots in climb), the second one a fast Boeing 767 (140-180 knots on the initial climb).
*Both follow the same departure route.
|}
Obviously it would not take long until the B767 catches up with the Cessna, a potentially very dangerous situation! You can see, that it is very important to check the flightplan of the aircraft you are about to clear for takeoff. 
The minimum radar seperation in the area around an airport is 3 nm or 1000 feet. These are the limits radar stations have to obey. Tower Controllers should aim to achieve the following seperation for departing aircraft following departure routes which share a common part:
<div align="left">
{| class="prettytable"
|-
|Fast followed by slow||3 nm
|-
|Matching Types||5 nm
|-
|Slow followed by fast||10 nm
|}</div>
In extreme examples like the one above it is often more advisable to coordinate with APP to find another solution. Often this involves clearing the aircraft to a non standard altitude or departure route:
TWR: DLH2441, after departure maintain runway heading, climb initially to 3000 ft
DLH2441: After departure maintaining runway heading, climbing to 3000 ft, DLH2441
TWR: DLH2441, wind 320 degrees at 9 knots, runway 29, cleared for takeoff
DLH2441: Cleared for takeoff runway 29, DLH2441
The other main task of ATC is to expedite the flow of traffic. Situation:
{| class="prettytable"
|-
|
*You have numerous aircraft departing from the same runway, following different departure routes. Some of them involve immediate right turns other SIDs immediate left turns.
*There are two holdingpoints available.
|}
It would benificial to use the gaps that arise between the aircraft using similar Departure Routes, so in close coordination with ground you should try to distribute aircraft over the holding points in a way to be able to fill those gaps.

===Departure Seperation - Based on Wake Turbulence Category===
There are two ways aircraft influence the air around them when passing through it:
{| class="prettytable"
|-
|
*Jetwash produced by the engines
*Turbulence created at the wings and especially at the wingtips
|}
This turbulence can cause severe problems or even loss of control for following aircraft.
The wake turbulence categories are based on the Maximum Takeoff weight (MTOW) of the aircraft:
<div align="left">
{| class="prettytable"
|-
| Light Aircraft (L)||< 7 000 kg
|-
|Medium Aircraft (M)||7 000 – 136 000 kg
|-
|Heavy Aircraft (H)||>136 000 kg
|}</div>
For departing aircraft, 2 minutes separation (3 minutes if the succeeding aircraft departs from an intersection) is applied when an aircraft in wake turbulence category LIGHT or MEDIUM departs behind an aircraft in wake turbulence category HEAVY, or when a LIGHT category aircraft departs behind a MEDIUM category aircraft. 
You may issue a take-off clearance to an aircraft that has waived wake turbulence separation, except, if it's a light or medium aircraft departing as follows:
{| class="prettytable"
|-
|
*Behind a heavy a/c and takeoff is started from an interception or along the runway in the direction of take-off.
*Behind a heavy a/c that is taking off or making a low or missed approach in the opposite direction on the same runway.
*Behind a heavy a/c that is making a low or missed approach in the same direction of the runway.
|}
To point out this hazard to a pilot the following phrase should be used:
TWR:ESK32C, behind departing heavy B777 line up runway 16 behind and wait,
caution wake turbulence.
ESK32C: behind departing B777 lining up rwy 29 and waiting, ESK32C.

===Use of the word takeoff===
The word take-off shall only be used in combination with the take-off clearance (cleared for take-off). For other phrases use the word departure (ready for departure – NOT ready for take-off!).

=== Arriving Traffic ===

Arriving Aircraft call you when they are established on an approach to a runway. Most of the time this is an ILS Approach but also other kinds are possible.

MAH224:Linz Tower, MAH224 established ILS Approach rwy 27.

Again you are not allowed to clear more than one aircraft onto the same runway at the same time. 

{| class="prettytable"
|-
| In order to issue a landing clearance
#preceeding departing traffic must have overflown the opposite runway threshold or clearly turned onto either side of the runway.
#preceeding landing traffic must have left the runway safety strip with all parts.
#traffic crossing the runway must have left the runway safety strip with all parts.

|}

If these conditions are met use the following phrase to clear the aircraft:

TWR:MAH224, Linz Tower, wind 300 degerees at 16 knots, runway 27, cleared to land.
MAH224:cleared to land runway 27, MAH224.

During periods of high traffic it is likely that you have more than one aircraft approaching the same runway at the same time. Approach has to ensure the minimum radar seperation of 3 nm and additionally increased seperation due to wake turbulence.

AUA26T:Linz Tower, AUA26T established ILS 27.
TWR:AUA26T, Linz Tower, continue approach, wind 300 degrees at 16 knots.
AUA26T:continuing approach, AUA26T.

{| class="prettytable"
|-
| Meanwhile MAH224 has left the runway.
|}

TWR:AUA26T wind 310 degrees at 14 knots, runway 27 cleared to land.
AUA26T:Runway 27, cleared to land, MAH224.

Often it is useful to give pilots additional information, such as traffic information or wind:

{| class="prettytable"
|-
| CSA276 is following NLY7751 (A320):
|}

CSA276: Wien Tower, CSA276 established ILS 34.
TWR:CSA276, Wien Tower, preceeding traffic is a NLY Airbus A320 3,5 nm ahead of you, continue
approach runway 34, wind 010 degrees at 4 knots.
CSA276:We have the airbus in sight continuing approach, CSA276.

{| class="prettytable"
|-
| AUA81 is approaching runway 16, OE-AGA is on left base runway 16 and there is a rescue helicopter operating in the area around Freudenau.
|}

AUA81:Wien Tower, AUA81 established ILS 16
TWR:AUA81, Wien Tower, VFR traffic is on left base rwy 16, continue approach, wind 140
degrees at 7 knots.
AUA81:continuing approach, AUA81.
TWR:AUA81, There is an helicopter operating west of the extended centerline, presently at
your one o'clock position, 5 nm, 1400 ft.
AUA81: Thank you, looking out, AUA81.
AUA81: traffic in sight, AUA81.

Helicopters don't need a Runway for the approach, sometimes they are able to land at their parking position, lets have a look on the Phrases.
eg. the rescue helicopter from the example above needs to land on your airport:
OEATD: Wien Tower, request landing at the General Aviation Terminal.
TWR: OEATD, wind 010 degreees 4 knots direct General Aviation Terminal, cleared to land.

To give you an idea how dense traffic can get in real life consider that during peak times and good weather the seperation is reduced to 2,5 nm. This equals to one landing every 75 seconds. However on VATSIM the minimum seperation is 3 nm which already requires good cooperation from all the pilots involved.

===Merging Departing and Arriving Traffic===
And now to the most fun part of being a Tower Controller. Sometimes you get into the situation that you use the same runway for departures and arrivals. Either your airport has only one runway or weather demand this configuration.

Still the above rule of only one aircraft at the same time applies, however we also use conditional clearances which look very similar to those above in the departing traffic section.
LOWW_TWR: AUA123, Traffic short final RWY 29, C750, report in sight
AUA123: Traffic in sight, AUA123
LOWW_TWR: AUA123, behind landing C750 line up RWY 29 behind and wait
AUA123: Behind landing C750 lining up RWY 29 behdind and waiting, AUA123
To avoid misunderstandings, this time we make sure that the Pilot has the the landing aircraft in sight.
You don't have to worry about wake turbulence seperation between landing and departing aircraft since they never cross through each others wake.

To depart an aircraft in front of an approaching aircraft at the time of the departure clearance given the arriving aircraft should not be closer than 4 nm to touchdown.
To squeeze a departing aircraft between two arrivals you normally need a minimum of 6 nm between them. It is important for you to check carefully if you have the necessary gap, so have a close look at the distance between the arrivals and their speed. If the second one comes in faster than normal consider this in your calculation. Also you should make sure, that the pilot will be ready for departure when you need him to depart. To check this use the following phrase:
Callsign, are you ready for immediate departure?
Again it is a good idea to give the pilot an idea of the traffic situation around him.

Example:
{| class="prettytable"
|-
|You are the Tower Controller at Vienna airport. Runway 29 is active for departures and arrivals. One aircraft is on a 5 nm final, one at 12 nm out. Additionally you have two departures waiting at the holding point of ruwnay 29.
|}
TWR:CAL275, are you ready for immediate departure?
CAL275:Affirmitive, ready for immediate departure, CAL275
TWR:Traffic is now at a 4 nm final, wind 300 degrees at 7 knots, runway 29 cleared for
immediate takeoff.
CAL275:cleared for immediate takeoff runway 29, CAL275
{| class="prettytable"
|-
|After the CAL B747 has taken off.
|}
TWR:AUA289, wind 300 degrees at 7 knots, runway 29, cleared to land.
AUA289:Runway 29, cleared to land, AUA289.
TWR:AUA2LT, traffic is an AUA Airbus A320 on a 2 nm final rwy 29, do you have traffic in sight?
AUA2LT:Traffic in sight, AUA2LT.
TWR:AUA2LT, behind landing traffic line up runway 29 behind and wait.
AUA2LT:Behind the landing Airbus, lining up runway 29 behind and waiting, AUA2LT.
{| class="prettytable"
|-
|AUA289 has vacated the runway.
|}
TWR:AUA2LT, wind 300 degrees at 8 knots, runway 29 cleared for takeoff, landing traffic is
now on a 3,5 nm final.
AUA2LT:cleread for takeoff runway 29, AUA2LT.

==VFR Traffic - Differences==
The essential collision safety principle guiding the VFR pilot is "see and avoid." Pilots flying under VFR assume responsibility for their separation from all other aircraft and are generally not assigned routes or altitudes by air traffic control. Governing agencies establish specific requirements for VFR flight, consisting of minimum visibility, distance from clouds, and altitude to ensure that aircraft operating under VFR can be seen from a far enough distance to ensure safety.

To guide VFR TRaffic through your airspace you make use of VFR Routes, Sectors and reporting Points.
'''Used phrases''':
TWR:OE-AGA, enter control zone via VFR route Klosterneuburg – Freudenau, 1500ft or below,
QNH 1020, Squawk 4604, report XXXX (i.e. Freudenau), expect runway 29.
TWR:OE-AGA hold (orbit) overhead XXXX (i.e. Freudenau) in XXXX (i.e. 2500ft)

VFR flights should be guided into downwind, base and final leg for landing. 
TWR:OE-AGA, enter downwind for runway 29, report on downwind
TWR:OE-AGA, enter base for runway 29, report on base

VFR Flights get their Clearance from Tower. After startup, they will contact Ground for taxi, thereafter the Tower will issue the clearance. A possible VFR clearance could be: 
TWR:OE-AGA, verlassen Sie die Kontrollzone über Sichtflugstrecke Klosterneuburg, 1500 Fuß
oder darunter, QNH 1014, Squawk 4607, Rechtskurve nach dem Abheben so bald als möglich.
TWR:OE-AGA, leave controlzone via VFR-route Klosterneuburg, 1500 feet or below,
QNH 1014, Squawk 4607, right turn after departure as soon as possible.

TWR:OE-AGA, steigen sie auf 3500 Fuß, melden Sie Donauturm.
TWR:OE-AGA, climb 3500 feet, report Donauturm.

In the air ATC provides traffic information.
TWR:OE-AGA, Traffic at your 12 o'clock position, 2100 feet, a PA28 on VFR inbound
route Klosterneuburg-Freudenau.

When the aircraft leaves the controlzone.
TWR:OE-AGA, set Sqauwk 7000, leaving frequency is approved.

Wien Tower/Turm can also be contacted in German.

===Merging in VFR Traffic===
To manage VFR Traffic efficiently you have to use traffic information and visual seperation.
TWR: OE-ANX, traffic at your 3 o´clock position, moving right to left, B767, distance 2.5
miles, report mentioned traffic in sight
OE-ANX: Traffic in sight, OE-ANX
Because of other traffic it might be necessary for the aircraft to remain in the downwind leg until the traffic has passed:
TWR:OE-AGA, fly extended right downwind, standby for base.
OE-AGA: Extending right downwind, OE-AGA
To instruct the aircraft to continue it's approach use the following procedure:
TWR: OE-ANX, traffic at your 3 o´clock position, moving right to left, B767, distance 2.5
miles, report mentioned traffic in sight
OE-ANX: Traffic in sight, OE-ANX
TWR:OE-AGA, behind B767 traffic, enter final RWY 29, caution wake turbulence
OE-AGA: Behind B767, enter final RWY 29 behind, caution wake turbulence, OE-ANX
When using an extended downwind you should always consider that the aircrafts speed might be considerably lower than the speed of other aircrafts involved. So if an aircraft has to fly a long way out it might take some time for it to come all the way back, generating a big gap in the arrival sequence. Instead you should aim to keep the plane within the vicinity of the airfield:
TWR: OE-AGA, Make a right three-sixty.
OE-AGA: Making three-sixty to the right.
TWR: OE-AGA, Orbit left
OE-AGA: Orbiting left, OE-AGA
The second instructions means, that the pilot should make orbits until further advice.
===Information Positions===

==Special Situations (High Traffic, Slots, ...)==
===High traffic situations===
During high traffic situations communication with adjacent approach sectors is very important. Especially during single runway operations you might have to ask for increased inbound spacing to be able to fit in departing aircraft.
===Additional phrases during periods of high traffic===
In order to expedite the flow of traffic use the following phrases:
Austrian 125, wind is xxx/xx runway 29 cleared for takeoff, expedite
Austrian 125, wind is xxx/xx runway 34 cleared to land, expedite vacating
OE-ABC, wind xxx/xx, runway 29 cleared for takeoff, after departure right turn
as soon as practicable

===Opposite runway operations===
This is one of the more difficult situtions for a Tower controller. You have to consider the departure route of each aircraft to estimate the required spacing to arriving traffic. Again close coordination with approach is very important.

== Ressourcen ==
* [http://vateud.net/index.php?option=com_content&view=article&id=77&Itemid=122 VATEUD Training Department]
* [http://de.wikipedia.org/wiki/ICAO-Alphabet Wikipedia: Buchstabentafel]
 
[[Category:Dokumentation]]

File:Route.JPG

2011-11-18T11:06:30Z

Georg Lauenstein:

Study Guide:Tower

2011-11-18T10:59:23Z

Georg Lauenstein: /* Callsigns and Initial Contact */

==Introduction==
This Study Guide has been designed to give you all the information needed to start controlling as a Tower controller on the VATSIM network.

==Radio Communication - Basics==
Because communication is crucially important for Air Traffic Control a fixed format and syntax is used, in order to minimize the risk of misunderstandings and to keep messages short. Worldwide English is the primary language in use, however in most countries you are also allowed to use the local language. In Austria VFR flights can choose their language whereas IFR flights are mostly conducted in English. Link: [[Buchstabiertabelle]]
===Basic Rules===
In order to achieve the goals set above the following rules important:
#''Listen before you talk''
#: It's impossible for two radio stations to transmit on the same frequency at the same time. If this is done, the radio signal will be blocked and this will result in a nasty noise on the frequency. Therefore it's important that every station monitors the frequency for about 5 seconds before transmitting, to make sure there’s no ongoing radio traffic. If you hear an ongoing conversation, wait until the conversation is over before you begin to transmit. Don’t start your communication if there is a read-back expected on the last transmission even if there is a short pause.
#''Think before you talk''
#: The radio traffic flow should be as smooth as possible. To achieve this it's vital to "think first" before transmitting so that a clear, concise and uninterrupted message can be sent.
#''As far as possible use standard phraseology and syntax''
#: To prevent misunderstandings and to maintain the radio traffic as effective as possible, stick to standardized phraseology and skip slang and of course private messages.

===Callsigns and Initial Contact===
Every participant on the network has his own Callsign. Controller Positions are identified by their location and their Function (e.g. Wien Radar, Graz Tower), Aircraft either by their Registration (e.g. OE-ALB) or an Airline Callsign followed by a combination of numbers and letters (e.g. AUA25LM, SWR387).
To pronounce these letters and digits the ICAO-Alphabet is used.
''
To initiate the contact between two stations an initial call has to be made. This call has the following structure:''
'''Station 1:''' Station 2, Station 1, Message
'''Station 2:''' Station 1, Station 2, Message
''Example - Austrian 251 is calling Wien Tower:''
'''AUA251:''' Wien Tower, Austrian 251, established ILS 34
'''LOWW_TWR:''' Austrian 251, Wien Tower, continue approach
In Subsequent calls the calling station part can be ommited. 
When a controller (or aircraft) transmits a message to a station it is very important that the receiving station acknowledge the message and reads back any required parts.. If the receiving station does not acknowledge, the transmitted message is considered as a lost transmission and the sender should resend the message or check if the receiving station got the message.
Items that must always be read back in full are all clearances (including altitudes, heaings, speeds, radials etc), runway in use, altimeter setting (QNH or QFE) and transition level, and all frequencies. For a controller, this is extremely important to remember, since if a pilot's readback is incorrect, the controller has to ask for confirmation, i.e a new readback. There are also items that should not be read back to reduce unnesessary radio transmissions. In short, this includes everything not mentioned above, but a few examples are: wind, temperature and other weather information (except altimeter settings) and traffic information in detail.
When giving an instruction the Callsign is stated at the beginning, when reading back you usually add it at the end of your transmission (although you are allowed to do it at the beginning too). 
'''Examples:'''
'''LOWW_APP:''' AUA251, turn left heading 290, descend Altitude 5000 feet, QNH 1019.
'''AUA251:''' Turn left heading 290, descending altitude 5000 feet QNH 1019, AUA251
 
'''LOWW_GND:''' OE-DLT, taxi to Holding Point Runway 29 via Exit 12, M and A1, QNH 1019, give way
to Speedbird Airbus A320 crossing you right to left on M.
'''OE-DLT:''' Taxiing to H/P Rwy 29 via Exit 12, M and A1, giving way to Speedbird
Airbus A320 on M, OE-DLT.
 
'''LOWW_TWR:''' NLY2678, wind 330 degrees at 6 knots, Rwy 29, cleared for takeoff.
'''NLY2678:''' Rwy 29, cleared for takeoff, NLY2678.

==Aircraft and basic Flying Principles==
===Producing Lift===
For an aircraft to fly the lift force produced by (mostly) the wings has to outweigh the gravitational force that affects the aircraft.

Basically a wing produces lift by deflecting the air it moves through into one direction. According to Newton's third law of motion the lift is produced into the opposite direction. This lift grows with the speed the aircraft has in relation to the air and with the angle the wing draws with the direction of movement. This angle is called Angle of Attack (AoA).

The principle only works as long as a steady airflow around the wing exists. As soon as the airflow seperates from the wings surface the lift starts to decerease. The AoA at which this occurs is called critical Angle of Attack. It depends on the profile of the wing and it's dimensions but for subsonic aircrafts it typically lies between 8 and 21 degrees.

Think of an level flying aircraft that reduces it speed. In order to compensate the reducing lift the pilot has to raise the nose. However at some point the Angle of Attack will cross the critical angle of Attack and the pilot will find himself in a stall. So the speed of an aircraft is limited on the lower side by the so called stall speed. Because the stall speed depends on the profile most aircraft are equipped with devices that alter the profile during flight such as flaps or slats.

On approach pilots have to fly in a certain speed range in order to conduct a safe landing. The lower boundary is called landing reference speed and is often a fixed multiple of the stall speed. As a result of this the approach speed also depends on weight an aircraft configuration (Flap/Slat setting). For safety the Approach Vapp is higher than Vref and the difference depends mostly on the weather conditions.

Generally you can say that bigger aircraft also have a bigger approach speed however at some point this rule does not work anymore because the Vref depends largely on the aircrafts weight in relation to it's maximum takeoff weight (MTOW). The speed ranges from 50 knots in a C150 up to 170 knots with a fully loaded 747. However for example it is possible that a light 747 is slower than a fully loaded 737.

===Aircraft Categories===
The most important ways of categorizing aircraft in aviation are by weight or by approach speed.
====Weight Categories====
Aircraft are categorized into three weight categories:
{| class="prettytable"
|'''Category'''||'''MTOW'''
|-
|Light Aircraft (L)||< 7 000 kg
|-
|Medium Aircraft (M)||7 000 – 136 000 kg
|-
|Heavy Aircraft (H)||>136 000 kg
|}
You can find a list of aircrafts in this link [http://www.skybrary.aero/index.php?title=Category:Aircraft&until=D228]
 Weight depicted is MTOW.

====Approach Speed====
Aircraft are categorized by their reference approach speed (Vref) at maximum landing weight:
{| class="prettytable"
|'''Category'''||'''Vref'''
|-
|A||<= 90 knots
|-
|B||91 - 120 knots
|-
|C||121 - 140 knots
|-
|D||141 - 165 knots
|-
|E||>= 165 knots
|}

==METAR and TAF==
References for detailed information: [[METAR]], [[TAF]]

==How is an Aerodrome ==
As airports grew bigger over time also the workload for the Air Traffic Controller handling the traffic got bigger. Soon it was necessary to distribute this workload onto more than one controller in order to be able to cope with the traffic.

So the Tower Position got divided into thre basic types with different areas of responsibility.

* Clearance delivery (DEL), responsible for checking flightplans and issuing IFR clearances to departing aircraft.
* Ground (GND), responsible for all traffic on the apron and the taxiways.
* Tower (TWR), responsible for movements on the runway and within its associated Control Zone.
Because Tower and Ground controllers rely very strongly on what they see out of their window, these are the positions which are situated within the airports control tower.

Apart from that there are the controllers who manage the traffic once it has left the control zone. They are again divided into:
* APP Positions, managing the traffic within the airports vicinity (the so called TMA, Terminal Area). In Austria they are situated directly at the airports.
* ACC (Area Control Center, on VATSIM the abbreviation CTR is used) positions, which are responsible for enroute traffic. They reside in Vienna.

Since they all use their radar to control air traffic, they are also called Radar positions.

==Working Delivery Positions==
Clearance Delivery is responsible for checking and correcting flightplans of departing aircraft and issue routing clearances to them.
===Flightplan Structure===
'''Flight plans''' are documents filed by pilots with the local Civil Aviation Authority prior to departure. They generally include basic information such as departure and arrival points, estimated time en route, alternate airports in case of bad weather, type of flight (whether instrument flight rules or visual flight rules), pilot's name and number of people on board. 
For IFR flights, flight plans are used by air traffic control to initiate tracking and routing services. For VFR flights, their only purpose is to provide needed information should search and rescue operations be required.

Aircraft routing types used in flight planning are: Airway, Navaid and Direct. A route may be composed of segments of different routing types.
*'''Airway:''' Airway routing occurs along pre-defined pathways called Airways. Mostly aircraft are required to fly airways between the departure and destination airports. The rules cover altitude, airspeed, and requirements for entering and leaving the airway (SIDs and STARs).
*'''Navaid:''' Navaid routing occurs between Navaids (short for Navigational Aids) which are not always connected by airways. Navaid routing is typically only allowed in the continental U.S. If a flight plan specifies Navaid routing between two Navaids which are connected via an airway, the rules for that particular airway must be followed as if the aircraft was flying Airway routing between those two Navaids. Allowable altitudes are covered in Flight Levels.
*'''Direct:''' Direct routing occurs when one or both of the route segment endpoints are at a latitude/longitude which is not located at a Navaid. This is a routing from Vienna

===Issuing IFR Routing Clearances===
DEL gives routing clearances to all departing aircraft with the following information: 
'''Destination of aircraft'''
'''SID''' (= Standard instrument departure) Normally the filed SID is given
Initial climb altitude after departure (5000ft)
'''Squawk''' (Squawk assignments for LOWW are 4600 to 4620)
'''QNH''' (Local QNH of airport according to latest METAR) = given with taxi clearance
CTOT (= Calculated take-off time) Slot time (Normally not used on the VATSIM network)

The '''bold''' marked points are mandatory, all other points are optional. 
 
Normal construction of a routing clearance:
Callsign, cleared to XXXX via XXXXX XX departure, (climb initially 5000ft), Squawk 46XX
Example:
Austrian 125, cleared to Frankfurt via LUGIM 1C departure, climb initially 5000ft,
Squawk 4601.
Some Aircraft are not able to follow SIDs for various reasons, most of the time due to missing equipment. In these cases you should issue a so called vectored departure. A vectored departure clearance includes the same components as a normal clearance but instead of the SID you issue instructions to be carried out after departure. In this case the initial climb altitude is mandatory.
Callsign,cleared to XXXX, after departure rwy XX, XXXXXXX, climb initially 5000ft,
Squawk 46XX
Example:
Austrian 125, cleared to Frankfurt, after departure Runway 29, turn left heading 240
expect vectors to LUGIM, initially climb to 5000 ft, Squawk 4601.
You can find the instructions for each Airport within the [[Study Guide:Airport Details]]
If the pilot responds with a correct readback you should answer with the following phrase:
Callsign, readback correct.
Afterwards you either hand the pilot over to GND or wait for his startup request, depending on local procedures.

===Special Situations (High Traffic, Slots, ...)===
====Slots====
In order to guarantee a safe flow of traffic and to minimize delays in the air so called slots are being used. A slot is a timeframe of five minutes before to ten minutes after the CTOT mentioned before. The aircraft has to depart within this timeframe from its departure airport.
On the VATSIM network this system is only used on special occasions.

==== Verhalten in Situationen mit erhöhtem Verkehrsaufkommen ====
Sometimes one of your neighboring sectors has to stop accepting traffic. In these cases you should delay an aircrafts start-up clearance.

If possible you should inform the pilot about the expected delay:
Austrian 125, readback correct, expect startup in 10 minutes.
Austrian 125, startup approved, expect departure in 10 minutes.

== Working Ground Positions ==
Ground is responsible for all movements of aircraft on ground, except the movements on the runway.
Ground takes over responsibility for Delivery if he is not online. 
 
'''Start-up clearance''' 
Start-up clearance can be given if no other aircraft is taxiing behind the starting-up aircraft and if the take-off is expected in 20 minutes or less.
Austrian 125, start-up approved, (Temperature Minus 3)
'''Push-back clearance''' 
Push-back clearance can be given if no other aircraft is passing behind and the parking position requires push-back (i.e. position at the gate, … [refer to charts])
Austrian 125, push-back approved”
'''Combination of both phrases''' 
During low traffic you can use these two phrases together 
Austrian 125, start(-up) and push(-back) approved
=== Taxi Instructions ===

The pilot pushes back and starts the aircrafts engines. As soon as he is ready for taxi he will call you:

AUA125:AUA125, ready for taxi.

Depending on traffic you can give him the taxi instruction to his departure runway:

GND:AUA125, taxi to holding point Rwy 16 via taxiways Exit 4, L and F, QNH 1019.
AUA125:Taxiing to holding point runway 29 via L and F, AUA125.

Sometimes it is necessary to hold an aircraft in front of another taxiway:

GND:AUA125, hold short of taxiway L.
AUA125:Holding short of L, AUA125.

When an aircraft is approaching its assigned holding-point (and clear of possible traffic-conflict) a hand-off to next higher position (i.e. TWR) shall be initiated as soon as possible.

GND:AUA125, contact now Salzburg Tower on frequency 118.10, bye bye!
AUA125:contacting Tower on frequency 118,10 bye!

Air-taxiing is the Movement of a helicopter / VTOL above the surface of an aerodrome, normally in ground effect and at a ground speed of normally less than 20 KT (37 km/h). Please Note: The actual height may vary, and some helicopters may require air-taxiing above 25 FT (8 m) AGL to reduce ground effect turbulence or provide clearance for cargo sling loads.

OEATD: request air taxi to Runway 29.
GND: OEATD, air taxi to Runway 29 via Exit 13 and M.

===Ground Traffic Management===
To organise the traffic on ground different techniques are available, some of them relying on the pilots seeing each other. Generally you should avoid clearing two aircraft onto crossing pathways, unless you are sure they will never meet each other. To achieve this you should instruct aircraft to hold short of taxiways in the way stated above. Consider the following situation:
{|class="prettytable"
|-
|You are the Ground Controller at Vienna Airport. Runways active are 34 for landing and 29 for departure. DLH6KM has vacated rwy 34 and requests taxi to its parking position. LZB421 is ready for taxi at stand 7Q.
|}
GND:DLH6KM taxi to stand 40 via taxiways D and L, QNH 1019.
DLH6KM:Taxiing to stand 40 via D and L, DLH6KM.
LZB421:Wien ground LZB421 stand 7Q, ready for taxi.
GND:LZB421, taxi taxiway W, hold short of taxiway L.
LZB421:taxiing via W holding short of L.
{|class="prettytable"
|-
|The aircraft are now both approaching the intersection L/W.
|}
GND:LZB421, give way to the DLH B737 crossing left to right on L, thereafter continue
taxi to holding point runway 29 via taxiways Exit 2, M and A1.
LZB421:Giving way to the 737 from left to right, then continuing taxi to holding point
runway 29 via Exit 2, M and A1.
Of course you have to make sure that this instruction is unambiguous, so there shouldn't be two DLH B737s in the area. Also in low visibility operations this procedure might not work very well, in this case you might have to give the aircraft the instruction to continue taxi when the other aircraft has passed.
In some cases it is also useful to let one aircraft follow the other:
GND:LZB421, follow the Austrian DASH 8 crossing you right to left on M to holding point runway 29.
LZB421:following the DASH 8 crossing us right to left on M to holding point runway 29.
===Intersection take-off===
Some flights do not need the whole length of their given departure runway so they might request takeoff from an intersection somewhere down the runway. This procedure is called a intersection takeoff. You should only grant this in coordination with Tower and if traffic situation permits.
Also at some airports intersections are used to be more flexible in the departure sequence (see section [[Study Guide:Tower#Departure_Seperation_-_Based_on_Type_of_Aircraft_and_departure_route|Departure Seperation]]).

===Special Situations (High Traffic, Slots, ...)===
====Slots====
In case the above mentioned slot regulations are in force ground has the responsibility to set up a departure sequence in a way that the aircraft do not miss their slot.
====Opposite runway operations====
At some austrian airports it is very common to use opposite runway configurations (departure and arrival runway are opposite to each other). In these situations it can happen very fast that you have two aircraft facing each other nose to nose. Special attention should be paid to avoid this situation.

==Working Tower Positions==
Tower is responsible for all movements on the runways as well as for all movements within the control zone (CTR), (10NM radius, GND to 2500ft MSL). Tower is also responsible for ground and delivery if they are not online. He also decides which runways are in use.
===ATIS===
ATIS stands for Automatic Terminal Information Service and is a usually automatically generated broadcast that contains essential informations for pilots. It is continuously broadcasted on a dedicated frequency. On initial contact with the controller, pilots should already have listened to the ATIS and state the identifying letter.

A ATIS broadcast has to consist of:
* Name of the Airport
* Identification Letter
* Time of Observation
* Active Runways
* Transition Level
* Wind direction and velocity
* Visibilities
* Special weather conditions (such as rain)
* Cloud ceiling
* Temperature and Dewpoint
* QNH
* Trends

It is updated every 30 minutes or as soon as significant changes occur.

===Determination of active Runways===
Pilots normally prefer to takeoff and land the aircraft with the nose into the wind because it shortens the Rwy length required to safely operate the aircraft. The wind direction given in the METAR is the direction the wind is coming from, so it is easy to compare this wind to your given runways. 
'''Example:'''
{| class="prettytable"
|-
|You are the Tower controller at Salzburg Airport. The only runway at Salzburg is runway 16-34 so you have two directions available (roughly 160° and 340°.) The wind is coming from 180° at 5 knots. So the usual Runway in use would be rwy 16 for takeoff and landing.''
|}
However, at most airports a preferred runway configuration is defined (Find them here: [[Study Guide:Airport Details]]) which should be used if traffic situation and weather permits. Aircraft have certain limitations they can operate in, so normally the tailwind component should not exceed 5-10 knots (again depending on airport). Also the allowed crosswind is limited (This depends very much on the aircraft). 
Be aware that it is the pilots responsibility to accept a certain wind component and that this decision is often based on performance issues, so one pilot might accept the next one refuses to take a certain runway.

So back to our example above:
{| class="prettytable"
|-
|At Salzburg, due to the terrain in the vicinity and city of Salzburg around the airport, runway 34 is preferred for departures and rwy 16 for landing. So the indicated configuration would be DEP 34, ARR 16.
|}

===Transition Altitude/Transition Level===
Knowing the altitude you are flying is one of the most important informations you need in order to safely operate an airplane. Aircraft Altimeters use the air pressure around them to determine their actual altitude. In order to get correct readings you have to use the actual local pressure in your area. As a memory hook you can use this: The altimeter needle moves in the same direction you turn the rotary knob to adjust the pressure. If you turn it counterclockwise, the needle also turns counterclockwise and therefor indicates a lower altitude.

On the other hand it would not be very practical to use the local pressure while flying at higher altitudes, since terrain is not an issue here and you would have to set a new pressure setting in your altimeter every few minutes.

To avoid this pilots use the local pressure when departing from an airport until they pass the so called Transition Altitude (TA), where they set the so called standard pressure (QNH 1013 hpa or Altimeter 29.92 inHg). They continue to use this setting until they descend through the Transition Level (TRL) at their destination airport (or an airport on their route), where they set the local pressure again.

In airport charts only TA is given, whereas TRL has to be determined by ATC. Use the following table to calculated your TRL:
QNH < 0977: TA + 3000 ft.
QNH 0978 - 1012: TA + 2000 ft.
QNH 1013 - 1050: TA + 1000 ft.
QNH 1051 > : TA = TL

The room between TA and TRL is called Transition layer. It ensures that the minimum spacing of 1000 ft between aircraft flying in lower part (with local pressure) and the upper part (using Standard pressure).

===Runway Separation===
The runways are one of the most dangerous spots on an airport because aircraft are travelling at high speed with little room to maneuver and most of the time no ability to stop at a reasonable distance. Because of this the general rule is that '''only one aircaft may be cleared to use a runway at the same time.''' What this means practically and exceptions from this rule are explained in the following chapters.

=== Departing Traffic ===

So now we are at the point where the pilot reaches the Holding Point of his departure runway and reports ready for departure. What are the things you should check before issuing the takeoff clearance?

*Have a look at the flightplan. Take note of the type of aircraft and the Departure Route.
*Check the traffic approaching the runway.

To give him the takeoff clearance the following phrase should be used:

e.g.: TWR: AUA2CM, wind 320 degerees at 7 knots, Runway 29, cleared for takeoff.
AUA2CM: Cleared for takeoff Runway 29, AUA2CM

The pilot lines up on the runway, advances the throttle and takes off. When he is well established in climb check he is squawking Mode C and the right Code. Afterwards he is handed off to the next Controller, in this case a radar position:

TWR: AUA2CM, contact Wien Radar on frequency 128.20, bye bye!
AUA2CM: Contacting Wien Radar on frequency 128.20, AUA2CM.

The next aircraft reports ready for departure. Again check the points above, but this time we cannot give the takeoff clearance straight away because the preceeding aircraft is still occupying the runway. Now you get to know the first exception to the Runway Seperation rule above. To speed things up you can instruct the next aircraft to line up behind the first one while this one is still in the takeoff roll occupying the runway:

TWR: AZA639, behind departing Austrian Airbus A319, line-up rwy 29 behind and wait.
AZA639: behind departing Airbus lining up runway 29 and waiting behind, AZA639.
''Note: The two times behind in this instruction is not a typing error but was implemented''
to emphasize that part of the clearance.

This type of clearance is called a conditional clearance. The earliest possible point where you can issue the next takeoff clearance is, when the preceeding aircraft has overflown the opposite runway end or has clearly turned onto either side of it. However in some cases this could be very close which leads us to the next chapter but before lets have a look on helicopters.

Helicopters are sometimes able to start from there current position like a Helipad or a normal stand, if he want to depart from a Runway you can use the normal Phrases for VFR Traffic.
e.g.: OEATD: Wien Tower, OEATD at General Aviation Parking ready for departure.
TWR: OEATD, Wien Tower, after departure leave control zone via Freudenau and Donauturm, 2500 feet or below, Wind 290° 6 Knots, present position cleared for take-off.
OEATD: After departure leaving the control zone via Freudenau and Donauturm not above 2500 feet, present position cleared for take-off.

===Departure Seperation - Based on Type of Aircraft and departure route===
One of the main tasks of air traffic control is to keep aircraft at a safe distance to each other. So imagine the following situation:
{| class="prettytable"
|-
|
*Two aircraft are departing right after each other.
*The first aircraft is a relatively slow Cessna 208 (~around 70 knots in climb), the second one a fast Boeing 767 (140-180 knots on the initial climb).
*Both follow the same departure route.
|}
Obviously it would not take long until the B767 catches up with the Cessna, a potentially very dangerous situation! You can see, that it is very important to check the flightplan of the aircraft you are about to clear for takeoff. 
The minimum radar seperation in the area around an airport is 3 nm or 1000 feet. These are the limits radar stations have to obey. Tower Controllers should aim to achieve the following seperation for departing aircraft following departure routes which share a common part:
<div align="left">
{| class="prettytable"
|-
|Fast followed by slow||3 nm
|-
|Matching Types||5 nm
|-
|Slow followed by fast||10 nm
|}</div>
In extreme examples like the one above it is often more advisable to coordinate with APP to find another solution. Often this involves clearing the aircraft to a non standard altitude or departure route:
TWR: DLH2441, after departure maintain runway heading, climb initially to 3000 ft
DLH2441: After departure maintaining runway heading, climbing to 3000 ft, DLH2441
TWR: DLH2441, wind 320 degrees at 9 knots, runway 29, cleared for takeoff
DLH2441: Cleared for takeoff runway 29, DLH2441
The other main task of ATC is to expedite the flow of traffic. Situation:
{| class="prettytable"
|-
|
*You have numerous aircraft departing from the same runway, following different departure routes. Some of them involve immediate right turns other SIDs immediate left turns.
*There are two holdingpoints available.
|}
It would benificial to use the gaps that arise between the aircraft using similar Departure Routes, so in close coordination with ground you should try to distribute aircraft over the holding points in a way to be able to fill those gaps.

===Departure Seperation - Based on Wake Turbulence Category===
There are two ways aircraft influence the air around them when passing through it:
{| class="prettytable"
|-
|
*Jetwash produced by the engines
*Turbulence created at the wings and especially at the wingtips
|}
This turbulence can cause severe problems or even loss of control for following aircraft.
The wake turbulence categories are based on the Maximum Takeoff weight (MTOW) of the aircraft:
<div align="left">
{| class="prettytable"
|-
| Light Aircraft (L)||< 7 000 kg
|-
|Medium Aircraft (M)||7 000 – 136 000 kg
|-
|Heavy Aircraft (H)||>136 000 kg
|}</div>
For departing aircraft, 2 minutes separation (3 minutes if the succeeding aircraft departs from an intersection) is applied when an aircraft in wake turbulence category LIGHT or MEDIUM departs behind an aircraft in wake turbulence category HEAVY, or when a LIGHT category aircraft departs behind a MEDIUM category aircraft. 
You may issue a take-off clearance to an aircraft that has waived wake turbulence separation, except, if it's a light or medium aircraft departing as follows:
{| class="prettytable"
|-
|
*Behind a heavy a/c and takeoff is started from an interception or along the runway in the direction of take-off.
*Behind a heavy a/c that is taking off or making a low or missed approach in the opposite direction on the same runway.
*Behind a heavy a/c that is making a low or missed approach in the same direction of the runway.
|}
To point out this hazard to a pilot the following phrase should be used:
TWR:ESK32C, behind departing heavy B777 line up runway 16 behind and wait,
caution wake turbulence.
ESK32C: behind departing B777 lining up rwy 29 and waiting, ESK32C.

===Use of the word takeoff===
The word take-off shall only be used in combination with the take-off clearance (cleared for take-off). For other phrases use the word departure (ready for departure – NOT ready for take-off!).

=== Arriving Traffic ===

Arriving Aircraft call you when they are established on an approach to a runway. Most of the time this is an ILS Approach but also other kinds are possible.

MAH224:Linz Tower, MAH224 established ILS Approach rwy 27.

Again you are not allowed to clear more than one aircraft onto the same runway at the same time. 

{| class="prettytable"
|-
| In order to issue a landing clearance
#preceeding departing traffic must have overflown the opposite runway threshold or clearly turned onto either side of the runway.
#preceeding landing traffic must have left the runway safety strip with all parts.
#traffic crossing the runway must have left the runway safety strip with all parts.

|}

If these conditions are met use the following phrase to clear the aircraft:

TWR:MAH224, Linz Tower, wind 300 degerees at 16 knots, runway 27, cleared to land.
MAH224:cleared to land runway 27, MAH224.

During periods of high traffic it is likely that you have more than one aircraft approaching the same runway at the same time. Approach has to ensure the minimum radar seperation of 3 nm and additionally increased seperation due to wake turbulence.

AUA26T:Linz Tower, AUA26T established ILS 27.
TWR:AUA26T, Linz Tower, continue approach, wind 300 degrees at 16 knots.
AUA26T:continuing approach, AUA26T.

{| class="prettytable"
|-
| Meanwhile MAH224 has left the runway.
|}

TWR:AUA26T wind 310 degrees at 14 knots, runway 27 cleared to land.
AUA26T:Runway 27, cleared to land, MAH224.

Often it is useful to give pilots additional information, such as traffic information or wind:

{| class="prettytable"
|-
| CSA276 is following NLY7751 (A320):
|}

CSA276: Wien Tower, CSA276 established ILS 34.
TWR:CSA276, Wien Tower, preceeding traffic is a NLY Airbus A320 3,5 nm ahead of you, continue
approach runway 34, wind 010 degrees at 4 knots.
CSA276:We have the airbus in sight continuing approach, CSA276.

{| class="prettytable"
|-
| AUA81 is approaching runway 16, OE-AGA is on left base runway 16 and there is a rescue helicopter operating in the area around Freudenau.
|}

AUA81:Wien Tower, AUA81 established ILS 16
TWR:AUA81, Wien Tower, VFR traffic is on left base rwy 16, continue approach, wind 140
degrees at 7 knots.
AUA81:continuing approach, AUA81.
TWR:AUA81, There is an helicopter operating west of the extended centerline, presently at
your one o'clock position, 5 nm, 1400 ft.
AUA81: Thank you, looking out, AUA81.
AUA81: traffic in sight, AUA81.

Helicopters don't need a Runway for the approach, sometimes they are able to land at their parking position, lets have a look on the Phrases.
eg. the rescue helicopter from the example above needs to land on your airport:
OEATD: Wien Tower, request landing at the General Aviation Terminal.
TWR: OEATD, wind 010 degreees 4 knots direct General Aviation Terminal, cleared to land.

To give you an idea how dense traffic can get in real life consider that during peak times and good weather the seperation is reduced to 2,5 nm. This equals to one landing every 75 seconds. However on VATSIM the minimum seperation is 3 nm which already requires good cooperation from all the pilots involved.

===Merging Departing and Arriving Traffic===
And now to the most fun part of being a Tower Controller. Sometimes you get into the situation that you use the same runway for departures and arrivals. Either your airport has only one runway or weather demand this configuration.

Still the above rule of only one aircraft at the same time applies, however we also use conditional clearances which look very similar to those above in the departing traffic section.
LOWW_TWR: AUA123, Traffic short final RWY 29, C750, report in sight
AUA123: Traffic in sight, AUA123
LOWW_TWR: AUA123, behind landing C750 line up RWY 29 behind and wait
AUA123: Behind landing C750 lining up RWY 29 behdind and waiting, AUA123
To avoid misunderstandings, this time we make sure that the Pilot has the the landing aircraft in sight.
You don't have to worry about wake turbulence seperation between landing and departing aircraft since they never cross through each others wake.

To depart an aircraft in front of an approaching aircraft at the time of the departure clearance given the arriving aircraft should not be closer than 4 nm to touchdown.
To squeeze a departing aircraft between two arrivals you normally need a minimum of 6 nm between them. It is important for you to check carefully if you have the necessary gap, so have a close look at the distance between the arrivals and their speed. If the second one comes in faster than normal consider this in your calculation. Also you should make sure, that the pilot will be ready for departure when you need him to depart. To check this use the following phrase:
Callsign, are you ready for immediate departure?
Again it is a good idea to give the pilot an idea of the traffic situation around him.

Example:
{| class="prettytable"
|-
|You are the Tower Controller at Vienna airport. Runway 29 is active for departures and arrivals. One aircraft is on a 5 nm final, one at 12 nm out. Additionally you have two departures waiting at the holding point of ruwnay 29.
|}
TWR:CAL275, are you ready for immediate departure?
CAL275:Affirmitive, ready for immediate departure, CAL275
TWR:Traffic is now at a 4 nm final, wind 300 degrees at 7 knots, runway 29 cleared for
immediate takeoff.
CAL275:cleared for immediate takeoff runway 29, CAL275
{| class="prettytable"
|-
|After the CAL B747 has taken off.
|}
TWR:AUA289, wind 300 degrees at 7 knots, runway 29, cleared to land.
AUA289:Runway 29, cleared to land, AUA289.
TWR:AUA2LT, traffic is an AUA Airbus A320 on a 2 nm final rwy 29, do you have traffic in sight?
AUA2LT:Traffic in sight, AUA2LT.
TWR:AUA2LT, behind landing traffic line up runway 29 behind and wait.
AUA2LT:Behind the landing Airbus, lining up runway 29 behind and waiting, AUA2LT.
{| class="prettytable"
|-
|AUA289 has vacated the runway.
|}
TWR:AUA2LT, wind 300 degrees at 8 knots, runway 29 cleared for takeoff, landing traffic is
now on a 3,5 nm final.
AUA2LT:cleread for takeoff runway 29, AUA2LT.

==VFR Traffic - Differences==
The essential collision safety principle guiding the VFR pilot is "see and avoid." Pilots flying under VFR assume responsibility for their separation from all other aircraft and are generally not assigned routes or altitudes by air traffic control. Governing agencies establish specific requirements for VFR flight, consisting of minimum visibility, distance from clouds, and altitude to ensure that aircraft operating under VFR can be seen from a far enough distance to ensure safety.

To guide VFR TRaffic through your airspace you make use of VFR Routes, Sectors and reporting Points.
'''Used phrases''':
TWR:OE-AGA, enter control zone via VFR route Klosterneuburg – Freudenau, 1500ft or below,
QNH 1020, Squawk 4604, report XXXX (i.e. Freudenau), expect runway 29.
TWR:OE-AGA hold (orbit) overhead XXXX (i.e. Freudenau) in XXXX (i.e. 2500ft)

VFR flights should be guided into downwind, base and final leg for landing. 
TWR:OE-AGA, enter downwind for runway 29, report on downwind
TWR:OE-AGA, enter base for runway 29, report on base

VFR Flights get their Clearance from Tower. After startup, they will contact Ground for taxi, thereafter the Tower will issue the clearance. A possible VFR clearance could be: 
TWR:OE-AGA, verlassen Sie die Kontrollzone über Sichtflugstrecke Klosterneuburg, 1500 Fuß
oder darunter, QNH 1014, Squawk 4607, Rechtskurve nach dem Abheben so bald als möglich.
TWR:OE-AGA, leave controlzone via VFR-route Klosterneuburg, 1500 feet or below,
QNH 1014, Squawk 4607, right turn after departure as soon as possible.

TWR:OE-AGA, steigen sie auf 3500 Fuß, melden Sie Donauturm.
TWR:OE-AGA, climb 3500 feet, report Donauturm.

In the air ATC provides traffic information.
TWR:OE-AGA, Traffic at your 12 o'clock position, 2100 feet, a PA28 on VFR inbound
route Klosterneuburg-Freudenau.

When the aircraft leaves the controlzone.
TWR:OE-AGA, set Sqauwk 7000, leaving frequency is approved.

Wien Tower/Turm can also be contacted in German.

===Merging in VFR Traffic===
To manage VFR Traffic efficiently you have to use traffic information and visual seperation.
TWR: OE-ANX, traffic at your 3 o´clock position, moving right to left, B767, distance 2.5
miles, report mentioned traffic in sight
OE-ANX: Traffic in sight, OE-ANX
Because of other traffic it might be necessary for the aircraft to remain in the downwind leg until the traffic has passed:
TWR:OE-AGA, fly extended right downwind, standby for base.
OE-AGA: Extending right downwind, OE-AGA
To instruct the aircraft to continue it's approach use the following procedure:
TWR: OE-ANX, traffic at your 3 o´clock position, moving right to left, B767, distance 2.5
miles, report mentioned traffic in sight
OE-ANX: Traffic in sight, OE-ANX
TWR:OE-AGA, behind B767 traffic, enter final RWY 29, caution wake turbulence
OE-AGA: Behind B767, enter final RWY 29 behind, caution wake turbulence, OE-ANX
When using an extended downwind you should always consider that the aircrafts speed might be considerably lower than the speed of other aircrafts involved. So if an aircraft has to fly a long way out it might take some time for it to come all the way back, generating a big gap in the arrival sequence. Instead you should aim to keep the plane within the vicinity of the airfield:
TWR: OE-AGA, Make a right three-sixty.
OE-AGA: Making three-sixty to the right.
TWR: OE-AGA, Orbit left
OE-AGA: Orbiting left, OE-AGA
The second instructions means, that the pilot should make orbits until further advice.
===Information Positions===

==Special Situations (High Traffic, Slots, ...)==
===High traffic situations===
During high traffic situations communication with adjacent approach sectors is very important. Especially during single runway operations you might have to ask for increased inbound spacing to be able to fit in departing aircraft.
===Additional phrases during periods of high traffic===
In order to expedite the flow of traffic use the following phrases:
Austrian 125, wind is xxx/xx runway 29 cleared for takeoff, expedite
Austrian 125, wind is xxx/xx runway 34 cleared to land, expedite vacating
OE-ABC, wind xxx/xx, runway 29 cleared for takeoff, after departure right turn
as soon as practicable

===Opposite runway operations===
This is one of the more difficult situtions for a Tower controller. You have to consider the departure route of each aircraft to estimate the required spacing to arriving traffic. Again close coordination with approach is very important.

== Ressourcen ==
* [http://vateud.net/index.php?option=com_content&view=article&id=77&Itemid=122 VATEUD Training Department]
* [http://de.wikipedia.org/wiki/ICAO-Alphabet Wikipedia: Buchstabentafel]
 
[[Category:Dokumentation]]

Example Flight

2011-11-18T10:54:29Z

Georg Lauenstein: /* Vectoring und Approach */

== Beispielflug für neue Piloten ==

=== Einleitung ===
Dieser Flug, den wir Schritt für Schritt gemeinsam durchgehen wollen, soll dir einen ersten Auszug aus der Faszination der virtuellen Fliegerei
im [[VATSIM]] Netzwerk geben. Wenn du dich an diesem Tutorial orientierst kann eigentlich nichts schief gehen. Es wäre sehr
empfehlenswert dir einen
Termin mit deinem Mentor zu vereinbaren, damit ihr dieses Tutorial gemeinsam durcharbeiten könnt (z.B. über [[TeamSpeak]],
[[Skype]], etc.). Falls du
der Meinung bist, dass du das auch alleine packst können wir jetzt beginnen. Dein erster Flug wird von Wien nach Salzburg
führen.

=== Benötigte Software ===
Bevor es an die eigentliche Flugvorbereitung geht, sollten wir besprechen welche Software du verwendest bzw. welche Programme du benötigst.
==== Flugsimulator ====
Ich gehe davon aus, dass du bereits einen Flugsimulator installiert hast. Folgende Simulatoren laufen mit der [[VATSIM]] spezifischen Software
(Squawkbox, FsInn, XSquawkbox) problemlos:

*Microsoft Flight Simulator 2004 ([[Squawkbox]], [[FsInn]])
*X-Plane 8.xx ([[XSquawkbox]])

==== Sonstige Software ====
Die meisten, am Markt erhältlichen Payware Flieger, haben sehr detailierte FMCs oder ähnliche Navigationseinrichtungen. Da
heutzutage auch in der Realität oft
ein FMC/FMS zum Einsatz kommt, wollen wir bei diesem Tutorial [[vasFMC]] als Referenz verwenden.
Mit diesem FMC kann fast jedes Freeware-Flugzeug verwendet werden.
Weiters ist es von Vorteil Tools wie [[VATSpy]] zu verwenden. Tools wie diese können dir
dabei helfen besetzte ATC Stationen zu finden und den Verkehr in deiner Umgebung im Auge zu behalten.

Beachte: Vor diesem Tutorial sollte die Dokumentation/Readme der jeweiligen Software und die Software danach konfiguriert werden.

=== Flugvorbereitung ===
Wie in der Realität, ist es auch bei [[VATSIM]] notwendig eine möglichst genaue Flugplanung durchzuführen, um auf gesicherten
Routen zum Zielflughafen zu kommen.

==== Flugplan ====
Beginnen wir mit dem VATSIM Flugplan. Dieser Flugplan hat im Wesentlichen zwei Aufgaben:
Zum einen dient er den Controllern im VATSIM Netzwerk dazu, deinen Abflug/Ankunfts - Flughafen, sowie Route und Callsign zu
zeigen. Er soll aber auch dazu verwendet werden, um anderen Piloten Einsicht in deine Absichten zu geben. Falls also gerade
kein Controller online ist, können Piloten in deiner Umgebung erkennen, ob sich eine gefährliche Annäherung zu dir entwickelt
oder nicht. 

Wir müssen nun also eine gültige Route und die passende Flughöhe dazu finden. Dazu besuchen wir die Seite
[http://vatroute.net/ http://vatroute.net]. Du siehst auf den ersten Blick, dass du lediglich zwei Felder ausfüllen musst: den Abflugs- und
den Ankunftsort. Geben wir also den ICAO Code [[LOWW]] für Wien als Abflugsort und [[LOWS]] für Salzburg als Ankunftsort
ein. Klicke nun auf '''Go!'''. Wir sehen nun unsere Route und links daneben den Bereich aus dem wir unsere Flughöhe wählen.
Achtung! Behalte diese Seite im Hintergrund in deinem Browser immer offen! Wir werden sie noch
des öfteren brauchen.
 
Jetzt werden wir den VATSIM Flugplan Schritt für Schritt ausfüllen. Besuche dazu die Seite von [http://vatsim.net VATSIM]. Unter
"Pilots Resources" findest du den Punkt "File Flightplan". Den Flugplan kann man auch im jeweiligen Pilotenclient
([[FSInn]], [[Squawkbox]], [[XSquawkbox]]) abgeben. Um aber ein einhetiliches Manual zu gewährleisten machen wir das direkt
über die [[VATSIM]] Seite (der aufgegebene Flugplan ist dann für 2 Stunden gültig).
Detailierte Informationen über den VATSIM Flugplan findest du auch
[http://usa-w.vatsim.net/prc/VPTPublic/122/122a/122a.htm hier]

===== Type =====
Hier geben wir an, ob wir den Flug nach Instrumentenflugregeln ([[IFR]]) oder Sichtflugregeln ([[VFR]]) durchführen wollen.
Wir wählen zunächst '''[[IFR]]'''. An anderer Stelle findest du einen VFR Beispielflug. Ausserdem wird dir dein Mentor sicher
gerne Fragen über [[IFR]] und [[VFR]] beantworten.

===== Callsign =====
Das Callsign ist jener Rufame eines Flugzeuges den der Controller auf seinem Radarschrim erblickt und über den er einen
Piloten auf der Funkfrequenz ruft. Wählen wir hier das Callsign '''AUA9834'''.
Meistens bestehen die Callsigns in der Realität aus dem Operator (AUA = Austrian) und der eigentlichen Flugnummer,
welche aus Buchstaben und Zahlen bestehen kann. Nach welchen Regeln ein Callsign in der Realität aufgebaut wird, sei hier
nicht weiter erwähnt. Wie der genaue Funkrufname (z.B.: DLH = Lufthansa) eines Callsigns lautet siehst du auch
[http://www.airlinecodes.co.uk/airlcodesearch.asp hier]. Du kannst auch gerne jedes andere Callsign verwenden, welches so
real wie möglich ist.

Achtung: Im VATSIM Netzwerk wird es gerne gesehen, wenn möglichst reale Callsigns verwendet
werden. Also das ICAO Callsign "AUA" und nicht z.B. das IATA Zeichen "OS" (welches auf
Flugtickets oder Passagierinformationen zu finden ist) für Austrian Airlines.

===== Aircraft Type =====
Wähle hier deinen Flugzeugtyp aus. Welche Bezeichnung eingefügt werden muss kannst du
[http://www.icao.int/anb/ais/8643/index.cfm hier] oder [http://usa-w.vatsim.net/prc/VPTPublic/pdfs/ac.pdf hier]
in Erfahrung bringen.
Welches Special Equipment du angeben musst kannst du
[http://usa-w.vatsim.net/prc/VPTPublic/122/122a/122a.htm hier] einsehen.
Generell (vor allem bei moderneren Flugzeugen) kannst du in diesem Feld folgendes eintragen: '''T/"aircraft type"/W'''.

===== True Airspeed =====
Hier gibst du an wie schnell du auf Reiseflughöhe sein wirst. Mit Flugzeugen wie der Boeing 737 oder einem Airbus wirst du
zwischen 420 und 470 Knoten schnell sein. Falls du den genauen Wert deines Flugzeuges kennt kannst du ihn hier eintragen,
falls nicht wählen wir den Wert 450 Knoten. Ein genauer Wert ist nicht notwendig, der Wert sollte aber plausibel sein.

===== Departure Point =====
Für unseren Beispielflug wählen wir Wien als Abflugort. Der ICAO Code für Wien lautet [[LOWW]]. Welche Stadt bzw. welcher
Flughafen welchen ICAO Code hat, siehst du [http://www.airlinecodes.co.uk/aptcodesearch.asp hier].

===== Departure Time =====
Gib hier deine geplante Abflugzeit an. Format: HHMM

===== Cruising Altidude =====
Die Reiseflughöhe wird in diesem Feld in Flightlevel angegeben. FL = Höhe in Fuß / 100 
Sprich: FL320 = 32000ft 
Wir öffnen nun wieder unsere Flugplan Seite von [http://vatroute.net/ VATRoute] die noch im Hintergrund geöffnet sein sollte. Wir sehen bei 1), dass die Route die wir gefunden haben nur für eine Höhe von FL076 bis FL160 gültig ist. Die relativ geringe Höhe ist einfach zu erklären: Der Flug von Wien nach Salzburg ist sehr kurz. Höher als heir angegeben zu steigen zahlt sich daher nicht aus. Da wir aber trotzdem eine möglichst große Höhe erreichen wollen, geben wir 160 ein (= Flightlevel 160 = 16000ft).

===== Route of flight =====
Wir tragen hier unsere Route ein. In unserem Fall sehen wir im Briefing die Route '''SITNI L856 SBG'''. 
Nun, wie ist dies zu interpretieren? Der erste Navigationspunkt nach dem Abflug in Wien ist SITNI. Punkte deren Name aus 5 Buchstaben besteht werden als Intersection bezeichnet. Wenn wir SITNI erreicht haben, fliegen wir weiter auf dem Airway L856 bis zum Punkt SBG. Auf dem airway selbst passieren wir noch die Intersections BAGSI und MATIG, diese werden aber nicht mehr extra im Flugplan angegeben, passieren müssen wir sie aber schon. Punkte mit 3 Buchstaben sind VOR's bzw NDB's, wobei NDB's auch nur 2 Buchstaben im Namen haben können. Ab Salzburg sind wir spätestens im Anflug auf den Flughafen Salzburg.

===== Destination =====
Unser Flugziel, der Flughafen Salzburg wird hier eingetragen, also '''LOWS'''.

===== Estimated Time Enroute =====
Die Flugzeit wird nicht mehr als ca. 30 Minuten dauern. Tragen wir also bei Hours '''00''' und bei Minutes '''30''' ein.

===== Voice Capabilities =====
Da du sicherlich ein Headset mit Mikrofon besitzt, wähle hier '''Full Voice'''.

Solltest du mit FSINN unterwegs sein, dann kannst du dem Fluglotsen mit folgenden Zeichen in der Remark-Section mitteilen, dass du Voice, Text oder Read only ausgestattet bist:

'''/V/''' = Der Pilot kann Flugfunk hören und auch senden.

'''/T/''' = Der Pilot kann Textmitteilungen empfangen und wird sie auch als Text zurücksenden.

'''/R/''' = Der Pilot kann Flugfunk empfangen. Die Antwort kommt jedoch auf Text zurück.

Wichtig dabei ist, dass der Buchstabe V, T oder R zwischen zwei Slashes steht, da ansonsten dein Equipment nicht erkannt wird und der Fluglotse somit nicht weiß, wie er den Piloten kontaktieren soll.

===== Remarks =====
Für dich als Anfänger ein sehr wichtiges Feld. Hier solltest du unbedingt '''Newbie - speak slowly and clear - be patient''' eintragen. Dadurch werden die Controller darauf aufmerksam gemacht, dass du Anfänger bist und werden deshalb ganz besonders darauf achten, dich gesichert zum Ziel zu lotsen.

===== Fuel On Board =====
Hier wird die Zeit eingetragen für die der Treibstoff ausreicht. Da man immer Reserven für 1 Stunde zusätzlich tanken sollte, trage bei Hours '''01''' und bei Minutes '''30''' ein. Wenn du für diese Zeit tankst, bist du auf jeden Fall auf der sicheren Seite. Noch besser wäre Treibstoff für 2 Stunden.

===== Alternate Airport =====
Gib hier deinen Ausweichflughafen an, den du anfliegen wirst falls du aus irgend einem Grund nicht in Salzburg landen kannst (schlechte Wetterbedingungen, etc). Für unseren Flug würde sich München anbieten. Trage also '''EDDM''' in das Feld ein.

===== Pilot's Name and Aircraft Home Base =====
Wie immer im VATSIM, trage hier deinen realen Vor- und Nachnamen ein, sowie den nächst gelegenen Airport deiner Heimat ein. 
Z.b.: '''Max Muster LOWW'''

===== VATSIM ID / VATSIM Passwort =====
Zum Schluss noch deine VATSIM ID und das Passwort. Klicke danach auf '''File Flight Plan'''

 
Nun ist unser Flugplan ausgefüllt und gesendet.

==== ATIS ====

Spätestens jetzt solltest du deinen Flugsimulator starten und dich in dein virtuelles Cockpit am Abflugort Wien begeben. Stell dich zum Gate 31 und log dich mit deinem Pilotenclient ein (du brauchst keine Multiplayer Session zu starten - die Squawkbox oder FSInn, je nachdem was du benutzt, machen dies in den Standardeinstellungen für dich). Gehen wir davon aus, dass du dich mit AUA123 (Austrian123) eingeloggt hast. Du kannst aber auch jedes andere realistische Callsign verwenden. Beachte, dass du das selbse Callsign, sowie deinen realen Vor- und Nachnamen verwendest, wie schon im Flugplan. Versichere dich, dass dein Transponder auf Mode Standby steht. Falls keine Controller online sind, setze die UNICOM-Frequenz 122.800, auf der du dich per Text mit anderen Piloten absprechen kannst. Damit ihr euch nicht gegenseitig behindert. Falls der Tower in Wien online ist müssen wir zuerst die ATIS Information abrufen. Diese ist entweder als Sprachaufzeichnung mit dem Callsign LOWW_ATIS vorhanden auf der Frequenz 122.950, oder als Text. Die Text-ATIS erhältst du in deinem Pilotenclient (z.B. Squawkbox) wenn du auf die Frequenz des Tower Controller wechselst. 
Gehen wir davon aus, dass der Tower in Wien online und eine Voice-ATIS vorhanden ist. Hör dir zuerst die ATIS an, um die Informationen für den Abflug zu erhalten. Setze dazu die Frequenz 122.950. Du wirst nun die wichtigsten Informationen für den Abflug in Wien hören. Notiere die folgenden Punkte:

*Information
*Wind
*QNH
*Departure Runway

'''Wind''': wird in diesem Format angegeben xxx/yy 
xxx steht für die Richtung aus der der Wind kommt. yy ist die Windgeschwindigkeit in Knoten.

Anmerkung: Du solltest zum Start immer die Runway wählen, die gegen den Wind verläuft
um maximalen Auftrieb zu erhalten. Beachte diesen Grundsatz, falls kein Tower online ist,
der die richtige Wahl für die Runways trifft.

==== Vorbereitung zum Abflug ====

Ab jetzt solltest du unbedingt Charts haben. Zu finden sind diese auf der [http://www.vacc-austria.org/?page=content/static&id=CHARTS_OVERVIEW Chart-Seite] unserer Homepage. Du benötigst die Charts von LOWW und LOWS.

===== SID (Standard Instrument Departure) =====
Nehmen wir an, dass die Departure Runway 29 ist. Suche in den Charts von LOWW die SIDS (standard instrument departure) für die Runway 29. Laut unserem Briefing haben wir als ersten Wegpunkt SITNI in unserer Route. In den Charts wirst du bei der Runway 29 die SITNI4C SID finden. Das ist die Route die uns nach dem Abheben zum Wegpunkt SITNI führen wird. Ab diesem Punkt folgen wir der Route aus dem Briefing. Noch ist allerdings nicht sicher, dass wir dieser SID folgen werden. Mehr dazu später.

===== FMC (Flight Management Computer) =====

Starte nun das Programm vasFMC, das schon einmal angesprochen wurde. Füge zuerst LOWW ein. Du wirst gefragt welche Runway du benutzen wirst. Da wir ja die ATIS abgehört haben wissen wir, dass die Runway 29 die aktive für Starts ist, wähle also diese. Danach kopierst du die Route aus dem Briefing und gibst sie in das vasFMC Eingabefeld ein. vasFMC wird die Wegpunkte die sich auf der Route befinden, automatisch hinzu fügen. Zum Schluss gibst du noch LOWS ein. Hier wirst du wieder gefragt welche Runway benutzt wird. Da wir das noch nicht wissen, wähle irgend eine Runway. 

Wähle jetzt noch AP-Couple an. Das FMC wird dadurch mit deinem Autopilot gekoppelt. Wenn du später nach dem HDG fliegst, wird dies automatisch von vasFMC vorgegeben, um auf der Route zu bleiben.

=== Der Flug ===

Dein Flieger sollte jetzt also Startklar sein. Treibstoff ist getankt, das FMC programmiert und du hast einen kleinen Notizblock oder Zettel zur Hand. 

==== Der erste Kontakt ====

Es wird Zeit uns erstmals zu melden. Falls Delivery online ist, melden wir uns zuerst bei Delivery, falls Ground online ist, bei Ground und wenn Ground nicht online ist beim Tower und zwar immer in dieser Reihenfolge. Du meldest dich immer bei der "niedrigsten" Station die für deinen Startflughafen verfügbar ist. Welche Frequenz du rasten musst, ist aus den Charts ersichtlich. 

Unser erster Funkspruch wird dazu dienen, um festzustellen ob das Headset funktioniert und der Controller dich versteht. Wir sind Austrian123 und haben dies auch im Flugplan angegeben und uns mit diesem Callsign (AUA123) eingeloggt.

Wir: ''"Wien Delivery, Austrian 123, radio check"''
Wien Delivery: ''"Austrian 123, read you five by five"''

Wenn der Controller five by five sagt, hört er dich klar und deutlich. 

==== Flugfreigabe ====

Wir müssen nun unsere Flugfreigabe fordern, damit wir unser Flugzeug überhaupt bewegen dürfen und um sicher zu gehen, dass der Controller unseren Flugplan mit der Route und Höhe akzeptiert. Weiters, teilen wir mit, dass wir die aktuelle ATIS abgehört haben. Deshalb geben wir die aktuelle Information an, die wir vorhin notiert haben. Gehen wir von der Information D (Delta) aus. Mit dieser Flugfreigabe (Clearence) erhalten wir auch die SID und unseren Transponder Code, sowie den lokalen Luftdruck, das QNH.

Wir: ''"Wien Delivery, Austrian 123, <dein Flugzeugtyp>, (at gate/stand 31), request IFR clearence to Salzburg, Information DELTA received"''
Wien Delivery: ''"Austrian 123, cleared to destination Salzburg via SITNI4C departure, initially climb 5000 feet, squawk 4605, QNH
1016, (Information DELTA correct)"''

Du musst immer zurücklesen was der Controller dir sagt (=Readback). Ein simples roger, yes, no genügt nicht. Nach dem Readback, sagst du nocheinmal das Callsign.

Wir: ''"cleared to Destination Salzburg via SITNI4C departure, intitially 5000 feet, Squawk 4605, QNH 1016, Austrian 123"''
Wien Delivery: ''"Austrian 123, readback correct, for start-up and pushback contact Wien Ground 121.600"''
Wir: ''" Contact Wien Ground 121.600, Austrian 123"''

Delivery hat uns also die Flugfreigabe gegeben. Du hast richtig zurückgelesen und deshalb weiß der Controller, dass du seine Anweisungen verstanden hast. Aus diesem Grund schickt er dich zu Ground. Du hast folgendes notiert:

*SID: entspricht unserer Planung, wir müssen nichts ändern
*initially 5000 feet: wir dürfen nach dem Abheben nur auf 5000 ft steigen, bis wir andere Anweisungen erhalten
*Squawk 4605: das ist der Transponder Code den wir setzen müssen.
*QNH 1016: Stelle dein Barometer(Altimeter) auf den Wert 1016. Das ist der Luftdruck den wir bis zur Transition Altitude (=5000ft in Wien, ersichtlich aus Charts) als Referenz für unseren Höhenmesser verwenden. Über dieser Höhe stellen wir den Weltweiten Standardluftdruck 1013 ein

==== Pushback und Taxi ====

Du hast alles eingestellt, bist auf der Frequenz von Wien Ground, hast deine Checklisten abgearbeitet und bist bereit zum start-up. Wir erbitten nun die Freigabe dafür.

Wir: ''"Wien Ground, servus, Austrian 123, request start-up"''
Wien Ground: ''"Austrian 123, start-up approved"''
Wir: ''"start-up approved, Austrian 123"''

Wenn wir alle Checklisten durch haben, alles gesetzt ist und wir bereit für den pushback sind, melden wir das dem Controller.

Wir: ''"Austrian 123, request pushback"''
Wien Ground: ''"Austrian 123, pushback approved"''
Wir: ''"pushback approved, Austrian 123"''

Eventuell sagt der Controller noch dazu:
...''pushback approved facing east/west/south'' oder ''north''...
Generell solltest du aber selbst wissen was die vernünftigste Variante ist.

Du bist also mit dem pushback fertig, die Triebwerke laufen. Nun fragen wir nach dem taxi. Das ist kein gelbes Taxi, sondern das Rollen zur aktiven Piste.

Wir: ''"Wien Ground, Austrian 123, ready for taxi"''
Wien Ground: ''"Austrian 123, taxi to holding point runway 29 vie EX10 and MIKE"''
Wir: ''"taxi to holding point runway 29 via EX10 and MIKE, Austrian 123"''

Wir sollen also über die Taxiways Exit10 und M (=MIKE) zum Rollhalt der Piste 29 rollen und dort warten. Nicht auf die Runway rollen !!! 

===== Give way Anweisungen =====

Du bist online nicht alleine unterwegs. Darum muss der Controller Flugzeuge vor dem Zusammenstoß bewahren, am Boden und in der Luft. Am Boden funktioniert das relativ einfach, indem er einem Piloten mitteilt, einen anderen vorbei zu lassen.

Wien Ground: ''"Austrian 123, give way to Boeing 737, crossing from left to the right"''
Wir: ''"giving way to Boeing 737, from left to right, Austrian123"''

Wir sollen also die Boeing vorbei lassen die unseren Weg von links nach rechts kreuzt. Weiters kann der Controller sagen, dass du einem anderen Flugzeug z.B. zur aktiven Piste folgen sollst.

Wien Ground: ''"Austrian 123, follow preceeding Boeing 747 to holding point runway 29"''
Wir: ''"follow the Boeing 747 to holding point runway 29, Austrian 123"''

Es kann auch passieren, dass du einer "company aircraft" folgen oder Platz machen sollst, das heißt du sollst einem bestimmten Flugzeug aus deiner Airline Platz machen (Austrian).

Kurz bevor wir den Rollhalt der Piste 29 erreichen, wird uns Ground zum Tower schicken.
Wien Ground: ''"Austrian 123, contact Wien Tower 119.400"''
Wir: ''"Contact Tower 119.400, Austrian 123"''

==== Departure ====

Schalte nun den Transponder auf "Mode CHARLIE". Wir melden uns beim Tower:
Wir: ''"Wien Tower, Austrian 123, (approaching holding point runway 29), ready for departure"''
Falls wir Glück haben und wenig Verkehr herrscht, bekommen wir unverzüglich die Starterlaubnis.
Wien Tower: ''"Austrian 123, wind xxx/yy, runway 29, cleared for takeoff"''
Das Wort takeoff darf erst dann verwendet werden, wenn es sich wirklich um die eigentliche Startfreigabe handelt.
Wir: ''"runway 29, cleared for takeoff, Austrian 123"''

===== Conditional Clearence =====

Ein besonderes "Werkzeug" des Controllers sind conditional clearences. Diese Freigaben gelten für dich erst, wenn bestimmte Umstände eingetreten sind. Ein Beispiel: 

Du stehst am Rollhalt Piste 29. Gleichzeitig anfliegender Verkehr auf die Piste 29 ist 3 Meilen entfernt. 6 Meilen dahinter ist ebenfalls anfliegender Verkehr auf die Piste 29. Bei viel Verkehr wird der Controller dich zwischen diesen Anflügen, starten lassen, um den Verkehr besser fließen zu lassen:

Wien Tower: ''"Austrian 123, traffic on 3nm final runway 29, Airbus A320, report in sight"''
Der Controller fragt ob wir den anfliegenden Verkehr in Sicht haben, um eine Verwechslungsgefahr auszuschließen, gibt er noch die Entfernung und den Flugzeugtyp an. Nur wenn wir Sichtkontakt zum Flugzeug haben, darf der Controller uns die conditional clearence erteilen.
Wir: ''"traffic in sight, Austrian 123"''
Wien Tower: ''"Austrian 123, behind landing Airbus A320/traffic, line up runway 29 and wait behind"''
Wir dürfen also erst nach dem landenden Airbus auf die Piste 29 rollen und sollen dann warten (=stehen bleiben). Der Controller sagt zwei mal "behind" um sicher zu stellen, dass wir auch wirklich erst nach dem Airbus aufrollen. Wenn der Airbus passiert hat, sollten wir allerdings unverzüglich aufrollen um bereit für einen schnellen Start zu sein, schließlich ist der nächste Anflug bereits ca. 5-6 Meilen entfernt. Sobald der Airbus die Piste verlassen hat, werden wir die Starterlaubnis bekommen (siehe oben).

===== Intersection Departure =====

Oft kommt es vor, dass der Ground oder Tower Lotse dich fragen wird, ob du auch von einer Intersection starten kannst. Eine Intersection ist eine Kreuzung zwischen Runway und Taxiway. Dies kann passieren falls der Verkehr es erfordert, oder der Controller möchte dir einfach nur den langen Weg bis zum Holding Point ersparen. Eine Möglichkeit ist die Intersection A3 (siehe Charts). In diesem Fall würde die Phraseologie so aussehen:
Wien Ground/Tower: ''"Austrian 123, ready/able for intersection departure from A3?"''
Falls wir nichts dagegen haben und auch aus technischer Sicht nichts dagegen spricht, teilen wir das dem Controller mit.
Wir: ''"affirmative, (ready for intersection A3), Austrian 123"''
Wien Ground/Tower: ''"Austrian 123, taxi to holding point runway 29, Intersection A3 via M"''
Wenn wir nicht von einer Intersection starten können:
Wir: ''"negative/unable, Austrian 123"''

Die Starterlaubnis ist wieder gleich:

Wien Tower: ''"Austrian 123, wind xxx/yy, runway 29, cleared for takeoff"''
Wir: ''"runway 29, cleared for takeoff, Austrian 123"''

===== Immediate Departure =====

Was vor allem bei viel Verkehr passieren kann, ist folgende Situation: Du bist auf dem Weg zum Holding Point Runway 29 und erreichst diesen gerade. Gleichzeitig ist eine Maschine im Anflug auf die Runway 29 und ist noch 6 Meilen entfernt. Der Controller wird dich fragen ob du in der Lage bist unverzüglich auf die Runway zu rollen und zu starten, damit du noch vor dem anfliegenden Verkehr abgehoben bist. Falls dies zutrifft und du tatsächlich ohne Verzögerung und stehen bleiben starten kannst, teile dem Controller das mit (natürlich sollte das Funken in so einer Situation ohne Stottern, schnell und deutlich passieren):

Wien Tower: ''"Austrian 123, are you ready for immediate departure runway 29?"''
Wir: ''"affirmative, Austrian 123"''
Wien Tower: ''"Austrian 123, wind xxx/yy, runway 29, cleared for immediate takeoff"''
Wir: ''"Cleared for immediate takeoff, runway 29, Austrian 123"''

Mit dem Wort ''immediate'' macht dir der Controller noch einmal klar, dass du dir keine Zeit lassen darfst. Um es verständlicher auszudrücken: Er meint damit ''Gib Gas!!''
 

Kurz nach dem Abheben, verweist uns Tower auf Approach oder Center (beide heißen Wien Radar), je nachdem wer online ist.
Wien Tower: ''"Austrian 123, contact Wien Radar 128.200"''
Wir: ''"Wien Radar 128.200, Austrian 123"''

==== Reiseflug / Enroute ====

Wir melden uns bei Radar, und der Controller wird uns unverzüglich eine größere Höhe (wahrscheinlich unsere Reiseflughöhe) anordnen, unter der Vorraussetzung, dass er uns korrekt identifiziert hat. Dazu müssen wir ihm folgende Punkte mitteilen:
*Callsign
*aktuelle Höhe
*freigegebene Höhe
*SID

Außerdem muss der Transponder auf Mode "CHARLIE" stehen, also aktiv sein.

Wir: ''"Wien Radar, Austrian 123, 3000 feet, climbing 5000 feet, SITNI4C departure"''
Wien Radar: ''"Austrian 123, identified, climb FL160"''
Wir: ''"climb FL160, Austrian 123"''

Jetzt können wir uns erstmal zurücklehnen, auch wenn es nicht lange dauert bis wir Salzburg erreichen.

==== Descent / Top of Descent (ToD) ====

Nach einiger Zeit sollten wir langsam aber sicher in den Sinkflug übergehen. Der Punkt an dem der Sinkflug begonnen wird, nennt sich Top of Descent. Um diesen Punkt zu errechnen gibt es einige Faustformeln. Generell kann man sagen, dass die abzubauende Höhe in Flightlevel dividiert durch 3 die Distanz zum Zielort ergibt, ab der man sinken sollte. 

Unser Beispiel:
FL160 auf ca. 1000ft (Höhe des Airports über dem Meer) -> FL150 : 3 = 50nm

Wenn man also 40-50nm vor Salzburg bei einem Groundspeed zwischen 400 und 450 Knoten bei ca. 1700-2000 ft / min sinkt ist man auf der sicheren Seite. Falls dieser Punkt erreicht wird und der Controller dir noch keine Anweisungen zum Sinken gegeben hat, weise ihn darauf hin, dass du sinken willst, da du selbst dafür verantwortlich bist.

Wir: ''"Austrian 123, request (ready for) descent"''

Meistens wird dir der Controller dann eine Anweisung zum Sinken geben, die du selbstverständlich wieder zurücklesen musst.

Wien Radar: ''"Austrian 123, descend FL120, contact Salzburg Radar 123.720"''
Wir: ''"descend FL120, contact Salzburg Radar 123.720, Austrian 123"''

==== Vectoring und Approach ====

Ein wesentlicher Teil des Fluges, der vom Piloten besondere Aufmerksamkeit fordert, ist der Anflug. Hier wird einem Piloten in der Regel ein sogenanntes Vectoring gegeben. Das heißt, dass der Controller (in diesem Fall Salzburg Radar) dir zusätzlich zu den Höhenanweisungen auch Richtungsanweisungen gibt. Du musst dann diese Richtung (Heading) fliegen und wie immer die Anweisungen zurücklesen, damit der Controller sicher gehen kann, dass du seine Anweisungen erhalten hast. Das Vectoring führt dich direkt bis zum Endanflug in den du dann freigegeben wirst. Der Anflug ist im Normalfall ein [[ILS]]-Approach. Der Controller wird dir auch mitteilen welchen Anflug auf welche Piste du erwarten kannst, damit du rechtzeitig deine NAV-Frequenzen setzen und dich auf den Anflug vorbereiten kannst.

Wir: ''"Salzburg Radar, Austrian 123, FL120, Information B, inbound SBG VOR"''
Salzburg Radar: ''"Austrian 123, servus, Information B correct, expect radar vectors ILS approach runway 16, descend FL80, turn right/left heading 260"''
Wir: ''descend FL80, right/left heading 260, expect radar vectors ILS approach runway 16"''

Wir sollen also auf FL80 sinken und nach rechts/links auf Kurs 260 drehen. Ausserdem teilt uns der Controller mit, dass in Salzburg die ATIS Information BRAVO gültig ist, damit wir überprüfen können ob wir diese abgehört haben. Setze das Heading 260 in deinem Autopiloten bzw. fliege den Kurs per Hand wenn du ein geübter Pilot bist.

'''Achtung''': Wenn du vasFMC verwendest musst du unbedingt vor dem ersten Einstellen eines Headings AP-Couple deaktivieren, da
sonst deine Eingaben von vasFMC immer wieder überschrieben werden.

Du wirst eventuell noch weitere Headings und Höhenanweisungen bekommen. Zwischendurch wird dir der Controller auch den zu erwartenden Anflug mitteilen.

Salzburg Radar: ''"Austrian 123, descend FL60"''
Wir: ''"descend FL60, Austrian 123"''

Langsam wird es spannend. Der Controller wird uns jeden Moment mitteilen, dass wir für den Anflug freigegeben sind. Setze noch schnell die NAV-Frequenz 109.90 für den ILS Anflug auf die Piste 16 in Salzburg. Zufinden sind alle wichtigen Informationen wie immer in den Charts, die bei keinem Flug fehlen dürfen.

Salzburg Radar: ''"Austrian 123, descend altitude 4000 ft, QNH 1015, turn left heading 190, cleared ILS approach runway 16"''
Wir: ''"descend 4000 ft, QNH 1015, turn left heading 190, cleared ILS approach runway 16, Austrian 123"''

Vielleicht relativ viel Information auf einmal. Deshalb sollte auch hier der Notizzettel greifbar sein. Wir müssen also auf die Höhe (nicht Flightlevel!!) 4000ft sinken. Sobald wir auf oder unter die Transition Altitude friegegeben werden, ist automatisch vom lokalen QNH als Referenz auszugehen, das uns der Controller auch mitteilt, bei diesem Beispiel 1015. Weiters müssen wir auf Kurs 190 drehen um das ILS einzufangen. Stelle also die Höhe, das QNH sowie das Heading so schnell wie möglich ein. Achte nun darauf den [[Localizer]] und in weiterer Folge den [[Glideslope]] einzufangen. Sobald sich die Anzeige in Richtung Mitte bewegt, drücke den LOC bzw später den APP-Button (abhängig vom Flugzeug). Wenn der Controller am Radarschirm erkennt, dass wir am ILS sind wird er uns an den Tower übergeben. Es kann aber auch sein, dass er uns die Anweisung gibt ihm zu melden, dass wir uns am ILS befinden. In diesem Fall würde die Phrase oben ergänzt werde durch:

''"...report established"''

Wenn wir also "established" sind schickt uns Salzburg Radar zum Tower.

Salzburg Radar: ''"Austrian 123, contact Salzburg Tower 118.100 "''
Wir: ''"Contact Salzburg Tower 118.100, Austrian 123 "''

==== Landung ====

Wir wechseln auf die Tower Frequenz und melden uns so bald als möglich, damit wir noch genug Zeit im Endanflug haben.

Wir: ''"Salzburg Tower, servus, Austrian 123, established ILS runway 16"''
Salzburg Tower: ''"Austrian 123, Wind xxx/yy runway 16, cleared to land"''
Wir: ''"runway 16, cleared to land, Austrian 123"''

Glück gehabt, kein Verkehr auf der 16 und somit erhalten wir unverzüglich die Freigabe zur Landung. Wäre jemand vor uns bei der Landung, würde der Tower-Controller in etwas das sagen:

''"...wind xxx/yy, continue approach number 2"''

Fast geschafft. Das Fahrwerk ist draußen, alles ist gechecked und wir setzen sanft auf. Wir verlassen die Runway und halten dann, da wir noch keine weiteren Freigaben erhalten haben. Vergiss nicht den Transponder wieder auf Mode "Standby" zu schalten, sobald du am Boden bist und die Runway verlassen hast. Entweder schickt uns der Tower jetzt zu Ground (wenn online) oder er gibt uns selbst die Anweisungen.

Angenommen die Bahn wurde über ECHO (E) verlassen.

Salzburg Tower: ''"Austrian 123, taxi to stand W4 via L(LIMA)and Exit 4"''
Wir: ''"taxi to stand W4 via LIMA and Exit 4"''

Wir rollen also zur Parkposition W4. Dort melden wir uns ein letztes Mal beim Controller

Wir: ''"Austrian 123 at stand W4, shutting down"''
Salzburg Tower: ''"Austrian 123, danke für den Flug, servus!"''

"request leaving", "request frequency change" oder andere Phrasen, sind nicht notwendig. 

So, das war's! Der erste Online Flug ist vorrüber. Ab jetzt heißt es üben, üben, üben! Der Rest kommt im Laufe der Zeit von ganz alleine. Je mehr Flüge du absolviert hast, desto mehr Erfahrung wirst du haben und du wirst die Prozeduren irgendwann im Schlaf beherrschen.

=== Tipps und Hinweise ===

==== Die ersten Schritte ====

Nachdem du dich bei VATSIM und auch auf der [http://www.vacc-austria.org VACC Austria Homepage] registriert hast, kannst du im [http://forum.vacc-austria.org/index.php Forum] nach Hilfe fragen. Du solltest auch hier im Wiki diverse Dokumente durchlesen. Danach stellst du dich mit deinem Flieger nach Wien, loggst dich ein und hörst für den Anfang einfach nur zu. Notiere dir Dinge die unklar sind und frage im Forum nach.

==== Grundlegende VATSIM Regeln. ====
*Niemals auf einer Piste einloggen
*Keine Pause-Taste im Flugsimulator verwenden
*Realistische Callsigns verwenden
*immer den realen Vor- und Nachnamen verwenden
*immer den Anweisungen von Controllern folge leisten

Lies dir unbedingt folgende VATSIM-Dokumente durch:

*[http://www.vatsim.net/library/codeofconduct.pdf Code of Conduct]
*[http://www.vatsim.net/library/codeofregs.pdf Code of Regulations]

==== Tipps für den Flug ====

*Am Funk: Denken, drücken, sprechen!
*Notizen: schreibe dir alles auf was der Controller dir sagt!
*Wenn du etwas nicht verstehst, nachfragen statt falsch machen!
*Fliege niemals ohne Charts und wirf einen kurzen Blick auf diese bevor du fliegst!

==== Wo finde ich Hilfe? ====

*[http://www.vatsim.net/prc/ Pilot Ressource Center]
*[http://forum.vacc-austria.org/index.php VACC Austria Forum]
*[http://wiki.vacc-austria.org/index.php VACC Austria Wiki]

[[Category:Dokumentation]]

Example Flight

2011-11-18T10:54:08Z

Georg Lauenstein: /* Descent / Top of Descent (ToD) */

== Beispielflug für neue Piloten ==

=== Einleitung ===
Dieser Flug, den wir Schritt für Schritt gemeinsam durchgehen wollen, soll dir einen ersten Auszug aus der Faszination der virtuellen Fliegerei
im [[VATSIM]] Netzwerk geben. Wenn du dich an diesem Tutorial orientierst kann eigentlich nichts schief gehen. Es wäre sehr
empfehlenswert dir einen
Termin mit deinem Mentor zu vereinbaren, damit ihr dieses Tutorial gemeinsam durcharbeiten könnt (z.B. über [[TeamSpeak]],
[[Skype]], etc.). Falls du
der Meinung bist, dass du das auch alleine packst können wir jetzt beginnen. Dein erster Flug wird von Wien nach Salzburg
führen.

=== Benötigte Software ===
Bevor es an die eigentliche Flugvorbereitung geht, sollten wir besprechen welche Software du verwendest bzw. welche Programme du benötigst.
==== Flugsimulator ====
Ich gehe davon aus, dass du bereits einen Flugsimulator installiert hast. Folgende Simulatoren laufen mit der [[VATSIM]] spezifischen Software
(Squawkbox, FsInn, XSquawkbox) problemlos:

*Microsoft Flight Simulator 2004 ([[Squawkbox]], [[FsInn]])
*X-Plane 8.xx ([[XSquawkbox]])

==== Sonstige Software ====
Die meisten, am Markt erhältlichen Payware Flieger, haben sehr detailierte FMCs oder ähnliche Navigationseinrichtungen. Da
heutzutage auch in der Realität oft
ein FMC/FMS zum Einsatz kommt, wollen wir bei diesem Tutorial [[vasFMC]] als Referenz verwenden.
Mit diesem FMC kann fast jedes Freeware-Flugzeug verwendet werden.
Weiters ist es von Vorteil Tools wie [[VATSpy]] zu verwenden. Tools wie diese können dir
dabei helfen besetzte ATC Stationen zu finden und den Verkehr in deiner Umgebung im Auge zu behalten.

Beachte: Vor diesem Tutorial sollte die Dokumentation/Readme der jeweiligen Software und die Software danach konfiguriert werden.

=== Flugvorbereitung ===
Wie in der Realität, ist es auch bei [[VATSIM]] notwendig eine möglichst genaue Flugplanung durchzuführen, um auf gesicherten
Routen zum Zielflughafen zu kommen.

==== Flugplan ====
Beginnen wir mit dem VATSIM Flugplan. Dieser Flugplan hat im Wesentlichen zwei Aufgaben:
Zum einen dient er den Controllern im VATSIM Netzwerk dazu, deinen Abflug/Ankunfts - Flughafen, sowie Route und Callsign zu
zeigen. Er soll aber auch dazu verwendet werden, um anderen Piloten Einsicht in deine Absichten zu geben. Falls also gerade
kein Controller online ist, können Piloten in deiner Umgebung erkennen, ob sich eine gefährliche Annäherung zu dir entwickelt
oder nicht. 

Wir müssen nun also eine gültige Route und die passende Flughöhe dazu finden. Dazu besuchen wir die Seite
[http://vatroute.net/ http://vatroute.net]. Du siehst auf den ersten Blick, dass du lediglich zwei Felder ausfüllen musst: den Abflugs- und
den Ankunftsort. Geben wir also den ICAO Code [[LOWW]] für Wien als Abflugsort und [[LOWS]] für Salzburg als Ankunftsort
ein. Klicke nun auf '''Go!'''. Wir sehen nun unsere Route und links daneben den Bereich aus dem wir unsere Flughöhe wählen.
Achtung! Behalte diese Seite im Hintergrund in deinem Browser immer offen! Wir werden sie noch
des öfteren brauchen.
 
Jetzt werden wir den VATSIM Flugplan Schritt für Schritt ausfüllen. Besuche dazu die Seite von [http://vatsim.net VATSIM]. Unter
"Pilots Resources" findest du den Punkt "File Flightplan". Den Flugplan kann man auch im jeweiligen Pilotenclient
([[FSInn]], [[Squawkbox]], [[XSquawkbox]]) abgeben. Um aber ein einhetiliches Manual zu gewährleisten machen wir das direkt
über die [[VATSIM]] Seite (der aufgegebene Flugplan ist dann für 2 Stunden gültig).
Detailierte Informationen über den VATSIM Flugplan findest du auch
[http://usa-w.vatsim.net/prc/VPTPublic/122/122a/122a.htm hier]

===== Type =====
Hier geben wir an, ob wir den Flug nach Instrumentenflugregeln ([[IFR]]) oder Sichtflugregeln ([[VFR]]) durchführen wollen.
Wir wählen zunächst '''[[IFR]]'''. An anderer Stelle findest du einen VFR Beispielflug. Ausserdem wird dir dein Mentor sicher
gerne Fragen über [[IFR]] und [[VFR]] beantworten.

===== Callsign =====
Das Callsign ist jener Rufame eines Flugzeuges den der Controller auf seinem Radarschrim erblickt und über den er einen
Piloten auf der Funkfrequenz ruft. Wählen wir hier das Callsign '''AUA9834'''.
Meistens bestehen die Callsigns in der Realität aus dem Operator (AUA = Austrian) und der eigentlichen Flugnummer,
welche aus Buchstaben und Zahlen bestehen kann. Nach welchen Regeln ein Callsign in der Realität aufgebaut wird, sei hier
nicht weiter erwähnt. Wie der genaue Funkrufname (z.B.: DLH = Lufthansa) eines Callsigns lautet siehst du auch
[http://www.airlinecodes.co.uk/airlcodesearch.asp hier]. Du kannst auch gerne jedes andere Callsign verwenden, welches so
real wie möglich ist.

Achtung: Im VATSIM Netzwerk wird es gerne gesehen, wenn möglichst reale Callsigns verwendet
werden. Also das ICAO Callsign "AUA" und nicht z.B. das IATA Zeichen "OS" (welches auf
Flugtickets oder Passagierinformationen zu finden ist) für Austrian Airlines.

===== Aircraft Type =====
Wähle hier deinen Flugzeugtyp aus. Welche Bezeichnung eingefügt werden muss kannst du
[http://www.icao.int/anb/ais/8643/index.cfm hier] oder [http://usa-w.vatsim.net/prc/VPTPublic/pdfs/ac.pdf hier]
in Erfahrung bringen.
Welches Special Equipment du angeben musst kannst du
[http://usa-w.vatsim.net/prc/VPTPublic/122/122a/122a.htm hier] einsehen.
Generell (vor allem bei moderneren Flugzeugen) kannst du in diesem Feld folgendes eintragen: '''T/"aircraft type"/W'''.

===== True Airspeed =====
Hier gibst du an wie schnell du auf Reiseflughöhe sein wirst. Mit Flugzeugen wie der Boeing 737 oder einem Airbus wirst du
zwischen 420 und 470 Knoten schnell sein. Falls du den genauen Wert deines Flugzeuges kennt kannst du ihn hier eintragen,
falls nicht wählen wir den Wert 450 Knoten. Ein genauer Wert ist nicht notwendig, der Wert sollte aber plausibel sein.

===== Departure Point =====
Für unseren Beispielflug wählen wir Wien als Abflugort. Der ICAO Code für Wien lautet [[LOWW]]. Welche Stadt bzw. welcher
Flughafen welchen ICAO Code hat, siehst du [http://www.airlinecodes.co.uk/aptcodesearch.asp hier].

===== Departure Time =====
Gib hier deine geplante Abflugzeit an. Format: HHMM

===== Cruising Altidude =====
Die Reiseflughöhe wird in diesem Feld in Flightlevel angegeben. FL = Höhe in Fuß / 100 
Sprich: FL320 = 32000ft 
Wir öffnen nun wieder unsere Flugplan Seite von [http://vatroute.net/ VATRoute] die noch im Hintergrund geöffnet sein sollte. Wir sehen bei 1), dass die Route die wir gefunden haben nur für eine Höhe von FL076 bis FL160 gültig ist. Die relativ geringe Höhe ist einfach zu erklären: Der Flug von Wien nach Salzburg ist sehr kurz. Höher als heir angegeben zu steigen zahlt sich daher nicht aus. Da wir aber trotzdem eine möglichst große Höhe erreichen wollen, geben wir 160 ein (= Flightlevel 160 = 16000ft).

===== Route of flight =====
Wir tragen hier unsere Route ein. In unserem Fall sehen wir im Briefing die Route '''SITNI L856 SBG'''. 
Nun, wie ist dies zu interpretieren? Der erste Navigationspunkt nach dem Abflug in Wien ist SITNI. Punkte deren Name aus 5 Buchstaben besteht werden als Intersection bezeichnet. Wenn wir SITNI erreicht haben, fliegen wir weiter auf dem Airway L856 bis zum Punkt SBG. Auf dem airway selbst passieren wir noch die Intersections BAGSI und MATIG, diese werden aber nicht mehr extra im Flugplan angegeben, passieren müssen wir sie aber schon. Punkte mit 3 Buchstaben sind VOR's bzw NDB's, wobei NDB's auch nur 2 Buchstaben im Namen haben können. Ab Salzburg sind wir spätestens im Anflug auf den Flughafen Salzburg.

===== Destination =====
Unser Flugziel, der Flughafen Salzburg wird hier eingetragen, also '''LOWS'''.

===== Estimated Time Enroute =====
Die Flugzeit wird nicht mehr als ca. 30 Minuten dauern. Tragen wir also bei Hours '''00''' und bei Minutes '''30''' ein.

===== Voice Capabilities =====
Da du sicherlich ein Headset mit Mikrofon besitzt, wähle hier '''Full Voice'''.

Solltest du mit FSINN unterwegs sein, dann kannst du dem Fluglotsen mit folgenden Zeichen in der Remark-Section mitteilen, dass du Voice, Text oder Read only ausgestattet bist:

'''/V/''' = Der Pilot kann Flugfunk hören und auch senden.

'''/T/''' = Der Pilot kann Textmitteilungen empfangen und wird sie auch als Text zurücksenden.

'''/R/''' = Der Pilot kann Flugfunk empfangen. Die Antwort kommt jedoch auf Text zurück.

Wichtig dabei ist, dass der Buchstabe V, T oder R zwischen zwei Slashes steht, da ansonsten dein Equipment nicht erkannt wird und der Fluglotse somit nicht weiß, wie er den Piloten kontaktieren soll.

===== Remarks =====
Für dich als Anfänger ein sehr wichtiges Feld. Hier solltest du unbedingt '''Newbie - speak slowly and clear - be patient''' eintragen. Dadurch werden die Controller darauf aufmerksam gemacht, dass du Anfänger bist und werden deshalb ganz besonders darauf achten, dich gesichert zum Ziel zu lotsen.

===== Fuel On Board =====
Hier wird die Zeit eingetragen für die der Treibstoff ausreicht. Da man immer Reserven für 1 Stunde zusätzlich tanken sollte, trage bei Hours '''01''' und bei Minutes '''30''' ein. Wenn du für diese Zeit tankst, bist du auf jeden Fall auf der sicheren Seite. Noch besser wäre Treibstoff für 2 Stunden.

===== Alternate Airport =====
Gib hier deinen Ausweichflughafen an, den du anfliegen wirst falls du aus irgend einem Grund nicht in Salzburg landen kannst (schlechte Wetterbedingungen, etc). Für unseren Flug würde sich München anbieten. Trage also '''EDDM''' in das Feld ein.

===== Pilot's Name and Aircraft Home Base =====
Wie immer im VATSIM, trage hier deinen realen Vor- und Nachnamen ein, sowie den nächst gelegenen Airport deiner Heimat ein. 
Z.b.: '''Max Muster LOWW'''

===== VATSIM ID / VATSIM Passwort =====
Zum Schluss noch deine VATSIM ID und das Passwort. Klicke danach auf '''File Flight Plan'''

 
Nun ist unser Flugplan ausgefüllt und gesendet.

==== ATIS ====

Spätestens jetzt solltest du deinen Flugsimulator starten und dich in dein virtuelles Cockpit am Abflugort Wien begeben. Stell dich zum Gate 31 und log dich mit deinem Pilotenclient ein (du brauchst keine Multiplayer Session zu starten - die Squawkbox oder FSInn, je nachdem was du benutzt, machen dies in den Standardeinstellungen für dich). Gehen wir davon aus, dass du dich mit AUA123 (Austrian123) eingeloggt hast. Du kannst aber auch jedes andere realistische Callsign verwenden. Beachte, dass du das selbse Callsign, sowie deinen realen Vor- und Nachnamen verwendest, wie schon im Flugplan. Versichere dich, dass dein Transponder auf Mode Standby steht. Falls keine Controller online sind, setze die UNICOM-Frequenz 122.800, auf der du dich per Text mit anderen Piloten absprechen kannst. Damit ihr euch nicht gegenseitig behindert. Falls der Tower in Wien online ist müssen wir zuerst die ATIS Information abrufen. Diese ist entweder als Sprachaufzeichnung mit dem Callsign LOWW_ATIS vorhanden auf der Frequenz 122.950, oder als Text. Die Text-ATIS erhältst du in deinem Pilotenclient (z.B. Squawkbox) wenn du auf die Frequenz des Tower Controller wechselst. 
Gehen wir davon aus, dass der Tower in Wien online und eine Voice-ATIS vorhanden ist. Hör dir zuerst die ATIS an, um die Informationen für den Abflug zu erhalten. Setze dazu die Frequenz 122.950. Du wirst nun die wichtigsten Informationen für den Abflug in Wien hören. Notiere die folgenden Punkte:

*Information
*Wind
*QNH
*Departure Runway

'''Wind''': wird in diesem Format angegeben xxx/yy 
xxx steht für die Richtung aus der der Wind kommt. yy ist die Windgeschwindigkeit in Knoten.

Anmerkung: Du solltest zum Start immer die Runway wählen, die gegen den Wind verläuft
um maximalen Auftrieb zu erhalten. Beachte diesen Grundsatz, falls kein Tower online ist,
der die richtige Wahl für die Runways trifft.

==== Vorbereitung zum Abflug ====

Ab jetzt solltest du unbedingt Charts haben. Zu finden sind diese auf der [http://www.vacc-austria.org/?page=content/static&id=CHARTS_OVERVIEW Chart-Seite] unserer Homepage. Du benötigst die Charts von LOWW und LOWS.

===== SID (Standard Instrument Departure) =====
Nehmen wir an, dass die Departure Runway 29 ist. Suche in den Charts von LOWW die SIDS (standard instrument departure) für die Runway 29. Laut unserem Briefing haben wir als ersten Wegpunkt SITNI in unserer Route. In den Charts wirst du bei der Runway 29 die SITNI4C SID finden. Das ist die Route die uns nach dem Abheben zum Wegpunkt SITNI führen wird. Ab diesem Punkt folgen wir der Route aus dem Briefing. Noch ist allerdings nicht sicher, dass wir dieser SID folgen werden. Mehr dazu später.

===== FMC (Flight Management Computer) =====

Starte nun das Programm vasFMC, das schon einmal angesprochen wurde. Füge zuerst LOWW ein. Du wirst gefragt welche Runway du benutzen wirst. Da wir ja die ATIS abgehört haben wissen wir, dass die Runway 29 die aktive für Starts ist, wähle also diese. Danach kopierst du die Route aus dem Briefing und gibst sie in das vasFMC Eingabefeld ein. vasFMC wird die Wegpunkte die sich auf der Route befinden, automatisch hinzu fügen. Zum Schluss gibst du noch LOWS ein. Hier wirst du wieder gefragt welche Runway benutzt wird. Da wir das noch nicht wissen, wähle irgend eine Runway. 

Wähle jetzt noch AP-Couple an. Das FMC wird dadurch mit deinem Autopilot gekoppelt. Wenn du später nach dem HDG fliegst, wird dies automatisch von vasFMC vorgegeben, um auf der Route zu bleiben.

=== Der Flug ===

Dein Flieger sollte jetzt also Startklar sein. Treibstoff ist getankt, das FMC programmiert und du hast einen kleinen Notizblock oder Zettel zur Hand. 

==== Der erste Kontakt ====

Es wird Zeit uns erstmals zu melden. Falls Delivery online ist, melden wir uns zuerst bei Delivery, falls Ground online ist, bei Ground und wenn Ground nicht online ist beim Tower und zwar immer in dieser Reihenfolge. Du meldest dich immer bei der "niedrigsten" Station die für deinen Startflughafen verfügbar ist. Welche Frequenz du rasten musst, ist aus den Charts ersichtlich. 

Unser erster Funkspruch wird dazu dienen, um festzustellen ob das Headset funktioniert und der Controller dich versteht. Wir sind Austrian123 und haben dies auch im Flugplan angegeben und uns mit diesem Callsign (AUA123) eingeloggt.

Wir: ''"Wien Delivery, Austrian 123, radio check"''
Wien Delivery: ''"Austrian 123, read you five by five"''

Wenn der Controller five by five sagt, hört er dich klar und deutlich. 

==== Flugfreigabe ====

Wir müssen nun unsere Flugfreigabe fordern, damit wir unser Flugzeug überhaupt bewegen dürfen und um sicher zu gehen, dass der Controller unseren Flugplan mit der Route und Höhe akzeptiert. Weiters, teilen wir mit, dass wir die aktuelle ATIS abgehört haben. Deshalb geben wir die aktuelle Information an, die wir vorhin notiert haben. Gehen wir von der Information D (Delta) aus. Mit dieser Flugfreigabe (Clearence) erhalten wir auch die SID und unseren Transponder Code, sowie den lokalen Luftdruck, das QNH.

Wir: ''"Wien Delivery, Austrian 123, <dein Flugzeugtyp>, (at gate/stand 31), request IFR clearence to Salzburg, Information DELTA received"''
Wien Delivery: ''"Austrian 123, cleared to destination Salzburg via SITNI4C departure, initially climb 5000 feet, squawk 4605, QNH
1016, (Information DELTA correct)"''

Du musst immer zurücklesen was der Controller dir sagt (=Readback). Ein simples roger, yes, no genügt nicht. Nach dem Readback, sagst du nocheinmal das Callsign.

Wir: ''"cleared to Destination Salzburg via SITNI4C departure, intitially 5000 feet, Squawk 4605, QNH 1016, Austrian 123"''
Wien Delivery: ''"Austrian 123, readback correct, for start-up and pushback contact Wien Ground 121.600"''
Wir: ''" Contact Wien Ground 121.600, Austrian 123"''

Delivery hat uns also die Flugfreigabe gegeben. Du hast richtig zurückgelesen und deshalb weiß der Controller, dass du seine Anweisungen verstanden hast. Aus diesem Grund schickt er dich zu Ground. Du hast folgendes notiert:

*SID: entspricht unserer Planung, wir müssen nichts ändern
*initially 5000 feet: wir dürfen nach dem Abheben nur auf 5000 ft steigen, bis wir andere Anweisungen erhalten
*Squawk 4605: das ist der Transponder Code den wir setzen müssen.
*QNH 1016: Stelle dein Barometer(Altimeter) auf den Wert 1016. Das ist der Luftdruck den wir bis zur Transition Altitude (=5000ft in Wien, ersichtlich aus Charts) als Referenz für unseren Höhenmesser verwenden. Über dieser Höhe stellen wir den Weltweiten Standardluftdruck 1013 ein

==== Pushback und Taxi ====

Du hast alles eingestellt, bist auf der Frequenz von Wien Ground, hast deine Checklisten abgearbeitet und bist bereit zum start-up. Wir erbitten nun die Freigabe dafür.

Wir: ''"Wien Ground, servus, Austrian 123, request start-up"''
Wien Ground: ''"Austrian 123, start-up approved"''
Wir: ''"start-up approved, Austrian 123"''

Wenn wir alle Checklisten durch haben, alles gesetzt ist und wir bereit für den pushback sind, melden wir das dem Controller.

Wir: ''"Austrian 123, request pushback"''
Wien Ground: ''"Austrian 123, pushback approved"''
Wir: ''"pushback approved, Austrian 123"''

Eventuell sagt der Controller noch dazu:
...''pushback approved facing east/west/south'' oder ''north''...
Generell solltest du aber selbst wissen was die vernünftigste Variante ist.

Du bist also mit dem pushback fertig, die Triebwerke laufen. Nun fragen wir nach dem taxi. Das ist kein gelbes Taxi, sondern das Rollen zur aktiven Piste.

Wir: ''"Wien Ground, Austrian 123, ready for taxi"''
Wien Ground: ''"Austrian 123, taxi to holding point runway 29 vie EX10 and MIKE"''
Wir: ''"taxi to holding point runway 29 via EX10 and MIKE, Austrian 123"''

Wir sollen also über die Taxiways Exit10 und M (=MIKE) zum Rollhalt der Piste 29 rollen und dort warten. Nicht auf die Runway rollen !!! 

===== Give way Anweisungen =====

Du bist online nicht alleine unterwegs. Darum muss der Controller Flugzeuge vor dem Zusammenstoß bewahren, am Boden und in der Luft. Am Boden funktioniert das relativ einfach, indem er einem Piloten mitteilt, einen anderen vorbei zu lassen.

Wien Ground: ''"Austrian 123, give way to Boeing 737, crossing from left to the right"''
Wir: ''"giving way to Boeing 737, from left to right, Austrian123"''

Wir sollen also die Boeing vorbei lassen die unseren Weg von links nach rechts kreuzt. Weiters kann der Controller sagen, dass du einem anderen Flugzeug z.B. zur aktiven Piste folgen sollst.

Wien Ground: ''"Austrian 123, follow preceeding Boeing 747 to holding point runway 29"''
Wir: ''"follow the Boeing 747 to holding point runway 29, Austrian 123"''

Es kann auch passieren, dass du einer "company aircraft" folgen oder Platz machen sollst, das heißt du sollst einem bestimmten Flugzeug aus deiner Airline Platz machen (Austrian).

Kurz bevor wir den Rollhalt der Piste 29 erreichen, wird uns Ground zum Tower schicken.
Wien Ground: ''"Austrian 123, contact Wien Tower 119.400"''
Wir: ''"Contact Tower 119.400, Austrian 123"''

==== Departure ====

Schalte nun den Transponder auf "Mode CHARLIE". Wir melden uns beim Tower:
Wir: ''"Wien Tower, Austrian 123, (approaching holding point runway 29), ready for departure"''
Falls wir Glück haben und wenig Verkehr herrscht, bekommen wir unverzüglich die Starterlaubnis.
Wien Tower: ''"Austrian 123, wind xxx/yy, runway 29, cleared for takeoff"''
Das Wort takeoff darf erst dann verwendet werden, wenn es sich wirklich um die eigentliche Startfreigabe handelt.
Wir: ''"runway 29, cleared for takeoff, Austrian 123"''

===== Conditional Clearence =====

Ein besonderes "Werkzeug" des Controllers sind conditional clearences. Diese Freigaben gelten für dich erst, wenn bestimmte Umstände eingetreten sind. Ein Beispiel: 

Du stehst am Rollhalt Piste 29. Gleichzeitig anfliegender Verkehr auf die Piste 29 ist 3 Meilen entfernt. 6 Meilen dahinter ist ebenfalls anfliegender Verkehr auf die Piste 29. Bei viel Verkehr wird der Controller dich zwischen diesen Anflügen, starten lassen, um den Verkehr besser fließen zu lassen:

Wien Tower: ''"Austrian 123, traffic on 3nm final runway 29, Airbus A320, report in sight"''
Der Controller fragt ob wir den anfliegenden Verkehr in Sicht haben, um eine Verwechslungsgefahr auszuschließen, gibt er noch die Entfernung und den Flugzeugtyp an. Nur wenn wir Sichtkontakt zum Flugzeug haben, darf der Controller uns die conditional clearence erteilen.
Wir: ''"traffic in sight, Austrian 123"''
Wien Tower: ''"Austrian 123, behind landing Airbus A320/traffic, line up runway 29 and wait behind"''
Wir dürfen also erst nach dem landenden Airbus auf die Piste 29 rollen und sollen dann warten (=stehen bleiben). Der Controller sagt zwei mal "behind" um sicher zu stellen, dass wir auch wirklich erst nach dem Airbus aufrollen. Wenn der Airbus passiert hat, sollten wir allerdings unverzüglich aufrollen um bereit für einen schnellen Start zu sein, schließlich ist der nächste Anflug bereits ca. 5-6 Meilen entfernt. Sobald der Airbus die Piste verlassen hat, werden wir die Starterlaubnis bekommen (siehe oben).

===== Intersection Departure =====

Oft kommt es vor, dass der Ground oder Tower Lotse dich fragen wird, ob du auch von einer Intersection starten kannst. Eine Intersection ist eine Kreuzung zwischen Runway und Taxiway. Dies kann passieren falls der Verkehr es erfordert, oder der Controller möchte dir einfach nur den langen Weg bis zum Holding Point ersparen. Eine Möglichkeit ist die Intersection A3 (siehe Charts). In diesem Fall würde die Phraseologie so aussehen:
Wien Ground/Tower: ''"Austrian 123, ready/able for intersection departure from A3?"''
Falls wir nichts dagegen haben und auch aus technischer Sicht nichts dagegen spricht, teilen wir das dem Controller mit.
Wir: ''"affirmative, (ready for intersection A3), Austrian 123"''
Wien Ground/Tower: ''"Austrian 123, taxi to holding point runway 29, Intersection A3 via M"''
Wenn wir nicht von einer Intersection starten können:
Wir: ''"negative/unable, Austrian 123"''

Die Starterlaubnis ist wieder gleich:

Wien Tower: ''"Austrian 123, wind xxx/yy, runway 29, cleared for takeoff"''
Wir: ''"runway 29, cleared for takeoff, Austrian 123"''

===== Immediate Departure =====

Was vor allem bei viel Verkehr passieren kann, ist folgende Situation: Du bist auf dem Weg zum Holding Point Runway 29 und erreichst diesen gerade. Gleichzeitig ist eine Maschine im Anflug auf die Runway 29 und ist noch 6 Meilen entfernt. Der Controller wird dich fragen ob du in der Lage bist unverzüglich auf die Runway zu rollen und zu starten, damit du noch vor dem anfliegenden Verkehr abgehoben bist. Falls dies zutrifft und du tatsächlich ohne Verzögerung und stehen bleiben starten kannst, teile dem Controller das mit (natürlich sollte das Funken in so einer Situation ohne Stottern, schnell und deutlich passieren):

Wien Tower: ''"Austrian 123, are you ready for immediate departure runway 29?"''
Wir: ''"affirmative, Austrian 123"''
Wien Tower: ''"Austrian 123, wind xxx/yy, runway 29, cleared for immediate takeoff"''
Wir: ''"Cleared for immediate takeoff, runway 29, Austrian 123"''

Mit dem Wort ''immediate'' macht dir der Controller noch einmal klar, dass du dir keine Zeit lassen darfst. Um es verständlicher auszudrücken: Er meint damit ''Gib Gas!!''
 

Kurz nach dem Abheben, verweist uns Tower auf Approach oder Center (beide heißen Wien Radar), je nachdem wer online ist.
Wien Tower: ''"Austrian 123, contact Wien Radar 128.200"''
Wir: ''"Wien Radar 128.200, Austrian 123"''

==== Reiseflug / Enroute ====

Wir melden uns bei Radar, und der Controller wird uns unverzüglich eine größere Höhe (wahrscheinlich unsere Reiseflughöhe) anordnen, unter der Vorraussetzung, dass er uns korrekt identifiziert hat. Dazu müssen wir ihm folgende Punkte mitteilen:
*Callsign
*aktuelle Höhe
*freigegebene Höhe
*SID

Außerdem muss der Transponder auf Mode "CHARLIE" stehen, also aktiv sein.

Wir: ''"Wien Radar, Austrian 123, 3000 feet, climbing 5000 feet, SITNI4C departure"''
Wien Radar: ''"Austrian 123, identified, climb FL160"''
Wir: ''"climb FL160, Austrian 123"''

Jetzt können wir uns erstmal zurücklehnen, auch wenn es nicht lange dauert bis wir Salzburg erreichen.

==== Descent / Top of Descent (ToD) ====

Nach einiger Zeit sollten wir langsam aber sicher in den Sinkflug übergehen. Der Punkt an dem der Sinkflug begonnen wird, nennt sich Top of Descent. Um diesen Punkt zu errechnen gibt es einige Faustformeln. Generell kann man sagen, dass die abzubauende Höhe in Flightlevel dividiert durch 3 die Distanz zum Zielort ergibt, ab der man sinken sollte. 

Unser Beispiel:
FL160 auf ca. 1000ft (Höhe des Airports über dem Meer) -> FL150 : 3 = 50nm

Wenn man also 40-50nm vor Salzburg bei einem Groundspeed zwischen 400 und 450 Knoten bei ca. 1700-2000 ft / min sinkt ist man auf der sicheren Seite. Falls dieser Punkt erreicht wird und der Controller dir noch keine Anweisungen zum Sinken gegeben hat, weise ihn darauf hin, dass du sinken willst, da du selbst dafür verantwortlich bist.

Wir: ''"Austrian 123, request (ready for) descent"''

Meistens wird dir der Controller dann eine Anweisung zum Sinken geben, die du selbstverständlich wieder zurücklesen musst.

Wien Radar: ''"Austrian 123, descend FL120, contact Salzburg Radar 123.720"''
Wir: ''"descend FL120, contact Salzburg Radar 123.720, Austrian 123"''

==== Vectoring und Approach ====

Ein wesentlicher Teil des Fluges, der vom Piloten besondere Aufmerksamkeit fordert, ist der Anflug. Hier wird einem Piloten in der Regel ein sogenanntes Vectoring gegeben. Das heißt, dass der Controller (in diesem Fall Salzburg Radar) dir zusätzlich zu den Höhenanweisungen auch Richtungsanweisungen gibt. Du musst dann diese Richtung (Heading) fliegen und wie immer die Anweisungen zurücklesen, damit der Controller sicher gehen kann, dass du seine Anweisungen erhalten hast. Das Vectoring führt dich direkt bis zum Endanflug in den du dann freigegeben wirst. Der Anflug ist im Normalfall ein [[ILS]]-Approach. Der Controller wird dir auch mitteilen welchen Anflug auf welche Piste du erwarten kannst, damit du rechtzeitig deine NAV-Frequenzen setzen und dich auf den Anflug vorbereiten kannst.

Wir: ''"Salzburg Radar, Austrian 123, FL120, Information B, inbound SBG VOR"''
Salzburg Radar: ''"Austrian 123, servus, Information B correct, expect radar vectors ILS approach runway 16, descend FL80, turn right/left heading 260"''
Wir: ''descend FL80, right/left heading 260, expect radar vectors ILS approach runway 16"''

Wir sollen also auf FL80 sinken und nach rechts/links auf Kurs 260 drehen. Ausserdem teilt uns der Controller mit, dass in Salzburg die ATIS Information BRAVO gültig ist, damit wir überprüfen können ob wir diese abgehört haben. Setze das Heading 260 in deinem Autopiloten bzw. fliege den Kurs per Hand wenn du ein geübter Pilot bist.

'''Achtung''': Wenn du vasFMC verwendest musst du unbedingt vor dem ersten Einstellen eines Headings AP-Couple deaktivieren, da
sonst deine Eingaben von vasFMC immer wieder überschrieben werden.

Du wirst eventuell noch weitere Headings und Höhenanweisungen bekommen. Zwischendurch wird dir der Controller auch den zu erwartenden Anflug mitteilen.

Salzburg Radar: ''"Austrian 123, descend FL60"''
Wir: ''"descend FL60, Austrian 123"''

Langsam wird es spannend. Der Controller wird uns jeden Moment mitteilen, dass wir für den Anflug freigegeben sind. Setze noch schnell die NAV-Frequenz 109.90 für den ILS Anflug auf die Piste 16 in Salzburg. Zufinden sind alle wichtigen Informationen wie immer in den Charts, die bei keinem Flug fehlen dürfen.

Salzburg Radar: ''"Austrian 123, descend altitude 4000 ft, QNH 1015, turn left heading 190, cleared ILS approach runway 16"''
Wir: ''"descend 4000 ft, QNH 1015, turn left heading 190, cleared ILS approach runway 16, Austrian 123"''

Vielleicht relativ viel Information auf einmal. Deshalb sollte auch hier der Notizzettel greifbar sein. Wir müssen also auf die Höhe (nicht Flightlevel!!) 4000ft sinken. Sobald wir auf oder unter die Transition Altitude friegegeben werden, ist automatisch vom lokalen QNH als Referenz auszugehen, das uns der Controller auch mitteilt, bei diesem Beispiel 1015. Weiters müssen wir auf Kurs 190 drehen um das ILS einzufangen. Stelle also die Höhe, das QNH sowie das Heading so schnell wie möglich ein. Achte nun darauf den [[Localizer]] und in weiterer Folge den [[Glideslope]] einzufangen. Sobald sich die Anzeige in Richtung Mitte bewegt, drücke den LOC bzw später den APP-Button (abhängig vom Flugzeug). Wenn der Controller am Radarschirm erkennt, dass wir am ILS sind wird er uns an den Tower übergeben. Es kann aber auch sein, dass er uns die Anweisung gibt ihm zu melden, dass wir uns am ILS befinden. In diesem Fall würde die Phrase oben ergänzt werde durch:

''"...report established"''

Wenn wir also "established" sind schickt uns Salzburg Radar zum Tower.

Salzburg Radar: ''"Austrian 123, contact Salzburg Tower on 118.100 "''
Wir: ''"Contact Salzburg Tower on 118.100, Austrian 123 "''

==== Landung ====

Wir wechseln auf die Tower Frequenz und melden uns so bald als möglich, damit wir noch genug Zeit im Endanflug haben.

Wir: ''"Salzburg Tower, servus, Austrian 123, established ILS runway 16"''
Salzburg Tower: ''"Austrian 123, Wind xxx/yy runway 16, cleared to land"''
Wir: ''"runway 16, cleared to land, Austrian 123"''

Glück gehabt, kein Verkehr auf der 16 und somit erhalten wir unverzüglich die Freigabe zur Landung. Wäre jemand vor uns bei der Landung, würde der Tower-Controller in etwas das sagen:

''"...wind xxx/yy, continue approach number 2"''

Fast geschafft. Das Fahrwerk ist draußen, alles ist gechecked und wir setzen sanft auf. Wir verlassen die Runway und halten dann, da wir noch keine weiteren Freigaben erhalten haben. Vergiss nicht den Transponder wieder auf Mode "Standby" zu schalten, sobald du am Boden bist und die Runway verlassen hast. Entweder schickt uns der Tower jetzt zu Ground (wenn online) oder er gibt uns selbst die Anweisungen.

Angenommen die Bahn wurde über ECHO (E) verlassen.

Salzburg Tower: ''"Austrian 123, taxi to stand W4 via L(LIMA)and Exit 4"''
Wir: ''"taxi to stand W4 via LIMA and Exit 4"''

Wir rollen also zur Parkposition W4. Dort melden wir uns ein letztes Mal beim Controller

Wir: ''"Austrian 123 at stand W4, shutting down"''
Salzburg Tower: ''"Austrian 123, danke für den Flug, servus!"''

"request leaving", "request frequency change" oder andere Phrasen, sind nicht notwendig. 

So, das war's! Der erste Online Flug ist vorrüber. Ab jetzt heißt es üben, üben, üben! Der Rest kommt im Laufe der Zeit von ganz alleine. Je mehr Flüge du absolviert hast, desto mehr Erfahrung wirst du haben und du wirst die Prozeduren irgendwann im Schlaf beherrschen.

=== Tipps und Hinweise ===

==== Die ersten Schritte ====

Nachdem du dich bei VATSIM und auch auf der [http://www.vacc-austria.org VACC Austria Homepage] registriert hast, kannst du im [http://forum.vacc-austria.org/index.php Forum] nach Hilfe fragen. Du solltest auch hier im Wiki diverse Dokumente durchlesen. Danach stellst du dich mit deinem Flieger nach Wien, loggst dich ein und hörst für den Anfang einfach nur zu. Notiere dir Dinge die unklar sind und frage im Forum nach.

==== Grundlegende VATSIM Regeln. ====
*Niemals auf einer Piste einloggen
*Keine Pause-Taste im Flugsimulator verwenden
*Realistische Callsigns verwenden
*immer den realen Vor- und Nachnamen verwenden
*immer den Anweisungen von Controllern folge leisten

Lies dir unbedingt folgende VATSIM-Dokumente durch:

*[http://www.vatsim.net/library/codeofconduct.pdf Code of Conduct]
*[http://www.vatsim.net/library/codeofregs.pdf Code of Regulations]

==== Tipps für den Flug ====

*Am Funk: Denken, drücken, sprechen!
*Notizen: schreibe dir alles auf was der Controller dir sagt!
*Wenn du etwas nicht verstehst, nachfragen statt falsch machen!
*Fliege niemals ohne Charts und wirf einen kurzen Blick auf diese bevor du fliegst!

==== Wo finde ich Hilfe? ====

*[http://www.vatsim.net/prc/ Pilot Ressource Center]
*[http://forum.vacc-austria.org/index.php VACC Austria Forum]
*[http://wiki.vacc-austria.org/index.php VACC Austria Wiki]

[[Category:Dokumentation]]

Example Flight

2011-11-18T10:53:53Z

Georg Lauenstein: /* Immediate Departure */

== Beispielflug für neue Piloten ==

=== Einleitung ===
Dieser Flug, den wir Schritt für Schritt gemeinsam durchgehen wollen, soll dir einen ersten Auszug aus der Faszination der virtuellen Fliegerei
im [[VATSIM]] Netzwerk geben. Wenn du dich an diesem Tutorial orientierst kann eigentlich nichts schief gehen. Es wäre sehr
empfehlenswert dir einen
Termin mit deinem Mentor zu vereinbaren, damit ihr dieses Tutorial gemeinsam durcharbeiten könnt (z.B. über [[TeamSpeak]],
[[Skype]], etc.). Falls du
der Meinung bist, dass du das auch alleine packst können wir jetzt beginnen. Dein erster Flug wird von Wien nach Salzburg
führen.

=== Benötigte Software ===
Bevor es an die eigentliche Flugvorbereitung geht, sollten wir besprechen welche Software du verwendest bzw. welche Programme du benötigst.
==== Flugsimulator ====
Ich gehe davon aus, dass du bereits einen Flugsimulator installiert hast. Folgende Simulatoren laufen mit der [[VATSIM]] spezifischen Software
(Squawkbox, FsInn, XSquawkbox) problemlos:

*Microsoft Flight Simulator 2004 ([[Squawkbox]], [[FsInn]])
*X-Plane 8.xx ([[XSquawkbox]])

==== Sonstige Software ====
Die meisten, am Markt erhältlichen Payware Flieger, haben sehr detailierte FMCs oder ähnliche Navigationseinrichtungen. Da
heutzutage auch in der Realität oft
ein FMC/FMS zum Einsatz kommt, wollen wir bei diesem Tutorial [[vasFMC]] als Referenz verwenden.
Mit diesem FMC kann fast jedes Freeware-Flugzeug verwendet werden.
Weiters ist es von Vorteil Tools wie [[VATSpy]] zu verwenden. Tools wie diese können dir
dabei helfen besetzte ATC Stationen zu finden und den Verkehr in deiner Umgebung im Auge zu behalten.

Beachte: Vor diesem Tutorial sollte die Dokumentation/Readme der jeweiligen Software und die Software danach konfiguriert werden.

=== Flugvorbereitung ===
Wie in der Realität, ist es auch bei [[VATSIM]] notwendig eine möglichst genaue Flugplanung durchzuführen, um auf gesicherten
Routen zum Zielflughafen zu kommen.

==== Flugplan ====
Beginnen wir mit dem VATSIM Flugplan. Dieser Flugplan hat im Wesentlichen zwei Aufgaben:
Zum einen dient er den Controllern im VATSIM Netzwerk dazu, deinen Abflug/Ankunfts - Flughafen, sowie Route und Callsign zu
zeigen. Er soll aber auch dazu verwendet werden, um anderen Piloten Einsicht in deine Absichten zu geben. Falls also gerade
kein Controller online ist, können Piloten in deiner Umgebung erkennen, ob sich eine gefährliche Annäherung zu dir entwickelt
oder nicht. 

Wir müssen nun also eine gültige Route und die passende Flughöhe dazu finden. Dazu besuchen wir die Seite
[http://vatroute.net/ http://vatroute.net]. Du siehst auf den ersten Blick, dass du lediglich zwei Felder ausfüllen musst: den Abflugs- und
den Ankunftsort. Geben wir also den ICAO Code [[LOWW]] für Wien als Abflugsort und [[LOWS]] für Salzburg als Ankunftsort
ein. Klicke nun auf '''Go!'''. Wir sehen nun unsere Route und links daneben den Bereich aus dem wir unsere Flughöhe wählen.
Achtung! Behalte diese Seite im Hintergrund in deinem Browser immer offen! Wir werden sie noch
des öfteren brauchen.
 
Jetzt werden wir den VATSIM Flugplan Schritt für Schritt ausfüllen. Besuche dazu die Seite von [http://vatsim.net VATSIM]. Unter
"Pilots Resources" findest du den Punkt "File Flightplan". Den Flugplan kann man auch im jeweiligen Pilotenclient
([[FSInn]], [[Squawkbox]], [[XSquawkbox]]) abgeben. Um aber ein einhetiliches Manual zu gewährleisten machen wir das direkt
über die [[VATSIM]] Seite (der aufgegebene Flugplan ist dann für 2 Stunden gültig).
Detailierte Informationen über den VATSIM Flugplan findest du auch
[http://usa-w.vatsim.net/prc/VPTPublic/122/122a/122a.htm hier]

===== Type =====
Hier geben wir an, ob wir den Flug nach Instrumentenflugregeln ([[IFR]]) oder Sichtflugregeln ([[VFR]]) durchführen wollen.
Wir wählen zunächst '''[[IFR]]'''. An anderer Stelle findest du einen VFR Beispielflug. Ausserdem wird dir dein Mentor sicher
gerne Fragen über [[IFR]] und [[VFR]] beantworten.

===== Callsign =====
Das Callsign ist jener Rufame eines Flugzeuges den der Controller auf seinem Radarschrim erblickt und über den er einen
Piloten auf der Funkfrequenz ruft. Wählen wir hier das Callsign '''AUA9834'''.
Meistens bestehen die Callsigns in der Realität aus dem Operator (AUA = Austrian) und der eigentlichen Flugnummer,
welche aus Buchstaben und Zahlen bestehen kann. Nach welchen Regeln ein Callsign in der Realität aufgebaut wird, sei hier
nicht weiter erwähnt. Wie der genaue Funkrufname (z.B.: DLH = Lufthansa) eines Callsigns lautet siehst du auch
[http://www.airlinecodes.co.uk/airlcodesearch.asp hier]. Du kannst auch gerne jedes andere Callsign verwenden, welches so
real wie möglich ist.

Achtung: Im VATSIM Netzwerk wird es gerne gesehen, wenn möglichst reale Callsigns verwendet
werden. Also das ICAO Callsign "AUA" und nicht z.B. das IATA Zeichen "OS" (welches auf
Flugtickets oder Passagierinformationen zu finden ist) für Austrian Airlines.

===== Aircraft Type =====
Wähle hier deinen Flugzeugtyp aus. Welche Bezeichnung eingefügt werden muss kannst du
[http://www.icao.int/anb/ais/8643/index.cfm hier] oder [http://usa-w.vatsim.net/prc/VPTPublic/pdfs/ac.pdf hier]
in Erfahrung bringen.
Welches Special Equipment du angeben musst kannst du
[http://usa-w.vatsim.net/prc/VPTPublic/122/122a/122a.htm hier] einsehen.
Generell (vor allem bei moderneren Flugzeugen) kannst du in diesem Feld folgendes eintragen: '''T/"aircraft type"/W'''.

===== True Airspeed =====
Hier gibst du an wie schnell du auf Reiseflughöhe sein wirst. Mit Flugzeugen wie der Boeing 737 oder einem Airbus wirst du
zwischen 420 und 470 Knoten schnell sein. Falls du den genauen Wert deines Flugzeuges kennt kannst du ihn hier eintragen,
falls nicht wählen wir den Wert 450 Knoten. Ein genauer Wert ist nicht notwendig, der Wert sollte aber plausibel sein.

===== Departure Point =====
Für unseren Beispielflug wählen wir Wien als Abflugort. Der ICAO Code für Wien lautet [[LOWW]]. Welche Stadt bzw. welcher
Flughafen welchen ICAO Code hat, siehst du [http://www.airlinecodes.co.uk/aptcodesearch.asp hier].

===== Departure Time =====
Gib hier deine geplante Abflugzeit an. Format: HHMM

===== Cruising Altidude =====
Die Reiseflughöhe wird in diesem Feld in Flightlevel angegeben. FL = Höhe in Fuß / 100 
Sprich: FL320 = 32000ft 
Wir öffnen nun wieder unsere Flugplan Seite von [http://vatroute.net/ VATRoute] die noch im Hintergrund geöffnet sein sollte. Wir sehen bei 1), dass die Route die wir gefunden haben nur für eine Höhe von FL076 bis FL160 gültig ist. Die relativ geringe Höhe ist einfach zu erklären: Der Flug von Wien nach Salzburg ist sehr kurz. Höher als heir angegeben zu steigen zahlt sich daher nicht aus. Da wir aber trotzdem eine möglichst große Höhe erreichen wollen, geben wir 160 ein (= Flightlevel 160 = 16000ft).

===== Route of flight =====
Wir tragen hier unsere Route ein. In unserem Fall sehen wir im Briefing die Route '''SITNI L856 SBG'''. 
Nun, wie ist dies zu interpretieren? Der erste Navigationspunkt nach dem Abflug in Wien ist SITNI. Punkte deren Name aus 5 Buchstaben besteht werden als Intersection bezeichnet. Wenn wir SITNI erreicht haben, fliegen wir weiter auf dem Airway L856 bis zum Punkt SBG. Auf dem airway selbst passieren wir noch die Intersections BAGSI und MATIG, diese werden aber nicht mehr extra im Flugplan angegeben, passieren müssen wir sie aber schon. Punkte mit 3 Buchstaben sind VOR's bzw NDB's, wobei NDB's auch nur 2 Buchstaben im Namen haben können. Ab Salzburg sind wir spätestens im Anflug auf den Flughafen Salzburg.

===== Destination =====
Unser Flugziel, der Flughafen Salzburg wird hier eingetragen, also '''LOWS'''.

===== Estimated Time Enroute =====
Die Flugzeit wird nicht mehr als ca. 30 Minuten dauern. Tragen wir also bei Hours '''00''' und bei Minutes '''30''' ein.

===== Voice Capabilities =====
Da du sicherlich ein Headset mit Mikrofon besitzt, wähle hier '''Full Voice'''.

Solltest du mit FSINN unterwegs sein, dann kannst du dem Fluglotsen mit folgenden Zeichen in der Remark-Section mitteilen, dass du Voice, Text oder Read only ausgestattet bist:

'''/V/''' = Der Pilot kann Flugfunk hören und auch senden.

'''/T/''' = Der Pilot kann Textmitteilungen empfangen und wird sie auch als Text zurücksenden.

'''/R/''' = Der Pilot kann Flugfunk empfangen. Die Antwort kommt jedoch auf Text zurück.

Wichtig dabei ist, dass der Buchstabe V, T oder R zwischen zwei Slashes steht, da ansonsten dein Equipment nicht erkannt wird und der Fluglotse somit nicht weiß, wie er den Piloten kontaktieren soll.

===== Remarks =====
Für dich als Anfänger ein sehr wichtiges Feld. Hier solltest du unbedingt '''Newbie - speak slowly and clear - be patient''' eintragen. Dadurch werden die Controller darauf aufmerksam gemacht, dass du Anfänger bist und werden deshalb ganz besonders darauf achten, dich gesichert zum Ziel zu lotsen.

===== Fuel On Board =====
Hier wird die Zeit eingetragen für die der Treibstoff ausreicht. Da man immer Reserven für 1 Stunde zusätzlich tanken sollte, trage bei Hours '''01''' und bei Minutes '''30''' ein. Wenn du für diese Zeit tankst, bist du auf jeden Fall auf der sicheren Seite. Noch besser wäre Treibstoff für 2 Stunden.

===== Alternate Airport =====
Gib hier deinen Ausweichflughafen an, den du anfliegen wirst falls du aus irgend einem Grund nicht in Salzburg landen kannst (schlechte Wetterbedingungen, etc). Für unseren Flug würde sich München anbieten. Trage also '''EDDM''' in das Feld ein.

===== Pilot's Name and Aircraft Home Base =====
Wie immer im VATSIM, trage hier deinen realen Vor- und Nachnamen ein, sowie den nächst gelegenen Airport deiner Heimat ein. 
Z.b.: '''Max Muster LOWW'''

===== VATSIM ID / VATSIM Passwort =====
Zum Schluss noch deine VATSIM ID und das Passwort. Klicke danach auf '''File Flight Plan'''

 
Nun ist unser Flugplan ausgefüllt und gesendet.

==== ATIS ====

Spätestens jetzt solltest du deinen Flugsimulator starten und dich in dein virtuelles Cockpit am Abflugort Wien begeben. Stell dich zum Gate 31 und log dich mit deinem Pilotenclient ein (du brauchst keine Multiplayer Session zu starten - die Squawkbox oder FSInn, je nachdem was du benutzt, machen dies in den Standardeinstellungen für dich). Gehen wir davon aus, dass du dich mit AUA123 (Austrian123) eingeloggt hast. Du kannst aber auch jedes andere realistische Callsign verwenden. Beachte, dass du das selbse Callsign, sowie deinen realen Vor- und Nachnamen verwendest, wie schon im Flugplan. Versichere dich, dass dein Transponder auf Mode Standby steht. Falls keine Controller online sind, setze die UNICOM-Frequenz 122.800, auf der du dich per Text mit anderen Piloten absprechen kannst. Damit ihr euch nicht gegenseitig behindert. Falls der Tower in Wien online ist müssen wir zuerst die ATIS Information abrufen. Diese ist entweder als Sprachaufzeichnung mit dem Callsign LOWW_ATIS vorhanden auf der Frequenz 122.950, oder als Text. Die Text-ATIS erhältst du in deinem Pilotenclient (z.B. Squawkbox) wenn du auf die Frequenz des Tower Controller wechselst. 
Gehen wir davon aus, dass der Tower in Wien online und eine Voice-ATIS vorhanden ist. Hör dir zuerst die ATIS an, um die Informationen für den Abflug zu erhalten. Setze dazu die Frequenz 122.950. Du wirst nun die wichtigsten Informationen für den Abflug in Wien hören. Notiere die folgenden Punkte:

*Information
*Wind
*QNH
*Departure Runway

'''Wind''': wird in diesem Format angegeben xxx/yy 
xxx steht für die Richtung aus der der Wind kommt. yy ist die Windgeschwindigkeit in Knoten.

Anmerkung: Du solltest zum Start immer die Runway wählen, die gegen den Wind verläuft
um maximalen Auftrieb zu erhalten. Beachte diesen Grundsatz, falls kein Tower online ist,
der die richtige Wahl für die Runways trifft.

==== Vorbereitung zum Abflug ====

Ab jetzt solltest du unbedingt Charts haben. Zu finden sind diese auf der [http://www.vacc-austria.org/?page=content/static&id=CHARTS_OVERVIEW Chart-Seite] unserer Homepage. Du benötigst die Charts von LOWW und LOWS.

===== SID (Standard Instrument Departure) =====
Nehmen wir an, dass die Departure Runway 29 ist. Suche in den Charts von LOWW die SIDS (standard instrument departure) für die Runway 29. Laut unserem Briefing haben wir als ersten Wegpunkt SITNI in unserer Route. In den Charts wirst du bei der Runway 29 die SITNI4C SID finden. Das ist die Route die uns nach dem Abheben zum Wegpunkt SITNI führen wird. Ab diesem Punkt folgen wir der Route aus dem Briefing. Noch ist allerdings nicht sicher, dass wir dieser SID folgen werden. Mehr dazu später.

===== FMC (Flight Management Computer) =====

Starte nun das Programm vasFMC, das schon einmal angesprochen wurde. Füge zuerst LOWW ein. Du wirst gefragt welche Runway du benutzen wirst. Da wir ja die ATIS abgehört haben wissen wir, dass die Runway 29 die aktive für Starts ist, wähle also diese. Danach kopierst du die Route aus dem Briefing und gibst sie in das vasFMC Eingabefeld ein. vasFMC wird die Wegpunkte die sich auf der Route befinden, automatisch hinzu fügen. Zum Schluss gibst du noch LOWS ein. Hier wirst du wieder gefragt welche Runway benutzt wird. Da wir das noch nicht wissen, wähle irgend eine Runway. 

Wähle jetzt noch AP-Couple an. Das FMC wird dadurch mit deinem Autopilot gekoppelt. Wenn du später nach dem HDG fliegst, wird dies automatisch von vasFMC vorgegeben, um auf der Route zu bleiben.

=== Der Flug ===

Dein Flieger sollte jetzt also Startklar sein. Treibstoff ist getankt, das FMC programmiert und du hast einen kleinen Notizblock oder Zettel zur Hand. 

==== Der erste Kontakt ====

Es wird Zeit uns erstmals zu melden. Falls Delivery online ist, melden wir uns zuerst bei Delivery, falls Ground online ist, bei Ground und wenn Ground nicht online ist beim Tower und zwar immer in dieser Reihenfolge. Du meldest dich immer bei der "niedrigsten" Station die für deinen Startflughafen verfügbar ist. Welche Frequenz du rasten musst, ist aus den Charts ersichtlich. 

Unser erster Funkspruch wird dazu dienen, um festzustellen ob das Headset funktioniert und der Controller dich versteht. Wir sind Austrian123 und haben dies auch im Flugplan angegeben und uns mit diesem Callsign (AUA123) eingeloggt.

Wir: ''"Wien Delivery, Austrian 123, radio check"''
Wien Delivery: ''"Austrian 123, read you five by five"''

Wenn der Controller five by five sagt, hört er dich klar und deutlich. 

==== Flugfreigabe ====

Wir müssen nun unsere Flugfreigabe fordern, damit wir unser Flugzeug überhaupt bewegen dürfen und um sicher zu gehen, dass der Controller unseren Flugplan mit der Route und Höhe akzeptiert. Weiters, teilen wir mit, dass wir die aktuelle ATIS abgehört haben. Deshalb geben wir die aktuelle Information an, die wir vorhin notiert haben. Gehen wir von der Information D (Delta) aus. Mit dieser Flugfreigabe (Clearence) erhalten wir auch die SID und unseren Transponder Code, sowie den lokalen Luftdruck, das QNH.

Wir: ''"Wien Delivery, Austrian 123, <dein Flugzeugtyp>, (at gate/stand 31), request IFR clearence to Salzburg, Information DELTA received"''
Wien Delivery: ''"Austrian 123, cleared to destination Salzburg via SITNI4C departure, initially climb 5000 feet, squawk 4605, QNH
1016, (Information DELTA correct)"''

Du musst immer zurücklesen was der Controller dir sagt (=Readback). Ein simples roger, yes, no genügt nicht. Nach dem Readback, sagst du nocheinmal das Callsign.

Wir: ''"cleared to Destination Salzburg via SITNI4C departure, intitially 5000 feet, Squawk 4605, QNH 1016, Austrian 123"''
Wien Delivery: ''"Austrian 123, readback correct, for start-up and pushback contact Wien Ground 121.600"''
Wir: ''" Contact Wien Ground 121.600, Austrian 123"''

Delivery hat uns also die Flugfreigabe gegeben. Du hast richtig zurückgelesen und deshalb weiß der Controller, dass du seine Anweisungen verstanden hast. Aus diesem Grund schickt er dich zu Ground. Du hast folgendes notiert:

*SID: entspricht unserer Planung, wir müssen nichts ändern
*initially 5000 feet: wir dürfen nach dem Abheben nur auf 5000 ft steigen, bis wir andere Anweisungen erhalten
*Squawk 4605: das ist der Transponder Code den wir setzen müssen.
*QNH 1016: Stelle dein Barometer(Altimeter) auf den Wert 1016. Das ist der Luftdruck den wir bis zur Transition Altitude (=5000ft in Wien, ersichtlich aus Charts) als Referenz für unseren Höhenmesser verwenden. Über dieser Höhe stellen wir den Weltweiten Standardluftdruck 1013 ein

==== Pushback und Taxi ====

Du hast alles eingestellt, bist auf der Frequenz von Wien Ground, hast deine Checklisten abgearbeitet und bist bereit zum start-up. Wir erbitten nun die Freigabe dafür.

Wir: ''"Wien Ground, servus, Austrian 123, request start-up"''
Wien Ground: ''"Austrian 123, start-up approved"''
Wir: ''"start-up approved, Austrian 123"''

Wenn wir alle Checklisten durch haben, alles gesetzt ist und wir bereit für den pushback sind, melden wir das dem Controller.

Wir: ''"Austrian 123, request pushback"''
Wien Ground: ''"Austrian 123, pushback approved"''
Wir: ''"pushback approved, Austrian 123"''

Eventuell sagt der Controller noch dazu:
...''pushback approved facing east/west/south'' oder ''north''...
Generell solltest du aber selbst wissen was die vernünftigste Variante ist.

Du bist also mit dem pushback fertig, die Triebwerke laufen. Nun fragen wir nach dem taxi. Das ist kein gelbes Taxi, sondern das Rollen zur aktiven Piste.

Wir: ''"Wien Ground, Austrian 123, ready for taxi"''
Wien Ground: ''"Austrian 123, taxi to holding point runway 29 vie EX10 and MIKE"''
Wir: ''"taxi to holding point runway 29 via EX10 and MIKE, Austrian 123"''

Wir sollen also über die Taxiways Exit10 und M (=MIKE) zum Rollhalt der Piste 29 rollen und dort warten. Nicht auf die Runway rollen !!! 

===== Give way Anweisungen =====

Du bist online nicht alleine unterwegs. Darum muss der Controller Flugzeuge vor dem Zusammenstoß bewahren, am Boden und in der Luft. Am Boden funktioniert das relativ einfach, indem er einem Piloten mitteilt, einen anderen vorbei zu lassen.

Wien Ground: ''"Austrian 123, give way to Boeing 737, crossing from left to the right"''
Wir: ''"giving way to Boeing 737, from left to right, Austrian123"''

Wir sollen also die Boeing vorbei lassen die unseren Weg von links nach rechts kreuzt. Weiters kann der Controller sagen, dass du einem anderen Flugzeug z.B. zur aktiven Piste folgen sollst.

Wien Ground: ''"Austrian 123, follow preceeding Boeing 747 to holding point runway 29"''
Wir: ''"follow the Boeing 747 to holding point runway 29, Austrian 123"''

Es kann auch passieren, dass du einer "company aircraft" folgen oder Platz machen sollst, das heißt du sollst einem bestimmten Flugzeug aus deiner Airline Platz machen (Austrian).

Kurz bevor wir den Rollhalt der Piste 29 erreichen, wird uns Ground zum Tower schicken.
Wien Ground: ''"Austrian 123, contact Wien Tower 119.400"''
Wir: ''"Contact Tower 119.400, Austrian 123"''

==== Departure ====

Schalte nun den Transponder auf "Mode CHARLIE". Wir melden uns beim Tower:
Wir: ''"Wien Tower, Austrian 123, (approaching holding point runway 29), ready for departure"''
Falls wir Glück haben und wenig Verkehr herrscht, bekommen wir unverzüglich die Starterlaubnis.
Wien Tower: ''"Austrian 123, wind xxx/yy, runway 29, cleared for takeoff"''
Das Wort takeoff darf erst dann verwendet werden, wenn es sich wirklich um die eigentliche Startfreigabe handelt.
Wir: ''"runway 29, cleared for takeoff, Austrian 123"''

===== Conditional Clearence =====

Ein besonderes "Werkzeug" des Controllers sind conditional clearences. Diese Freigaben gelten für dich erst, wenn bestimmte Umstände eingetreten sind. Ein Beispiel: 

Du stehst am Rollhalt Piste 29. Gleichzeitig anfliegender Verkehr auf die Piste 29 ist 3 Meilen entfernt. 6 Meilen dahinter ist ebenfalls anfliegender Verkehr auf die Piste 29. Bei viel Verkehr wird der Controller dich zwischen diesen Anflügen, starten lassen, um den Verkehr besser fließen zu lassen:

Wien Tower: ''"Austrian 123, traffic on 3nm final runway 29, Airbus A320, report in sight"''
Der Controller fragt ob wir den anfliegenden Verkehr in Sicht haben, um eine Verwechslungsgefahr auszuschließen, gibt er noch die Entfernung und den Flugzeugtyp an. Nur wenn wir Sichtkontakt zum Flugzeug haben, darf der Controller uns die conditional clearence erteilen.
Wir: ''"traffic in sight, Austrian 123"''
Wien Tower: ''"Austrian 123, behind landing Airbus A320/traffic, line up runway 29 and wait behind"''
Wir dürfen also erst nach dem landenden Airbus auf die Piste 29 rollen und sollen dann warten (=stehen bleiben). Der Controller sagt zwei mal "behind" um sicher zu stellen, dass wir auch wirklich erst nach dem Airbus aufrollen. Wenn der Airbus passiert hat, sollten wir allerdings unverzüglich aufrollen um bereit für einen schnellen Start zu sein, schließlich ist der nächste Anflug bereits ca. 5-6 Meilen entfernt. Sobald der Airbus die Piste verlassen hat, werden wir die Starterlaubnis bekommen (siehe oben).

===== Intersection Departure =====

Oft kommt es vor, dass der Ground oder Tower Lotse dich fragen wird, ob du auch von einer Intersection starten kannst. Eine Intersection ist eine Kreuzung zwischen Runway und Taxiway. Dies kann passieren falls der Verkehr es erfordert, oder der Controller möchte dir einfach nur den langen Weg bis zum Holding Point ersparen. Eine Möglichkeit ist die Intersection A3 (siehe Charts). In diesem Fall würde die Phraseologie so aussehen:
Wien Ground/Tower: ''"Austrian 123, ready/able for intersection departure from A3?"''
Falls wir nichts dagegen haben und auch aus technischer Sicht nichts dagegen spricht, teilen wir das dem Controller mit.
Wir: ''"affirmative, (ready for intersection A3), Austrian 123"''
Wien Ground/Tower: ''"Austrian 123, taxi to holding point runway 29, Intersection A3 via M"''
Wenn wir nicht von einer Intersection starten können:
Wir: ''"negative/unable, Austrian 123"''

Die Starterlaubnis ist wieder gleich:

Wien Tower: ''"Austrian 123, wind xxx/yy, runway 29, cleared for takeoff"''
Wir: ''"runway 29, cleared for takeoff, Austrian 123"''

===== Immediate Departure =====

Was vor allem bei viel Verkehr passieren kann, ist folgende Situation: Du bist auf dem Weg zum Holding Point Runway 29 und erreichst diesen gerade. Gleichzeitig ist eine Maschine im Anflug auf die Runway 29 und ist noch 6 Meilen entfernt. Der Controller wird dich fragen ob du in der Lage bist unverzüglich auf die Runway zu rollen und zu starten, damit du noch vor dem anfliegenden Verkehr abgehoben bist. Falls dies zutrifft und du tatsächlich ohne Verzögerung und stehen bleiben starten kannst, teile dem Controller das mit (natürlich sollte das Funken in so einer Situation ohne Stottern, schnell und deutlich passieren):

Wien Tower: ''"Austrian 123, are you ready for immediate departure runway 29?"''
Wir: ''"affirmative, Austrian 123"''
Wien Tower: ''"Austrian 123, wind xxx/yy, runway 29, cleared for immediate takeoff"''
Wir: ''"Cleared for immediate takeoff, runway 29, Austrian 123"''

Mit dem Wort ''immediate'' macht dir der Controller noch einmal klar, dass du dir keine Zeit lassen darfst. Um es verständlicher auszudrücken: Er meint damit ''Gib Gas!!''
 

Kurz nach dem Abheben, verweist uns Tower auf Approach oder Center (beide heißen Wien Radar), je nachdem wer online ist.
Wien Tower: ''"Austrian 123, contact Wien Radar 128.200"''
Wir: ''"Wien Radar 128.200, Austrian 123"''

==== Reiseflug / Enroute ====

Wir melden uns bei Radar, und der Controller wird uns unverzüglich eine größere Höhe (wahrscheinlich unsere Reiseflughöhe) anordnen, unter der Vorraussetzung, dass er uns korrekt identifiziert hat. Dazu müssen wir ihm folgende Punkte mitteilen:
*Callsign
*aktuelle Höhe
*freigegebene Höhe
*SID

Außerdem muss der Transponder auf Mode "CHARLIE" stehen, also aktiv sein.

Wir: ''"Wien Radar, Austrian 123, 3000 feet, climbing 5000 feet, SITNI4C departure"''
Wien Radar: ''"Austrian 123, identified, climb FL160"''
Wir: ''"climb FL160, Austrian 123"''

Jetzt können wir uns erstmal zurücklehnen, auch wenn es nicht lange dauert bis wir Salzburg erreichen.

==== Descent / Top of Descent (ToD) ====

Nach einiger Zeit sollten wir langsam aber sicher in den Sinkflug übergehen. Der Punkt an dem der Sinkflug begonnen wird, nennt sich Top of Descent. Um diesen Punkt zu errechnen gibt es einige Faustformeln. Generell kann man sagen, dass die abzubauende Höhe in Flightlevel dividiert durch 3 die Distanz zum Zielort ergibt, ab der man sinken sollte. 

Unser Beispiel:
FL160 auf ca. 1000ft (Höhe des Airports über dem Meer) -> FL150 : 3 = 50nm

Wenn man also 40-50nm vor Salzburg bei einem Groundspeed zwischen 400 und 450 Knoten bei ca. 1700-2000 ft / min sinkt ist man auf der sicheren Seite. Falls dieser Punkt erreicht wird und der Controller dir noch keine Anweisungen zum Sinken gegeben hat, weise ihn darauf hin, dass du sinken willst, da du selbst dafür verantwortlich bist.

Wir: ''"Austrian 123, request (ready for) descent"''

Meistens wird dir der Controller dann eine Anweisung zum Sinken geben, die du selbstverständlich wieder zurücklesen musst.

Wien Radar: ''"Austrian 123, descend FL120, contact Salzburg Radar on 123.720"''
Wir: ''"descend FL120, contact Salzburg Radar on 123.720, Austrian 123"''

==== Vectoring und Approach ====

Ein wesentlicher Teil des Fluges, der vom Piloten besondere Aufmerksamkeit fordert, ist der Anflug. Hier wird einem Piloten in der Regel ein sogenanntes Vectoring gegeben. Das heißt, dass der Controller (in diesem Fall Salzburg Radar) dir zusätzlich zu den Höhenanweisungen auch Richtungsanweisungen gibt. Du musst dann diese Richtung (Heading) fliegen und wie immer die Anweisungen zurücklesen, damit der Controller sicher gehen kann, dass du seine Anweisungen erhalten hast. Das Vectoring führt dich direkt bis zum Endanflug in den du dann freigegeben wirst. Der Anflug ist im Normalfall ein [[ILS]]-Approach. Der Controller wird dir auch mitteilen welchen Anflug auf welche Piste du erwarten kannst, damit du rechtzeitig deine NAV-Frequenzen setzen und dich auf den Anflug vorbereiten kannst.

Wir: ''"Salzburg Radar, Austrian 123, FL120, Information B, inbound SBG VOR"''
Salzburg Radar: ''"Austrian 123, servus, Information B correct, expect radar vectors ILS approach runway 16, descend FL80, turn right/left heading 260"''
Wir: ''descend FL80, right/left heading 260, expect radar vectors ILS approach runway 16"''

Wir sollen also auf FL80 sinken und nach rechts/links auf Kurs 260 drehen. Ausserdem teilt uns der Controller mit, dass in Salzburg die ATIS Information BRAVO gültig ist, damit wir überprüfen können ob wir diese abgehört haben. Setze das Heading 260 in deinem Autopiloten bzw. fliege den Kurs per Hand wenn du ein geübter Pilot bist.

'''Achtung''': Wenn du vasFMC verwendest musst du unbedingt vor dem ersten Einstellen eines Headings AP-Couple deaktivieren, da
sonst deine Eingaben von vasFMC immer wieder überschrieben werden.

Du wirst eventuell noch weitere Headings und Höhenanweisungen bekommen. Zwischendurch wird dir der Controller auch den zu erwartenden Anflug mitteilen.

Salzburg Radar: ''"Austrian 123, descend FL60"''
Wir: ''"descend FL60, Austrian 123"''

Langsam wird es spannend. Der Controller wird uns jeden Moment mitteilen, dass wir für den Anflug freigegeben sind. Setze noch schnell die NAV-Frequenz 109.90 für den ILS Anflug auf die Piste 16 in Salzburg. Zufinden sind alle wichtigen Informationen wie immer in den Charts, die bei keinem Flug fehlen dürfen.

Salzburg Radar: ''"Austrian 123, descend altitude 4000 ft, QNH 1015, turn left heading 190, cleared ILS approach runway 16"''
Wir: ''"descend 4000 ft, QNH 1015, turn left heading 190, cleared ILS approach runway 16, Austrian 123"''

Vielleicht relativ viel Information auf einmal. Deshalb sollte auch hier der Notizzettel greifbar sein. Wir müssen also auf die Höhe (nicht Flightlevel!!) 4000ft sinken. Sobald wir auf oder unter die Transition Altitude friegegeben werden, ist automatisch vom lokalen QNH als Referenz auszugehen, das uns der Controller auch mitteilt, bei diesem Beispiel 1015. Weiters müssen wir auf Kurs 190 drehen um das ILS einzufangen. Stelle also die Höhe, das QNH sowie das Heading so schnell wie möglich ein. Achte nun darauf den [[Localizer]] und in weiterer Folge den [[Glideslope]] einzufangen. Sobald sich die Anzeige in Richtung Mitte bewegt, drücke den LOC bzw später den APP-Button (abhängig vom Flugzeug). Wenn der Controller am Radarschirm erkennt, dass wir am ILS sind wird er uns an den Tower übergeben. Es kann aber auch sein, dass er uns die Anweisung gibt ihm zu melden, dass wir uns am ILS befinden. In diesem Fall würde die Phrase oben ergänzt werde durch:

''"...report established"''

Wenn wir also "established" sind schickt uns Salzburg Radar zum Tower.

Salzburg Radar: ''"Austrian 123, contact Salzburg Tower on 118.100 "''
Wir: ''"Contact Salzburg Tower on 118.100, Austrian 123 "''

==== Landung ====

Wir wechseln auf die Tower Frequenz und melden uns so bald als möglich, damit wir noch genug Zeit im Endanflug haben.

Wir: ''"Salzburg Tower, servus, Austrian 123, established ILS runway 16"''
Salzburg Tower: ''"Austrian 123, Wind xxx/yy runway 16, cleared to land"''
Wir: ''"runway 16, cleared to land, Austrian 123"''

Glück gehabt, kein Verkehr auf der 16 und somit erhalten wir unverzüglich die Freigabe zur Landung. Wäre jemand vor uns bei der Landung, würde der Tower-Controller in etwas das sagen:

''"...wind xxx/yy, continue approach number 2"''

Fast geschafft. Das Fahrwerk ist draußen, alles ist gechecked und wir setzen sanft auf. Wir verlassen die Runway und halten dann, da wir noch keine weiteren Freigaben erhalten haben. Vergiss nicht den Transponder wieder auf Mode "Standby" zu schalten, sobald du am Boden bist und die Runway verlassen hast. Entweder schickt uns der Tower jetzt zu Ground (wenn online) oder er gibt uns selbst die Anweisungen.

Angenommen die Bahn wurde über ECHO (E) verlassen.

Salzburg Tower: ''"Austrian 123, taxi to stand W4 via L(LIMA)and Exit 4"''
Wir: ''"taxi to stand W4 via LIMA and Exit 4"''

Wir rollen also zur Parkposition W4. Dort melden wir uns ein letztes Mal beim Controller

Wir: ''"Austrian 123 at stand W4, shutting down"''
Salzburg Tower: ''"Austrian 123, danke für den Flug, servus!"''

"request leaving", "request frequency change" oder andere Phrasen, sind nicht notwendig. 

So, das war's! Der erste Online Flug ist vorrüber. Ab jetzt heißt es üben, üben, üben! Der Rest kommt im Laufe der Zeit von ganz alleine. Je mehr Flüge du absolviert hast, desto mehr Erfahrung wirst du haben und du wirst die Prozeduren irgendwann im Schlaf beherrschen.

=== Tipps und Hinweise ===

==== Die ersten Schritte ====

Nachdem du dich bei VATSIM und auch auf der [http://www.vacc-austria.org VACC Austria Homepage] registriert hast, kannst du im [http://forum.vacc-austria.org/index.php Forum] nach Hilfe fragen. Du solltest auch hier im Wiki diverse Dokumente durchlesen. Danach stellst du dich mit deinem Flieger nach Wien, loggst dich ein und hörst für den Anfang einfach nur zu. Notiere dir Dinge die unklar sind und frage im Forum nach.

==== Grundlegende VATSIM Regeln. ====
*Niemals auf einer Piste einloggen
*Keine Pause-Taste im Flugsimulator verwenden
*Realistische Callsigns verwenden
*immer den realen Vor- und Nachnamen verwenden
*immer den Anweisungen von Controllern folge leisten

Lies dir unbedingt folgende VATSIM-Dokumente durch:

*[http://www.vatsim.net/library/codeofconduct.pdf Code of Conduct]
*[http://www.vatsim.net/library/codeofregs.pdf Code of Regulations]

==== Tipps für den Flug ====

*Am Funk: Denken, drücken, sprechen!
*Notizen: schreibe dir alles auf was der Controller dir sagt!
*Wenn du etwas nicht verstehst, nachfragen statt falsch machen!
*Fliege niemals ohne Charts und wirf einen kurzen Blick auf diese bevor du fliegst!

==== Wo finde ich Hilfe? ====

*[http://www.vatsim.net/prc/ Pilot Ressource Center]
*[http://forum.vacc-austria.org/index.php VACC Austria Forum]
*[http://wiki.vacc-austria.org/index.php VACC Austria Wiki]

[[Category:Dokumentation]]

Example Flight

2011-11-18T10:53:28Z

Georg Lauenstein: /* Give way Anweisungen */

== Beispielflug für neue Piloten ==

=== Einleitung ===
Dieser Flug, den wir Schritt für Schritt gemeinsam durchgehen wollen, soll dir einen ersten Auszug aus der Faszination der virtuellen Fliegerei
im [[VATSIM]] Netzwerk geben. Wenn du dich an diesem Tutorial orientierst kann eigentlich nichts schief gehen. Es wäre sehr
empfehlenswert dir einen
Termin mit deinem Mentor zu vereinbaren, damit ihr dieses Tutorial gemeinsam durcharbeiten könnt (z.B. über [[TeamSpeak]],
[[Skype]], etc.). Falls du
der Meinung bist, dass du das auch alleine packst können wir jetzt beginnen. Dein erster Flug wird von Wien nach Salzburg
führen.

=== Benötigte Software ===
Bevor es an die eigentliche Flugvorbereitung geht, sollten wir besprechen welche Software du verwendest bzw. welche Programme du benötigst.
==== Flugsimulator ====
Ich gehe davon aus, dass du bereits einen Flugsimulator installiert hast. Folgende Simulatoren laufen mit der [[VATSIM]] spezifischen Software
(Squawkbox, FsInn, XSquawkbox) problemlos:

*Microsoft Flight Simulator 2004 ([[Squawkbox]], [[FsInn]])
*X-Plane 8.xx ([[XSquawkbox]])

==== Sonstige Software ====
Die meisten, am Markt erhältlichen Payware Flieger, haben sehr detailierte FMCs oder ähnliche Navigationseinrichtungen. Da
heutzutage auch in der Realität oft
ein FMC/FMS zum Einsatz kommt, wollen wir bei diesem Tutorial [[vasFMC]] als Referenz verwenden.
Mit diesem FMC kann fast jedes Freeware-Flugzeug verwendet werden.
Weiters ist es von Vorteil Tools wie [[VATSpy]] zu verwenden. Tools wie diese können dir
dabei helfen besetzte ATC Stationen zu finden und den Verkehr in deiner Umgebung im Auge zu behalten.

Beachte: Vor diesem Tutorial sollte die Dokumentation/Readme der jeweiligen Software und die Software danach konfiguriert werden.

=== Flugvorbereitung ===
Wie in der Realität, ist es auch bei [[VATSIM]] notwendig eine möglichst genaue Flugplanung durchzuführen, um auf gesicherten
Routen zum Zielflughafen zu kommen.

==== Flugplan ====
Beginnen wir mit dem VATSIM Flugplan. Dieser Flugplan hat im Wesentlichen zwei Aufgaben:
Zum einen dient er den Controllern im VATSIM Netzwerk dazu, deinen Abflug/Ankunfts - Flughafen, sowie Route und Callsign zu
zeigen. Er soll aber auch dazu verwendet werden, um anderen Piloten Einsicht in deine Absichten zu geben. Falls also gerade
kein Controller online ist, können Piloten in deiner Umgebung erkennen, ob sich eine gefährliche Annäherung zu dir entwickelt
oder nicht. 

Wir müssen nun also eine gültige Route und die passende Flughöhe dazu finden. Dazu besuchen wir die Seite
[http://vatroute.net/ http://vatroute.net]. Du siehst auf den ersten Blick, dass du lediglich zwei Felder ausfüllen musst: den Abflugs- und
den Ankunftsort. Geben wir also den ICAO Code [[LOWW]] für Wien als Abflugsort und [[LOWS]] für Salzburg als Ankunftsort
ein. Klicke nun auf '''Go!'''. Wir sehen nun unsere Route und links daneben den Bereich aus dem wir unsere Flughöhe wählen.
Achtung! Behalte diese Seite im Hintergrund in deinem Browser immer offen! Wir werden sie noch
des öfteren brauchen.
 
Jetzt werden wir den VATSIM Flugplan Schritt für Schritt ausfüllen. Besuche dazu die Seite von [http://vatsim.net VATSIM]. Unter
"Pilots Resources" findest du den Punkt "File Flightplan". Den Flugplan kann man auch im jeweiligen Pilotenclient
([[FSInn]], [[Squawkbox]], [[XSquawkbox]]) abgeben. Um aber ein einhetiliches Manual zu gewährleisten machen wir das direkt
über die [[VATSIM]] Seite (der aufgegebene Flugplan ist dann für 2 Stunden gültig).
Detailierte Informationen über den VATSIM Flugplan findest du auch
[http://usa-w.vatsim.net/prc/VPTPublic/122/122a/122a.htm hier]

===== Type =====
Hier geben wir an, ob wir den Flug nach Instrumentenflugregeln ([[IFR]]) oder Sichtflugregeln ([[VFR]]) durchführen wollen.
Wir wählen zunächst '''[[IFR]]'''. An anderer Stelle findest du einen VFR Beispielflug. Ausserdem wird dir dein Mentor sicher
gerne Fragen über [[IFR]] und [[VFR]] beantworten.

===== Callsign =====
Das Callsign ist jener Rufame eines Flugzeuges den der Controller auf seinem Radarschrim erblickt und über den er einen
Piloten auf der Funkfrequenz ruft. Wählen wir hier das Callsign '''AUA9834'''.
Meistens bestehen die Callsigns in der Realität aus dem Operator (AUA = Austrian) und der eigentlichen Flugnummer,
welche aus Buchstaben und Zahlen bestehen kann. Nach welchen Regeln ein Callsign in der Realität aufgebaut wird, sei hier
nicht weiter erwähnt. Wie der genaue Funkrufname (z.B.: DLH = Lufthansa) eines Callsigns lautet siehst du auch
[http://www.airlinecodes.co.uk/airlcodesearch.asp hier]. Du kannst auch gerne jedes andere Callsign verwenden, welches so
real wie möglich ist.

Achtung: Im VATSIM Netzwerk wird es gerne gesehen, wenn möglichst reale Callsigns verwendet
werden. Also das ICAO Callsign "AUA" und nicht z.B. das IATA Zeichen "OS" (welches auf
Flugtickets oder Passagierinformationen zu finden ist) für Austrian Airlines.

===== Aircraft Type =====
Wähle hier deinen Flugzeugtyp aus. Welche Bezeichnung eingefügt werden muss kannst du
[http://www.icao.int/anb/ais/8643/index.cfm hier] oder [http://usa-w.vatsim.net/prc/VPTPublic/pdfs/ac.pdf hier]
in Erfahrung bringen.
Welches Special Equipment du angeben musst kannst du
[http://usa-w.vatsim.net/prc/VPTPublic/122/122a/122a.htm hier] einsehen.
Generell (vor allem bei moderneren Flugzeugen) kannst du in diesem Feld folgendes eintragen: '''T/"aircraft type"/W'''.

===== True Airspeed =====
Hier gibst du an wie schnell du auf Reiseflughöhe sein wirst. Mit Flugzeugen wie der Boeing 737 oder einem Airbus wirst du
zwischen 420 und 470 Knoten schnell sein. Falls du den genauen Wert deines Flugzeuges kennt kannst du ihn hier eintragen,
falls nicht wählen wir den Wert 450 Knoten. Ein genauer Wert ist nicht notwendig, der Wert sollte aber plausibel sein.

===== Departure Point =====
Für unseren Beispielflug wählen wir Wien als Abflugort. Der ICAO Code für Wien lautet [[LOWW]]. Welche Stadt bzw. welcher
Flughafen welchen ICAO Code hat, siehst du [http://www.airlinecodes.co.uk/aptcodesearch.asp hier].

===== Departure Time =====
Gib hier deine geplante Abflugzeit an. Format: HHMM

===== Cruising Altidude =====
Die Reiseflughöhe wird in diesem Feld in Flightlevel angegeben. FL = Höhe in Fuß / 100 
Sprich: FL320 = 32000ft 
Wir öffnen nun wieder unsere Flugplan Seite von [http://vatroute.net/ VATRoute] die noch im Hintergrund geöffnet sein sollte. Wir sehen bei 1), dass die Route die wir gefunden haben nur für eine Höhe von FL076 bis FL160 gültig ist. Die relativ geringe Höhe ist einfach zu erklären: Der Flug von Wien nach Salzburg ist sehr kurz. Höher als heir angegeben zu steigen zahlt sich daher nicht aus. Da wir aber trotzdem eine möglichst große Höhe erreichen wollen, geben wir 160 ein (= Flightlevel 160 = 16000ft).

===== Route of flight =====
Wir tragen hier unsere Route ein. In unserem Fall sehen wir im Briefing die Route '''SITNI L856 SBG'''. 
Nun, wie ist dies zu interpretieren? Der erste Navigationspunkt nach dem Abflug in Wien ist SITNI. Punkte deren Name aus 5 Buchstaben besteht werden als Intersection bezeichnet. Wenn wir SITNI erreicht haben, fliegen wir weiter auf dem Airway L856 bis zum Punkt SBG. Auf dem airway selbst passieren wir noch die Intersections BAGSI und MATIG, diese werden aber nicht mehr extra im Flugplan angegeben, passieren müssen wir sie aber schon. Punkte mit 3 Buchstaben sind VOR's bzw NDB's, wobei NDB's auch nur 2 Buchstaben im Namen haben können. Ab Salzburg sind wir spätestens im Anflug auf den Flughafen Salzburg.

===== Destination =====
Unser Flugziel, der Flughafen Salzburg wird hier eingetragen, also '''LOWS'''.

===== Estimated Time Enroute =====
Die Flugzeit wird nicht mehr als ca. 30 Minuten dauern. Tragen wir also bei Hours '''00''' und bei Minutes '''30''' ein.

===== Voice Capabilities =====
Da du sicherlich ein Headset mit Mikrofon besitzt, wähle hier '''Full Voice'''.

Solltest du mit FSINN unterwegs sein, dann kannst du dem Fluglotsen mit folgenden Zeichen in der Remark-Section mitteilen, dass du Voice, Text oder Read only ausgestattet bist:

'''/V/''' = Der Pilot kann Flugfunk hören und auch senden.

'''/T/''' = Der Pilot kann Textmitteilungen empfangen und wird sie auch als Text zurücksenden.

'''/R/''' = Der Pilot kann Flugfunk empfangen. Die Antwort kommt jedoch auf Text zurück.

Wichtig dabei ist, dass der Buchstabe V, T oder R zwischen zwei Slashes steht, da ansonsten dein Equipment nicht erkannt wird und der Fluglotse somit nicht weiß, wie er den Piloten kontaktieren soll.

===== Remarks =====
Für dich als Anfänger ein sehr wichtiges Feld. Hier solltest du unbedingt '''Newbie - speak slowly and clear - be patient''' eintragen. Dadurch werden die Controller darauf aufmerksam gemacht, dass du Anfänger bist und werden deshalb ganz besonders darauf achten, dich gesichert zum Ziel zu lotsen.

===== Fuel On Board =====
Hier wird die Zeit eingetragen für die der Treibstoff ausreicht. Da man immer Reserven für 1 Stunde zusätzlich tanken sollte, trage bei Hours '''01''' und bei Minutes '''30''' ein. Wenn du für diese Zeit tankst, bist du auf jeden Fall auf der sicheren Seite. Noch besser wäre Treibstoff für 2 Stunden.

===== Alternate Airport =====
Gib hier deinen Ausweichflughafen an, den du anfliegen wirst falls du aus irgend einem Grund nicht in Salzburg landen kannst (schlechte Wetterbedingungen, etc). Für unseren Flug würde sich München anbieten. Trage also '''EDDM''' in das Feld ein.

===== Pilot's Name and Aircraft Home Base =====
Wie immer im VATSIM, trage hier deinen realen Vor- und Nachnamen ein, sowie den nächst gelegenen Airport deiner Heimat ein. 
Z.b.: '''Max Muster LOWW'''

===== VATSIM ID / VATSIM Passwort =====
Zum Schluss noch deine VATSIM ID und das Passwort. Klicke danach auf '''File Flight Plan'''

 
Nun ist unser Flugplan ausgefüllt und gesendet.

==== ATIS ====

Spätestens jetzt solltest du deinen Flugsimulator starten und dich in dein virtuelles Cockpit am Abflugort Wien begeben. Stell dich zum Gate 31 und log dich mit deinem Pilotenclient ein (du brauchst keine Multiplayer Session zu starten - die Squawkbox oder FSInn, je nachdem was du benutzt, machen dies in den Standardeinstellungen für dich). Gehen wir davon aus, dass du dich mit AUA123 (Austrian123) eingeloggt hast. Du kannst aber auch jedes andere realistische Callsign verwenden. Beachte, dass du das selbse Callsign, sowie deinen realen Vor- und Nachnamen verwendest, wie schon im Flugplan. Versichere dich, dass dein Transponder auf Mode Standby steht. Falls keine Controller online sind, setze die UNICOM-Frequenz 122.800, auf der du dich per Text mit anderen Piloten absprechen kannst. Damit ihr euch nicht gegenseitig behindert. Falls der Tower in Wien online ist müssen wir zuerst die ATIS Information abrufen. Diese ist entweder als Sprachaufzeichnung mit dem Callsign LOWW_ATIS vorhanden auf der Frequenz 122.950, oder als Text. Die Text-ATIS erhältst du in deinem Pilotenclient (z.B. Squawkbox) wenn du auf die Frequenz des Tower Controller wechselst. 
Gehen wir davon aus, dass der Tower in Wien online und eine Voice-ATIS vorhanden ist. Hör dir zuerst die ATIS an, um die Informationen für den Abflug zu erhalten. Setze dazu die Frequenz 122.950. Du wirst nun die wichtigsten Informationen für den Abflug in Wien hören. Notiere die folgenden Punkte:

*Information
*Wind
*QNH
*Departure Runway

'''Wind''': wird in diesem Format angegeben xxx/yy 
xxx steht für die Richtung aus der der Wind kommt. yy ist die Windgeschwindigkeit in Knoten.

Anmerkung: Du solltest zum Start immer die Runway wählen, die gegen den Wind verläuft
um maximalen Auftrieb zu erhalten. Beachte diesen Grundsatz, falls kein Tower online ist,
der die richtige Wahl für die Runways trifft.

==== Vorbereitung zum Abflug ====

Ab jetzt solltest du unbedingt Charts haben. Zu finden sind diese auf der [http://www.vacc-austria.org/?page=content/static&id=CHARTS_OVERVIEW Chart-Seite] unserer Homepage. Du benötigst die Charts von LOWW und LOWS.

===== SID (Standard Instrument Departure) =====
Nehmen wir an, dass die Departure Runway 29 ist. Suche in den Charts von LOWW die SIDS (standard instrument departure) für die Runway 29. Laut unserem Briefing haben wir als ersten Wegpunkt SITNI in unserer Route. In den Charts wirst du bei der Runway 29 die SITNI4C SID finden. Das ist die Route die uns nach dem Abheben zum Wegpunkt SITNI führen wird. Ab diesem Punkt folgen wir der Route aus dem Briefing. Noch ist allerdings nicht sicher, dass wir dieser SID folgen werden. Mehr dazu später.

===== FMC (Flight Management Computer) =====

Starte nun das Programm vasFMC, das schon einmal angesprochen wurde. Füge zuerst LOWW ein. Du wirst gefragt welche Runway du benutzen wirst. Da wir ja die ATIS abgehört haben wissen wir, dass die Runway 29 die aktive für Starts ist, wähle also diese. Danach kopierst du die Route aus dem Briefing und gibst sie in das vasFMC Eingabefeld ein. vasFMC wird die Wegpunkte die sich auf der Route befinden, automatisch hinzu fügen. Zum Schluss gibst du noch LOWS ein. Hier wirst du wieder gefragt welche Runway benutzt wird. Da wir das noch nicht wissen, wähle irgend eine Runway. 

Wähle jetzt noch AP-Couple an. Das FMC wird dadurch mit deinem Autopilot gekoppelt. Wenn du später nach dem HDG fliegst, wird dies automatisch von vasFMC vorgegeben, um auf der Route zu bleiben.

=== Der Flug ===

Dein Flieger sollte jetzt also Startklar sein. Treibstoff ist getankt, das FMC programmiert und du hast einen kleinen Notizblock oder Zettel zur Hand. 

==== Der erste Kontakt ====

Es wird Zeit uns erstmals zu melden. Falls Delivery online ist, melden wir uns zuerst bei Delivery, falls Ground online ist, bei Ground und wenn Ground nicht online ist beim Tower und zwar immer in dieser Reihenfolge. Du meldest dich immer bei der "niedrigsten" Station die für deinen Startflughafen verfügbar ist. Welche Frequenz du rasten musst, ist aus den Charts ersichtlich. 

Unser erster Funkspruch wird dazu dienen, um festzustellen ob das Headset funktioniert und der Controller dich versteht. Wir sind Austrian123 und haben dies auch im Flugplan angegeben und uns mit diesem Callsign (AUA123) eingeloggt.

Wir: ''"Wien Delivery, Austrian 123, radio check"''
Wien Delivery: ''"Austrian 123, read you five by five"''

Wenn der Controller five by five sagt, hört er dich klar und deutlich. 

==== Flugfreigabe ====

Wir müssen nun unsere Flugfreigabe fordern, damit wir unser Flugzeug überhaupt bewegen dürfen und um sicher zu gehen, dass der Controller unseren Flugplan mit der Route und Höhe akzeptiert. Weiters, teilen wir mit, dass wir die aktuelle ATIS abgehört haben. Deshalb geben wir die aktuelle Information an, die wir vorhin notiert haben. Gehen wir von der Information D (Delta) aus. Mit dieser Flugfreigabe (Clearence) erhalten wir auch die SID und unseren Transponder Code, sowie den lokalen Luftdruck, das QNH.

Wir: ''"Wien Delivery, Austrian 123, <dein Flugzeugtyp>, (at gate/stand 31), request IFR clearence to Salzburg, Information DELTA received"''
Wien Delivery: ''"Austrian 123, cleared to destination Salzburg via SITNI4C departure, initially climb 5000 feet, squawk 4605, QNH
1016, (Information DELTA correct)"''

Du musst immer zurücklesen was der Controller dir sagt (=Readback). Ein simples roger, yes, no genügt nicht. Nach dem Readback, sagst du nocheinmal das Callsign.

Wir: ''"cleared to Destination Salzburg via SITNI4C departure, intitially 5000 feet, Squawk 4605, QNH 1016, Austrian 123"''
Wien Delivery: ''"Austrian 123, readback correct, for start-up and pushback contact Wien Ground 121.600"''
Wir: ''" Contact Wien Ground 121.600, Austrian 123"''

Delivery hat uns also die Flugfreigabe gegeben. Du hast richtig zurückgelesen und deshalb weiß der Controller, dass du seine Anweisungen verstanden hast. Aus diesem Grund schickt er dich zu Ground. Du hast folgendes notiert:

*SID: entspricht unserer Planung, wir müssen nichts ändern
*initially 5000 feet: wir dürfen nach dem Abheben nur auf 5000 ft steigen, bis wir andere Anweisungen erhalten
*Squawk 4605: das ist der Transponder Code den wir setzen müssen.
*QNH 1016: Stelle dein Barometer(Altimeter) auf den Wert 1016. Das ist der Luftdruck den wir bis zur Transition Altitude (=5000ft in Wien, ersichtlich aus Charts) als Referenz für unseren Höhenmesser verwenden. Über dieser Höhe stellen wir den Weltweiten Standardluftdruck 1013 ein

==== Pushback und Taxi ====

Du hast alles eingestellt, bist auf der Frequenz von Wien Ground, hast deine Checklisten abgearbeitet und bist bereit zum start-up. Wir erbitten nun die Freigabe dafür.

Wir: ''"Wien Ground, servus, Austrian 123, request start-up"''
Wien Ground: ''"Austrian 123, start-up approved"''
Wir: ''"start-up approved, Austrian 123"''

Wenn wir alle Checklisten durch haben, alles gesetzt ist und wir bereit für den pushback sind, melden wir das dem Controller.

Wir: ''"Austrian 123, request pushback"''
Wien Ground: ''"Austrian 123, pushback approved"''
Wir: ''"pushback approved, Austrian 123"''

Eventuell sagt der Controller noch dazu:
...''pushback approved facing east/west/south'' oder ''north''...
Generell solltest du aber selbst wissen was die vernünftigste Variante ist.

Du bist also mit dem pushback fertig, die Triebwerke laufen. Nun fragen wir nach dem taxi. Das ist kein gelbes Taxi, sondern das Rollen zur aktiven Piste.

Wir: ''"Wien Ground, Austrian 123, ready for taxi"''
Wien Ground: ''"Austrian 123, taxi to holding point runway 29 vie EX10 and MIKE"''
Wir: ''"taxi to holding point runway 29 via EX10 and MIKE, Austrian 123"''

Wir sollen also über die Taxiways Exit10 und M (=MIKE) zum Rollhalt der Piste 29 rollen und dort warten. Nicht auf die Runway rollen !!! 

===== Give way Anweisungen =====

Du bist online nicht alleine unterwegs. Darum muss der Controller Flugzeuge vor dem Zusammenstoß bewahren, am Boden und in der Luft. Am Boden funktioniert das relativ einfach, indem er einem Piloten mitteilt, einen anderen vorbei zu lassen.

Wien Ground: ''"Austrian 123, give way to Boeing 737, crossing from left to the right"''
Wir: ''"giving way to Boeing 737, from left to right, Austrian123"''

Wir sollen also die Boeing vorbei lassen die unseren Weg von links nach rechts kreuzt. Weiters kann der Controller sagen, dass du einem anderen Flugzeug z.B. zur aktiven Piste folgen sollst.

Wien Ground: ''"Austrian 123, follow preceeding Boeing 747 to holding point runway 29"''
Wir: ''"follow the Boeing 747 to holding point runway 29, Austrian 123"''

Es kann auch passieren, dass du einer "company aircraft" folgen oder Platz machen sollst, das heißt du sollst einem bestimmten Flugzeug aus deiner Airline Platz machen (Austrian).

Kurz bevor wir den Rollhalt der Piste 29 erreichen, wird uns Ground zum Tower schicken.
Wien Ground: ''"Austrian 123, contact Wien Tower 119.400"''
Wir: ''"Contact Tower 119.400, Austrian 123"''

==== Departure ====

Schalte nun den Transponder auf "Mode CHARLIE". Wir melden uns beim Tower:
Wir: ''"Wien Tower, Austrian 123, (approaching holding point runway 29), ready for departure"''
Falls wir Glück haben und wenig Verkehr herrscht, bekommen wir unverzüglich die Starterlaubnis.
Wien Tower: ''"Austrian 123, wind xxx/yy, runway 29, cleared for takeoff"''
Das Wort takeoff darf erst dann verwendet werden, wenn es sich wirklich um die eigentliche Startfreigabe handelt.
Wir: ''"runway 29, cleared for takeoff, Austrian 123"''

===== Conditional Clearence =====

Ein besonderes "Werkzeug" des Controllers sind conditional clearences. Diese Freigaben gelten für dich erst, wenn bestimmte Umstände eingetreten sind. Ein Beispiel: 

Du stehst am Rollhalt Piste 29. Gleichzeitig anfliegender Verkehr auf die Piste 29 ist 3 Meilen entfernt. 6 Meilen dahinter ist ebenfalls anfliegender Verkehr auf die Piste 29. Bei viel Verkehr wird der Controller dich zwischen diesen Anflügen, starten lassen, um den Verkehr besser fließen zu lassen:

Wien Tower: ''"Austrian 123, traffic on 3nm final runway 29, Airbus A320, report in sight"''
Der Controller fragt ob wir den anfliegenden Verkehr in Sicht haben, um eine Verwechslungsgefahr auszuschließen, gibt er noch die Entfernung und den Flugzeugtyp an. Nur wenn wir Sichtkontakt zum Flugzeug haben, darf der Controller uns die conditional clearence erteilen.
Wir: ''"traffic in sight, Austrian 123"''
Wien Tower: ''"Austrian 123, behind landing Airbus A320/traffic, line up runway 29 and wait behind"''
Wir dürfen also erst nach dem landenden Airbus auf die Piste 29 rollen und sollen dann warten (=stehen bleiben). Der Controller sagt zwei mal "behind" um sicher zu stellen, dass wir auch wirklich erst nach dem Airbus aufrollen. Wenn der Airbus passiert hat, sollten wir allerdings unverzüglich aufrollen um bereit für einen schnellen Start zu sein, schließlich ist der nächste Anflug bereits ca. 5-6 Meilen entfernt. Sobald der Airbus die Piste verlassen hat, werden wir die Starterlaubnis bekommen (siehe oben).

===== Intersection Departure =====

Oft kommt es vor, dass der Ground oder Tower Lotse dich fragen wird, ob du auch von einer Intersection starten kannst. Eine Intersection ist eine Kreuzung zwischen Runway und Taxiway. Dies kann passieren falls der Verkehr es erfordert, oder der Controller möchte dir einfach nur den langen Weg bis zum Holding Point ersparen. Eine Möglichkeit ist die Intersection A3 (siehe Charts). In diesem Fall würde die Phraseologie so aussehen:
Wien Ground/Tower: ''"Austrian 123, ready/able for intersection departure from A3?"''
Falls wir nichts dagegen haben und auch aus technischer Sicht nichts dagegen spricht, teilen wir das dem Controller mit.
Wir: ''"affirmative, (ready for intersection A3), Austrian 123"''
Wien Ground/Tower: ''"Austrian 123, taxi to holding point runway 29, Intersection A3 via M"''
Wenn wir nicht von einer Intersection starten können:
Wir: ''"negative/unable, Austrian 123"''

Die Starterlaubnis ist wieder gleich:

Wien Tower: ''"Austrian 123, wind xxx/yy, runway 29, cleared for takeoff"''
Wir: ''"runway 29, cleared for takeoff, Austrian 123"''

===== Immediate Departure =====

Was vor allem bei viel Verkehr passieren kann, ist folgende Situation: Du bist auf dem Weg zum Holding Point Runway 29 und erreichst diesen gerade. Gleichzeitig ist eine Maschine im Anflug auf die Runway 29 und ist noch 6 Meilen entfernt. Der Controller wird dich fragen ob du in der Lage bist unverzüglich auf die Runway zu rollen und zu starten, damit du noch vor dem anfliegenden Verkehr abgehoben bist. Falls dies zutrifft und du tatsächlich ohne Verzögerung und stehen bleiben starten kannst, teile dem Controller das mit (natürlich sollte das Funken in so einer Situation ohne Stottern, schnell und deutlich passieren):

Wien Tower: ''"Austrian 123, are you ready for immediate departure runway 29?"''
Wir: ''"affirmative, Austrian 123"''
Wien Tower: ''"Austrian 123, wind xxx/yy, runway 29, cleared for immediate takeoff"''
Wir: ''"Cleared for immediate takeoff, runway 29, Austrian 123"''

Mit dem Wort ''immediate'' macht dir der Controller noch einmal klar, dass du dir keine Zeit lassen darfst. Um es verständlicher auszudrücken: Er meint damit ''Gib Gas!!''
 

Kurz nach dem Abheben, verweist uns Tower auf Approach oder Center (beide heißen Wien Radar), je nachdem wer online ist.
Wien Tower: ''"Austrian 123, contact Wien Radar on 128.200"''
Wir: ''"Wien Radar on 128.200, Austrian 123"''

==== Reiseflug / Enroute ====

Wir melden uns bei Radar, und der Controller wird uns unverzüglich eine größere Höhe (wahrscheinlich unsere Reiseflughöhe) anordnen, unter der Vorraussetzung, dass er uns korrekt identifiziert hat. Dazu müssen wir ihm folgende Punkte mitteilen:
*Callsign
*aktuelle Höhe
*freigegebene Höhe
*SID

Außerdem muss der Transponder auf Mode "CHARLIE" stehen, also aktiv sein.

Wir: ''"Wien Radar, Austrian 123, 3000 feet, climbing 5000 feet, SITNI4C departure"''
Wien Radar: ''"Austrian 123, identified, climb FL160"''
Wir: ''"climb FL160, Austrian 123"''

Jetzt können wir uns erstmal zurücklehnen, auch wenn es nicht lange dauert bis wir Salzburg erreichen.

==== Descent / Top of Descent (ToD) ====

Nach einiger Zeit sollten wir langsam aber sicher in den Sinkflug übergehen. Der Punkt an dem der Sinkflug begonnen wird, nennt sich Top of Descent. Um diesen Punkt zu errechnen gibt es einige Faustformeln. Generell kann man sagen, dass die abzubauende Höhe in Flightlevel dividiert durch 3 die Distanz zum Zielort ergibt, ab der man sinken sollte. 

Unser Beispiel:
FL160 auf ca. 1000ft (Höhe des Airports über dem Meer) -> FL150 : 3 = 50nm

Wenn man also 40-50nm vor Salzburg bei einem Groundspeed zwischen 400 und 450 Knoten bei ca. 1700-2000 ft / min sinkt ist man auf der sicheren Seite. Falls dieser Punkt erreicht wird und der Controller dir noch keine Anweisungen zum Sinken gegeben hat, weise ihn darauf hin, dass du sinken willst, da du selbst dafür verantwortlich bist.

Wir: ''"Austrian 123, request (ready for) descent"''

Meistens wird dir der Controller dann eine Anweisung zum Sinken geben, die du selbstverständlich wieder zurücklesen musst.

Wien Radar: ''"Austrian 123, descend FL120, contact Salzburg Radar on 123.720"''
Wir: ''"descend FL120, contact Salzburg Radar on 123.720, Austrian 123"''

==== Vectoring und Approach ====

Ein wesentlicher Teil des Fluges, der vom Piloten besondere Aufmerksamkeit fordert, ist der Anflug. Hier wird einem Piloten in der Regel ein sogenanntes Vectoring gegeben. Das heißt, dass der Controller (in diesem Fall Salzburg Radar) dir zusätzlich zu den Höhenanweisungen auch Richtungsanweisungen gibt. Du musst dann diese Richtung (Heading) fliegen und wie immer die Anweisungen zurücklesen, damit der Controller sicher gehen kann, dass du seine Anweisungen erhalten hast. Das Vectoring führt dich direkt bis zum Endanflug in den du dann freigegeben wirst. Der Anflug ist im Normalfall ein [[ILS]]-Approach. Der Controller wird dir auch mitteilen welchen Anflug auf welche Piste du erwarten kannst, damit du rechtzeitig deine NAV-Frequenzen setzen und dich auf den Anflug vorbereiten kannst.

Wir: ''"Salzburg Radar, Austrian 123, FL120, Information B, inbound SBG VOR"''
Salzburg Radar: ''"Austrian 123, servus, Information B correct, expect radar vectors ILS approach runway 16, descend FL80, turn right/left heading 260"''
Wir: ''descend FL80, right/left heading 260, expect radar vectors ILS approach runway 16"''

Wir sollen also auf FL80 sinken und nach rechts/links auf Kurs 260 drehen. Ausserdem teilt uns der Controller mit, dass in Salzburg die ATIS Information BRAVO gültig ist, damit wir überprüfen können ob wir diese abgehört haben. Setze das Heading 260 in deinem Autopiloten bzw. fliege den Kurs per Hand wenn du ein geübter Pilot bist.

'''Achtung''': Wenn du vasFMC verwendest musst du unbedingt vor dem ersten Einstellen eines Headings AP-Couple deaktivieren, da
sonst deine Eingaben von vasFMC immer wieder überschrieben werden.

Du wirst eventuell noch weitere Headings und Höhenanweisungen bekommen. Zwischendurch wird dir der Controller auch den zu erwartenden Anflug mitteilen.

Salzburg Radar: ''"Austrian 123, descend FL60"''
Wir: ''"descend FL60, Austrian 123"''

Langsam wird es spannend. Der Controller wird uns jeden Moment mitteilen, dass wir für den Anflug freigegeben sind. Setze noch schnell die NAV-Frequenz 109.90 für den ILS Anflug auf die Piste 16 in Salzburg. Zufinden sind alle wichtigen Informationen wie immer in den Charts, die bei keinem Flug fehlen dürfen.

Salzburg Radar: ''"Austrian 123, descend altitude 4000 ft, QNH 1015, turn left heading 190, cleared ILS approach runway 16"''
Wir: ''"descend 4000 ft, QNH 1015, turn left heading 190, cleared ILS approach runway 16, Austrian 123"''

Vielleicht relativ viel Information auf einmal. Deshalb sollte auch hier der Notizzettel greifbar sein. Wir müssen also auf die Höhe (nicht Flightlevel!!) 4000ft sinken. Sobald wir auf oder unter die Transition Altitude friegegeben werden, ist automatisch vom lokalen QNH als Referenz auszugehen, das uns der Controller auch mitteilt, bei diesem Beispiel 1015. Weiters müssen wir auf Kurs 190 drehen um das ILS einzufangen. Stelle also die Höhe, das QNH sowie das Heading so schnell wie möglich ein. Achte nun darauf den [[Localizer]] und in weiterer Folge den [[Glideslope]] einzufangen. Sobald sich die Anzeige in Richtung Mitte bewegt, drücke den LOC bzw später den APP-Button (abhängig vom Flugzeug). Wenn der Controller am Radarschirm erkennt, dass wir am ILS sind wird er uns an den Tower übergeben. Es kann aber auch sein, dass er uns die Anweisung gibt ihm zu melden, dass wir uns am ILS befinden. In diesem Fall würde die Phrase oben ergänzt werde durch:

''"...report established"''

Wenn wir also "established" sind schickt uns Salzburg Radar zum Tower.

Salzburg Radar: ''"Austrian 123, contact Salzburg Tower on 118.100 "''
Wir: ''"Contact Salzburg Tower on 118.100, Austrian 123 "''

==== Landung ====

Wir wechseln auf die Tower Frequenz und melden uns so bald als möglich, damit wir noch genug Zeit im Endanflug haben.

Wir: ''"Salzburg Tower, servus, Austrian 123, established ILS runway 16"''
Salzburg Tower: ''"Austrian 123, Wind xxx/yy runway 16, cleared to land"''
Wir: ''"runway 16, cleared to land, Austrian 123"''

Glück gehabt, kein Verkehr auf der 16 und somit erhalten wir unverzüglich die Freigabe zur Landung. Wäre jemand vor uns bei der Landung, würde der Tower-Controller in etwas das sagen:

''"...wind xxx/yy, continue approach number 2"''

Fast geschafft. Das Fahrwerk ist draußen, alles ist gechecked und wir setzen sanft auf. Wir verlassen die Runway und halten dann, da wir noch keine weiteren Freigaben erhalten haben. Vergiss nicht den Transponder wieder auf Mode "Standby" zu schalten, sobald du am Boden bist und die Runway verlassen hast. Entweder schickt uns der Tower jetzt zu Ground (wenn online) oder er gibt uns selbst die Anweisungen.

Angenommen die Bahn wurde über ECHO (E) verlassen.

Salzburg Tower: ''"Austrian 123, taxi to stand W4 via L(LIMA)and Exit 4"''
Wir: ''"taxi to stand W4 via LIMA and Exit 4"''

Wir rollen also zur Parkposition W4. Dort melden wir uns ein letztes Mal beim Controller

Wir: ''"Austrian 123 at stand W4, shutting down"''
Salzburg Tower: ''"Austrian 123, danke für den Flug, servus!"''

"request leaving", "request frequency change" oder andere Phrasen, sind nicht notwendig. 

So, das war's! Der erste Online Flug ist vorrüber. Ab jetzt heißt es üben, üben, üben! Der Rest kommt im Laufe der Zeit von ganz alleine. Je mehr Flüge du absolviert hast, desto mehr Erfahrung wirst du haben und du wirst die Prozeduren irgendwann im Schlaf beherrschen.

=== Tipps und Hinweise ===

==== Die ersten Schritte ====

Nachdem du dich bei VATSIM und auch auf der [http://www.vacc-austria.org VACC Austria Homepage] registriert hast, kannst du im [http://forum.vacc-austria.org/index.php Forum] nach Hilfe fragen. Du solltest auch hier im Wiki diverse Dokumente durchlesen. Danach stellst du dich mit deinem Flieger nach Wien, loggst dich ein und hörst für den Anfang einfach nur zu. Notiere dir Dinge die unklar sind und frage im Forum nach.

==== Grundlegende VATSIM Regeln. ====
*Niemals auf einer Piste einloggen
*Keine Pause-Taste im Flugsimulator verwenden
*Realistische Callsigns verwenden
*immer den realen Vor- und Nachnamen verwenden
*immer den Anweisungen von Controllern folge leisten

Lies dir unbedingt folgende VATSIM-Dokumente durch:

*[http://www.vatsim.net/library/codeofconduct.pdf Code of Conduct]
*[http://www.vatsim.net/library/codeofregs.pdf Code of Regulations]

==== Tipps für den Flug ====

*Am Funk: Denken, drücken, sprechen!
*Notizen: schreibe dir alles auf was der Controller dir sagt!
*Wenn du etwas nicht verstehst, nachfragen statt falsch machen!
*Fliege niemals ohne Charts und wirf einen kurzen Blick auf diese bevor du fliegst!

==== Wo finde ich Hilfe? ====

*[http://www.vatsim.net/prc/ Pilot Ressource Center]
*[http://forum.vacc-austria.org/index.php VACC Austria Forum]
*[http://wiki.vacc-austria.org/index.php VACC Austria Wiki]

[[Category:Dokumentation]]

Example Flight

2011-11-18T10:51:13Z

Georg Lauenstein: /* Remarks */

== Beispielflug für neue Piloten ==

=== Einleitung ===
Dieser Flug, den wir Schritt für Schritt gemeinsam durchgehen wollen, soll dir einen ersten Auszug aus der Faszination der virtuellen Fliegerei
im [[VATSIM]] Netzwerk geben. Wenn du dich an diesem Tutorial orientierst kann eigentlich nichts schief gehen. Es wäre sehr
empfehlenswert dir einen
Termin mit deinem Mentor zu vereinbaren, damit ihr dieses Tutorial gemeinsam durcharbeiten könnt (z.B. über [[TeamSpeak]],
[[Skype]], etc.). Falls du
der Meinung bist, dass du das auch alleine packst können wir jetzt beginnen. Dein erster Flug wird von Wien nach Salzburg
führen.

=== Benötigte Software ===
Bevor es an die eigentliche Flugvorbereitung geht, sollten wir besprechen welche Software du verwendest bzw. welche Programme du benötigst.
==== Flugsimulator ====
Ich gehe davon aus, dass du bereits einen Flugsimulator installiert hast. Folgende Simulatoren laufen mit der [[VATSIM]] spezifischen Software
(Squawkbox, FsInn, XSquawkbox) problemlos:

*Microsoft Flight Simulator 2004 ([[Squawkbox]], [[FsInn]])
*X-Plane 8.xx ([[XSquawkbox]])

==== Sonstige Software ====
Die meisten, am Markt erhältlichen Payware Flieger, haben sehr detailierte FMCs oder ähnliche Navigationseinrichtungen. Da
heutzutage auch in der Realität oft
ein FMC/FMS zum Einsatz kommt, wollen wir bei diesem Tutorial [[vasFMC]] als Referenz verwenden.
Mit diesem FMC kann fast jedes Freeware-Flugzeug verwendet werden.
Weiters ist es von Vorteil Tools wie [[VATSpy]] zu verwenden. Tools wie diese können dir
dabei helfen besetzte ATC Stationen zu finden und den Verkehr in deiner Umgebung im Auge zu behalten.

Beachte: Vor diesem Tutorial sollte die Dokumentation/Readme der jeweiligen Software und die Software danach konfiguriert werden.

=== Flugvorbereitung ===
Wie in der Realität, ist es auch bei [[VATSIM]] notwendig eine möglichst genaue Flugplanung durchzuführen, um auf gesicherten
Routen zum Zielflughafen zu kommen.

==== Flugplan ====
Beginnen wir mit dem VATSIM Flugplan. Dieser Flugplan hat im Wesentlichen zwei Aufgaben:
Zum einen dient er den Controllern im VATSIM Netzwerk dazu, deinen Abflug/Ankunfts - Flughafen, sowie Route und Callsign zu
zeigen. Er soll aber auch dazu verwendet werden, um anderen Piloten Einsicht in deine Absichten zu geben. Falls also gerade
kein Controller online ist, können Piloten in deiner Umgebung erkennen, ob sich eine gefährliche Annäherung zu dir entwickelt
oder nicht. 

Wir müssen nun also eine gültige Route und die passende Flughöhe dazu finden. Dazu besuchen wir die Seite
[http://vatroute.net/ http://vatroute.net]. Du siehst auf den ersten Blick, dass du lediglich zwei Felder ausfüllen musst: den Abflugs- und
den Ankunftsort. Geben wir also den ICAO Code [[LOWW]] für Wien als Abflugsort und [[LOWS]] für Salzburg als Ankunftsort
ein. Klicke nun auf '''Go!'''. Wir sehen nun unsere Route und links daneben den Bereich aus dem wir unsere Flughöhe wählen.
Achtung! Behalte diese Seite im Hintergrund in deinem Browser immer offen! Wir werden sie noch
des öfteren brauchen.
 
Jetzt werden wir den VATSIM Flugplan Schritt für Schritt ausfüllen. Besuche dazu die Seite von [http://vatsim.net VATSIM]. Unter
"Pilots Resources" findest du den Punkt "File Flightplan". Den Flugplan kann man auch im jeweiligen Pilotenclient
([[FSInn]], [[Squawkbox]], [[XSquawkbox]]) abgeben. Um aber ein einhetiliches Manual zu gewährleisten machen wir das direkt
über die [[VATSIM]] Seite (der aufgegebene Flugplan ist dann für 2 Stunden gültig).
Detailierte Informationen über den VATSIM Flugplan findest du auch
[http://usa-w.vatsim.net/prc/VPTPublic/122/122a/122a.htm hier]

===== Type =====
Hier geben wir an, ob wir den Flug nach Instrumentenflugregeln ([[IFR]]) oder Sichtflugregeln ([[VFR]]) durchführen wollen.
Wir wählen zunächst '''[[IFR]]'''. An anderer Stelle findest du einen VFR Beispielflug. Ausserdem wird dir dein Mentor sicher
gerne Fragen über [[IFR]] und [[VFR]] beantworten.

===== Callsign =====
Das Callsign ist jener Rufame eines Flugzeuges den der Controller auf seinem Radarschrim erblickt und über den er einen
Piloten auf der Funkfrequenz ruft. Wählen wir hier das Callsign '''AUA9834'''.
Meistens bestehen die Callsigns in der Realität aus dem Operator (AUA = Austrian) und der eigentlichen Flugnummer,
welche aus Buchstaben und Zahlen bestehen kann. Nach welchen Regeln ein Callsign in der Realität aufgebaut wird, sei hier
nicht weiter erwähnt. Wie der genaue Funkrufname (z.B.: DLH = Lufthansa) eines Callsigns lautet siehst du auch
[http://www.airlinecodes.co.uk/airlcodesearch.asp hier]. Du kannst auch gerne jedes andere Callsign verwenden, welches so
real wie möglich ist.

Achtung: Im VATSIM Netzwerk wird es gerne gesehen, wenn möglichst reale Callsigns verwendet
werden. Also das ICAO Callsign "AUA" und nicht z.B. das IATA Zeichen "OS" (welches auf
Flugtickets oder Passagierinformationen zu finden ist) für Austrian Airlines.

===== Aircraft Type =====
Wähle hier deinen Flugzeugtyp aus. Welche Bezeichnung eingefügt werden muss kannst du
[http://www.icao.int/anb/ais/8643/index.cfm hier] oder [http://usa-w.vatsim.net/prc/VPTPublic/pdfs/ac.pdf hier]
in Erfahrung bringen.
Welches Special Equipment du angeben musst kannst du
[http://usa-w.vatsim.net/prc/VPTPublic/122/122a/122a.htm hier] einsehen.
Generell (vor allem bei moderneren Flugzeugen) kannst du in diesem Feld folgendes eintragen: '''T/"aircraft type"/W'''.

===== True Airspeed =====
Hier gibst du an wie schnell du auf Reiseflughöhe sein wirst. Mit Flugzeugen wie der Boeing 737 oder einem Airbus wirst du
zwischen 420 und 470 Knoten schnell sein. Falls du den genauen Wert deines Flugzeuges kennt kannst du ihn hier eintragen,
falls nicht wählen wir den Wert 450 Knoten. Ein genauer Wert ist nicht notwendig, der Wert sollte aber plausibel sein.

===== Departure Point =====
Für unseren Beispielflug wählen wir Wien als Abflugort. Der ICAO Code für Wien lautet [[LOWW]]. Welche Stadt bzw. welcher
Flughafen welchen ICAO Code hat, siehst du [http://www.airlinecodes.co.uk/aptcodesearch.asp hier].

===== Departure Time =====
Gib hier deine geplante Abflugzeit an. Format: HHMM

===== Cruising Altidude =====
Die Reiseflughöhe wird in diesem Feld in Flightlevel angegeben. FL = Höhe in Fuß / 100 
Sprich: FL320 = 32000ft 
Wir öffnen nun wieder unsere Flugplan Seite von [http://vatroute.net/ VATRoute] die noch im Hintergrund geöffnet sein sollte. Wir sehen bei 1), dass die Route die wir gefunden haben nur für eine Höhe von FL076 bis FL160 gültig ist. Die relativ geringe Höhe ist einfach zu erklären: Der Flug von Wien nach Salzburg ist sehr kurz. Höher als heir angegeben zu steigen zahlt sich daher nicht aus. Da wir aber trotzdem eine möglichst große Höhe erreichen wollen, geben wir 160 ein (= Flightlevel 160 = 16000ft).

===== Route of flight =====
Wir tragen hier unsere Route ein. In unserem Fall sehen wir im Briefing die Route '''SITNI L856 SBG'''. 
Nun, wie ist dies zu interpretieren? Der erste Navigationspunkt nach dem Abflug in Wien ist SITNI. Punkte deren Name aus 5 Buchstaben besteht werden als Intersection bezeichnet. Wenn wir SITNI erreicht haben, fliegen wir weiter auf dem Airway L856 bis zum Punkt SBG. Auf dem airway selbst passieren wir noch die Intersections BAGSI und MATIG, diese werden aber nicht mehr extra im Flugplan angegeben, passieren müssen wir sie aber schon. Punkte mit 3 Buchstaben sind VOR's bzw NDB's, wobei NDB's auch nur 2 Buchstaben im Namen haben können. Ab Salzburg sind wir spätestens im Anflug auf den Flughafen Salzburg.

===== Destination =====
Unser Flugziel, der Flughafen Salzburg wird hier eingetragen, also '''LOWS'''.

===== Estimated Time Enroute =====
Die Flugzeit wird nicht mehr als ca. 30 Minuten dauern. Tragen wir also bei Hours '''00''' und bei Minutes '''30''' ein.

===== Voice Capabilities =====
Da du sicherlich ein Headset mit Mikrofon besitzt, wähle hier '''Full Voice'''.

Solltest du mit FSINN unterwegs sein, dann kannst du dem Fluglotsen mit folgenden Zeichen in der Remark-Section mitteilen, dass du Voice, Text oder Read only ausgestattet bist:

'''/V/''' = Der Pilot kann Flugfunk hören und auch senden.

'''/T/''' = Der Pilot kann Textmitteilungen empfangen und wird sie auch als Text zurücksenden.

'''/R/''' = Der Pilot kann Flugfunk empfangen. Die Antwort kommt jedoch auf Text zurück.

Wichtig dabei ist, dass der Buchstabe V, T oder R zwischen zwei Slashes steht, da ansonsten dein Equipment nicht erkannt wird und der Fluglotse somit nicht weiß, wie er den Piloten kontaktieren soll.

===== Remarks =====
Für dich als Anfänger ein sehr wichtiges Feld. Hier solltest du unbedingt '''Newbie - speak slowly and clear - be patient''' eintragen. Dadurch werden die Controller darauf aufmerksam gemacht, dass du Anfänger bist und werden deshalb ganz besonders darauf achten, dich gesichert zum Ziel zu lotsen.

===== Fuel On Board =====
Hier wird die Zeit eingetragen für die der Treibstoff ausreicht. Da man immer Reserven für 1 Stunde zusätzlich tanken sollte, trage bei Hours '''01''' und bei Minutes '''30''' ein. Wenn du für diese Zeit tankst, bist du auf jeden Fall auf der sicheren Seite. Noch besser wäre Treibstoff für 2 Stunden.

===== Alternate Airport =====
Gib hier deinen Ausweichflughafen an, den du anfliegen wirst falls du aus irgend einem Grund nicht in Salzburg landen kannst (schlechte Wetterbedingungen, etc). Für unseren Flug würde sich München anbieten. Trage also '''EDDM''' in das Feld ein.

===== Pilot's Name and Aircraft Home Base =====
Wie immer im VATSIM, trage hier deinen realen Vor- und Nachnamen ein, sowie den nächst gelegenen Airport deiner Heimat ein. 
Z.b.: '''Max Muster LOWW'''

===== VATSIM ID / VATSIM Passwort =====
Zum Schluss noch deine VATSIM ID und das Passwort. Klicke danach auf '''File Flight Plan'''

 
Nun ist unser Flugplan ausgefüllt und gesendet.

==== ATIS ====

Spätestens jetzt solltest du deinen Flugsimulator starten und dich in dein virtuelles Cockpit am Abflugort Wien begeben. Stell dich zum Gate 31 und log dich mit deinem Pilotenclient ein (du brauchst keine Multiplayer Session zu starten - die Squawkbox oder FSInn, je nachdem was du benutzt, machen dies in den Standardeinstellungen für dich). Gehen wir davon aus, dass du dich mit AUA123 (Austrian123) eingeloggt hast. Du kannst aber auch jedes andere realistische Callsign verwenden. Beachte, dass du das selbse Callsign, sowie deinen realen Vor- und Nachnamen verwendest, wie schon im Flugplan. Versichere dich, dass dein Transponder auf Mode Standby steht. Falls keine Controller online sind, setze die UNICOM-Frequenz 122.800, auf der du dich per Text mit anderen Piloten absprechen kannst. Damit ihr euch nicht gegenseitig behindert. Falls der Tower in Wien online ist müssen wir zuerst die ATIS Information abrufen. Diese ist entweder als Sprachaufzeichnung mit dem Callsign LOWW_ATIS vorhanden auf der Frequenz 122.950, oder als Text. Die Text-ATIS erhältst du in deinem Pilotenclient (z.B. Squawkbox) wenn du auf die Frequenz des Tower Controller wechselst. 
Gehen wir davon aus, dass der Tower in Wien online und eine Voice-ATIS vorhanden ist. Hör dir zuerst die ATIS an, um die Informationen für den Abflug zu erhalten. Setze dazu die Frequenz 122.950. Du wirst nun die wichtigsten Informationen für den Abflug in Wien hören. Notiere die folgenden Punkte:

*Information
*Wind
*QNH
*Departure Runway

'''Wind''': wird in diesem Format angegeben xxx/yy 
xxx steht für die Richtung aus der der Wind kommt. yy ist die Windgeschwindigkeit in Knoten.

Anmerkung: Du solltest zum Start immer die Runway wählen, die gegen den Wind verläuft
um maximalen Auftrieb zu erhalten. Beachte diesen Grundsatz, falls kein Tower online ist,
der die richtige Wahl für die Runways trifft.

==== Vorbereitung zum Abflug ====

Ab jetzt solltest du unbedingt Charts haben. Zu finden sind diese auf der [http://www.vacc-austria.org/?page=content/static&id=CHARTS_OVERVIEW Chart-Seite] unserer Homepage. Du benötigst die Charts von LOWW und LOWS.

===== SID (Standard Instrument Departure) =====
Nehmen wir an, dass die Departure Runway 29 ist. Suche in den Charts von LOWW die SIDS (standard instrument departure) für die Runway 29. Laut unserem Briefing haben wir als ersten Wegpunkt SITNI in unserer Route. In den Charts wirst du bei der Runway 29 die SITNI4C SID finden. Das ist die Route die uns nach dem Abheben zum Wegpunkt SITNI führen wird. Ab diesem Punkt folgen wir der Route aus dem Briefing. Noch ist allerdings nicht sicher, dass wir dieser SID folgen werden. Mehr dazu später.

===== FMC (Flight Management Computer) =====

Starte nun das Programm vasFMC, das schon einmal angesprochen wurde. Füge zuerst LOWW ein. Du wirst gefragt welche Runway du benutzen wirst. Da wir ja die ATIS abgehört haben wissen wir, dass die Runway 29 die aktive für Starts ist, wähle also diese. Danach kopierst du die Route aus dem Briefing und gibst sie in das vasFMC Eingabefeld ein. vasFMC wird die Wegpunkte die sich auf der Route befinden, automatisch hinzu fügen. Zum Schluss gibst du noch LOWS ein. Hier wirst du wieder gefragt welche Runway benutzt wird. Da wir das noch nicht wissen, wähle irgend eine Runway. 

Wähle jetzt noch AP-Couple an. Das FMC wird dadurch mit deinem Autopilot gekoppelt. Wenn du später nach dem HDG fliegst, wird dies automatisch von vasFMC vorgegeben, um auf der Route zu bleiben.

=== Der Flug ===

Dein Flieger sollte jetzt also Startklar sein. Treibstoff ist getankt, das FMC programmiert und du hast einen kleinen Notizblock oder Zettel zur Hand. 

==== Der erste Kontakt ====

Es wird Zeit uns erstmals zu melden. Falls Delivery online ist, melden wir uns zuerst bei Delivery, falls Ground online ist, bei Ground und wenn Ground nicht online ist beim Tower und zwar immer in dieser Reihenfolge. Du meldest dich immer bei der "niedrigsten" Station die für deinen Startflughafen verfügbar ist. Welche Frequenz du rasten musst, ist aus den Charts ersichtlich. 

Unser erster Funkspruch wird dazu dienen, um festzustellen ob das Headset funktioniert und der Controller dich versteht. Wir sind Austrian123 und haben dies auch im Flugplan angegeben und uns mit diesem Callsign (AUA123) eingeloggt.

Wir: ''"Wien Delivery, Austrian 123, radio check"''
Wien Delivery: ''"Austrian 123, read you five by five"''

Wenn der Controller five by five sagt, hört er dich klar und deutlich. 

==== Flugfreigabe ====

Wir müssen nun unsere Flugfreigabe fordern, damit wir unser Flugzeug überhaupt bewegen dürfen und um sicher zu gehen, dass der Controller unseren Flugplan mit der Route und Höhe akzeptiert. Weiters, teilen wir mit, dass wir die aktuelle ATIS abgehört haben. Deshalb geben wir die aktuelle Information an, die wir vorhin notiert haben. Gehen wir von der Information D (Delta) aus. Mit dieser Flugfreigabe (Clearence) erhalten wir auch die SID und unseren Transponder Code, sowie den lokalen Luftdruck, das QNH.

Wir: ''"Wien Delivery, Austrian 123, <dein Flugzeugtyp>, (at gate/stand 31), request IFR clearence to Salzburg, Information DELTA received"''
Wien Delivery: ''"Austrian 123, cleared to destination Salzburg via SITNI4C departure, initially climb 5000 feet, squawk 4605, QNH
1016, (Information DELTA correct)"''

Du musst immer zurücklesen was der Controller dir sagt (=Readback). Ein simples roger, yes, no genügt nicht. Nach dem Readback, sagst du nocheinmal das Callsign.

Wir: ''"cleared to Destination Salzburg via SITNI4C departure, intitially 5000 feet, Squawk 4605, QNH 1016, Austrian 123"''
Wien Delivery: ''"Austrian 123, readback correct, for start-up and pushback contact Wien Ground 121.600"''
Wir: ''" Contact Wien Ground 121.600, Austrian 123"''

Delivery hat uns also die Flugfreigabe gegeben. Du hast richtig zurückgelesen und deshalb weiß der Controller, dass du seine Anweisungen verstanden hast. Aus diesem Grund schickt er dich zu Ground. Du hast folgendes notiert:

*SID: entspricht unserer Planung, wir müssen nichts ändern
*initially 5000 feet: wir dürfen nach dem Abheben nur auf 5000 ft steigen, bis wir andere Anweisungen erhalten
*Squawk 4605: das ist der Transponder Code den wir setzen müssen.
*QNH 1016: Stelle dein Barometer(Altimeter) auf den Wert 1016. Das ist der Luftdruck den wir bis zur Transition Altitude (=5000ft in Wien, ersichtlich aus Charts) als Referenz für unseren Höhenmesser verwenden. Über dieser Höhe stellen wir den Weltweiten Standardluftdruck 1013 ein

==== Pushback und Taxi ====

Du hast alles eingestellt, bist auf der Frequenz von Wien Ground, hast deine Checklisten abgearbeitet und bist bereit zum start-up. Wir erbitten nun die Freigabe dafür.

Wir: ''"Wien Ground, servus, Austrian 123, request start-up"''
Wien Ground: ''"Austrian 123, start-up approved"''
Wir: ''"start-up approved, Austrian 123"''

Wenn wir alle Checklisten durch haben, alles gesetzt ist und wir bereit für den pushback sind, melden wir das dem Controller.

Wir: ''"Austrian 123, request pushback"''
Wien Ground: ''"Austrian 123, pushback approved"''
Wir: ''"pushback approved, Austrian 123"''

Eventuell sagt der Controller noch dazu:
...''pushback approved facing east/west/south'' oder ''north''...
Generell solltest du aber selbst wissen was die vernünftigste Variante ist.

Du bist also mit dem pushback fertig, die Triebwerke laufen. Nun fragen wir nach dem taxi. Das ist kein gelbes Taxi, sondern das Rollen zur aktiven Piste.

Wir: ''"Wien Ground, Austrian 123, ready for taxi"''
Wien Ground: ''"Austrian 123, taxi to holding point runway 29 vie EX10 and MIKE"''
Wir: ''"taxi to holding point runway 29 via EX10 and MIKE, Austrian 123"''

Wir sollen also über die Taxiways Exit10 und M (=MIKE) zum Rollhalt der Piste 29 rollen und dort warten. Nicht auf die Runway rollen !!! 

===== Give way Anweisungen =====

Du bist online nicht alleine unterwegs. Darum muss der Controller Flugzeuge vor dem Zusammenstoß bewahren, am Boden und in der Luft. Am Boden funktioniert das relativ einfach, indem er einem Piloten mitteilt, einen anderen vorbei zu lassen.

Wien Ground: ''"Austrian 123, give way to Boeing 737, crossing from left to the right"''
Wir: ''"giving way to Boeing 737, from left to right, Austrian123"''

Wir sollen also die Boeing vorbei lassen die unseren Weg von links nach rechts kreuzt. Weiters kann der Controller sagen, dass du einem anderen Flugzeug z.B. zur aktiven Piste folgen sollst.

Wien Ground: ''"Austrian 123, follow preceeding Boeing 747 to holding point runway 29"''
Wir: ''"follow the Boeing 747 to holding point runway 29, Austrian 123"''

Es kann auch passieren, dass du einer "company aircraft" folgen oder Platz machen sollst, das heißt du sollst einem bestimmten Flugzeug aus deiner Airline Platz machen (Austrian).

Kurz bevor wir den Rollhalt der Piste 29 erreichen, wird uns Ground zum Tower schicken.
Wien Ground: ''"Austrian 123, contact Wien Tower on 119.400"''
Wir: ''"Contact Tower on 119.400, Austrian 123"''

==== Departure ====

Schalte nun den Transponder auf "Mode CHARLIE". Wir melden uns beim Tower:
Wir: ''"Wien Tower, Austrian 123, (approaching holding point runway 29), ready for departure"''
Falls wir Glück haben und wenig Verkehr herrscht, bekommen wir unverzüglich die Starterlaubnis.
Wien Tower: ''"Austrian 123, wind xxx/yy, runway 29, cleared for takeoff"''
Das Wort takeoff darf erst dann verwendet werden, wenn es sich wirklich um die eigentliche Startfreigabe handelt.
Wir: ''"runway 29, cleared for takeoff, Austrian 123"''

===== Conditional Clearence =====

Ein besonderes "Werkzeug" des Controllers sind conditional clearences. Diese Freigaben gelten für dich erst, wenn bestimmte Umstände eingetreten sind. Ein Beispiel: 

Du stehst am Rollhalt Piste 29. Gleichzeitig anfliegender Verkehr auf die Piste 29 ist 3 Meilen entfernt. 6 Meilen dahinter ist ebenfalls anfliegender Verkehr auf die Piste 29. Bei viel Verkehr wird der Controller dich zwischen diesen Anflügen, starten lassen, um den Verkehr besser fließen zu lassen:

Wien Tower: ''"Austrian 123, traffic on 3nm final runway 29, Airbus A320, report in sight"''
Der Controller fragt ob wir den anfliegenden Verkehr in Sicht haben, um eine Verwechslungsgefahr auszuschließen, gibt er noch die Entfernung und den Flugzeugtyp an. Nur wenn wir Sichtkontakt zum Flugzeug haben, darf der Controller uns die conditional clearence erteilen.
Wir: ''"traffic in sight, Austrian 123"''
Wien Tower: ''"Austrian 123, behind landing Airbus A320/traffic, line up runway 29 and wait behind"''
Wir dürfen also erst nach dem landenden Airbus auf die Piste 29 rollen und sollen dann warten (=stehen bleiben). Der Controller sagt zwei mal "behind" um sicher zu stellen, dass wir auch wirklich erst nach dem Airbus aufrollen. Wenn der Airbus passiert hat, sollten wir allerdings unverzüglich aufrollen um bereit für einen schnellen Start zu sein, schließlich ist der nächste Anflug bereits ca. 5-6 Meilen entfernt. Sobald der Airbus die Piste verlassen hat, werden wir die Starterlaubnis bekommen (siehe oben).

===== Intersection Departure =====

Oft kommt es vor, dass der Ground oder Tower Lotse dich fragen wird, ob du auch von einer Intersection starten kannst. Eine Intersection ist eine Kreuzung zwischen Runway und Taxiway. Dies kann passieren falls der Verkehr es erfordert, oder der Controller möchte dir einfach nur den langen Weg bis zum Holding Point ersparen. Eine Möglichkeit ist die Intersection A3 (siehe Charts). In diesem Fall würde die Phraseologie so aussehen:
Wien Ground/Tower: ''"Austrian 123, ready/able for intersection departure from A3?"''
Falls wir nichts dagegen haben und auch aus technischer Sicht nichts dagegen spricht, teilen wir das dem Controller mit.
Wir: ''"affirmative, (ready for intersection A3), Austrian 123"''
Wien Ground/Tower: ''"Austrian 123, taxi to holding point runway 29, Intersection A3 via M"''
Wenn wir nicht von einer Intersection starten können:
Wir: ''"negative/unable, Austrian 123"''

Die Starterlaubnis ist wieder gleich:

Wien Tower: ''"Austrian 123, wind xxx/yy, runway 29, cleared for takeoff"''
Wir: ''"runway 29, cleared for takeoff, Austrian 123"''

===== Immediate Departure =====

Was vor allem bei viel Verkehr passieren kann, ist folgende Situation: Du bist auf dem Weg zum Holding Point Runway 29 und erreichst diesen gerade. Gleichzeitig ist eine Maschine im Anflug auf die Runway 29 und ist noch 6 Meilen entfernt. Der Controller wird dich fragen ob du in der Lage bist unverzüglich auf die Runway zu rollen und zu starten, damit du noch vor dem anfliegenden Verkehr abgehoben bist. Falls dies zutrifft und du tatsächlich ohne Verzögerung und stehen bleiben starten kannst, teile dem Controller das mit (natürlich sollte das Funken in so einer Situation ohne Stottern, schnell und deutlich passieren):

Wien Tower: ''"Austrian 123, are you ready for immediate departure runway 29?"''
Wir: ''"affirmative, Austrian 123"''
Wien Tower: ''"Austrian 123, wind xxx/yy, runway 29, cleared for immediate takeoff"''
Wir: ''"Cleared for immediate takeoff, runway 29, Austrian 123"''

Mit dem Wort ''immediate'' macht dir der Controller noch einmal klar, dass du dir keine Zeit lassen darfst. Um es verständlicher auszudrücken: Er meint damit ''Gib Gas!!''
 

Kurz nach dem Abheben, verweist uns Tower auf Approach oder Center (beide heißen Wien Radar), je nachdem wer online ist.
Wien Tower: ''"Austrian 123, contact Wien Radar on 128.200"''
Wir: ''"Wien Radar on 128.200, Austrian 123"''

==== Reiseflug / Enroute ====

Wir melden uns bei Radar, und der Controller wird uns unverzüglich eine größere Höhe (wahrscheinlich unsere Reiseflughöhe) anordnen, unter der Vorraussetzung, dass er uns korrekt identifiziert hat. Dazu müssen wir ihm folgende Punkte mitteilen:
*Callsign
*aktuelle Höhe
*freigegebene Höhe
*SID

Außerdem muss der Transponder auf Mode "CHARLIE" stehen, also aktiv sein.

Wir: ''"Wien Radar, Austrian 123, 3000 feet, climbing 5000 feet, SITNI4C departure"''
Wien Radar: ''"Austrian 123, identified, climb FL160"''
Wir: ''"climb FL160, Austrian 123"''

Jetzt können wir uns erstmal zurücklehnen, auch wenn es nicht lange dauert bis wir Salzburg erreichen.

==== Descent / Top of Descent (ToD) ====

Nach einiger Zeit sollten wir langsam aber sicher in den Sinkflug übergehen. Der Punkt an dem der Sinkflug begonnen wird, nennt sich Top of Descent. Um diesen Punkt zu errechnen gibt es einige Faustformeln. Generell kann man sagen, dass die abzubauende Höhe in Flightlevel dividiert durch 3 die Distanz zum Zielort ergibt, ab der man sinken sollte. 

Unser Beispiel:
FL160 auf ca. 1000ft (Höhe des Airports über dem Meer) -> FL150 : 3 = 50nm

Wenn man also 40-50nm vor Salzburg bei einem Groundspeed zwischen 400 und 450 Knoten bei ca. 1700-2000 ft / min sinkt ist man auf der sicheren Seite. Falls dieser Punkt erreicht wird und der Controller dir noch keine Anweisungen zum Sinken gegeben hat, weise ihn darauf hin, dass du sinken willst, da du selbst dafür verantwortlich bist.

Wir: ''"Austrian 123, request (ready for) descent"''

Meistens wird dir der Controller dann eine Anweisung zum Sinken geben, die du selbstverständlich wieder zurücklesen musst.

Wien Radar: ''"Austrian 123, descend FL120, contact Salzburg Radar on 123.720"''
Wir: ''"descend FL120, contact Salzburg Radar on 123.720, Austrian 123"''

==== Vectoring und Approach ====

Ein wesentlicher Teil des Fluges, der vom Piloten besondere Aufmerksamkeit fordert, ist der Anflug. Hier wird einem Piloten in der Regel ein sogenanntes Vectoring gegeben. Das heißt, dass der Controller (in diesem Fall Salzburg Radar) dir zusätzlich zu den Höhenanweisungen auch Richtungsanweisungen gibt. Du musst dann diese Richtung (Heading) fliegen und wie immer die Anweisungen zurücklesen, damit der Controller sicher gehen kann, dass du seine Anweisungen erhalten hast. Das Vectoring führt dich direkt bis zum Endanflug in den du dann freigegeben wirst. Der Anflug ist im Normalfall ein [[ILS]]-Approach. Der Controller wird dir auch mitteilen welchen Anflug auf welche Piste du erwarten kannst, damit du rechtzeitig deine NAV-Frequenzen setzen und dich auf den Anflug vorbereiten kannst.

Wir: ''"Salzburg Radar, Austrian 123, FL120, Information B, inbound SBG VOR"''
Salzburg Radar: ''"Austrian 123, servus, Information B correct, expect radar vectors ILS approach runway 16, descend FL80, turn right/left heading 260"''
Wir: ''descend FL80, right/left heading 260, expect radar vectors ILS approach runway 16"''

Wir sollen also auf FL80 sinken und nach rechts/links auf Kurs 260 drehen. Ausserdem teilt uns der Controller mit, dass in Salzburg die ATIS Information BRAVO gültig ist, damit wir überprüfen können ob wir diese abgehört haben. Setze das Heading 260 in deinem Autopiloten bzw. fliege den Kurs per Hand wenn du ein geübter Pilot bist.

'''Achtung''': Wenn du vasFMC verwendest musst du unbedingt vor dem ersten Einstellen eines Headings AP-Couple deaktivieren, da
sonst deine Eingaben von vasFMC immer wieder überschrieben werden.

Du wirst eventuell noch weitere Headings und Höhenanweisungen bekommen. Zwischendurch wird dir der Controller auch den zu erwartenden Anflug mitteilen.

Salzburg Radar: ''"Austrian 123, descend FL60"''
Wir: ''"descend FL60, Austrian 123"''

Langsam wird es spannend. Der Controller wird uns jeden Moment mitteilen, dass wir für den Anflug freigegeben sind. Setze noch schnell die NAV-Frequenz 109.90 für den ILS Anflug auf die Piste 16 in Salzburg. Zufinden sind alle wichtigen Informationen wie immer in den Charts, die bei keinem Flug fehlen dürfen.

Salzburg Radar: ''"Austrian 123, descend altitude 4000 ft, QNH 1015, turn left heading 190, cleared ILS approach runway 16"''
Wir: ''"descend 4000 ft, QNH 1015, turn left heading 190, cleared ILS approach runway 16, Austrian 123"''

Vielleicht relativ viel Information auf einmal. Deshalb sollte auch hier der Notizzettel greifbar sein. Wir müssen also auf die Höhe (nicht Flightlevel!!) 4000ft sinken. Sobald wir auf oder unter die Transition Altitude friegegeben werden, ist automatisch vom lokalen QNH als Referenz auszugehen, das uns der Controller auch mitteilt, bei diesem Beispiel 1015. Weiters müssen wir auf Kurs 190 drehen um das ILS einzufangen. Stelle also die Höhe, das QNH sowie das Heading so schnell wie möglich ein. Achte nun darauf den [[Localizer]] und in weiterer Folge den [[Glideslope]] einzufangen. Sobald sich die Anzeige in Richtung Mitte bewegt, drücke den LOC bzw später den APP-Button (abhängig vom Flugzeug). Wenn der Controller am Radarschirm erkennt, dass wir am ILS sind wird er uns an den Tower übergeben. Es kann aber auch sein, dass er uns die Anweisung gibt ihm zu melden, dass wir uns am ILS befinden. In diesem Fall würde die Phrase oben ergänzt werde durch:

''"...report established"''

Wenn wir also "established" sind schickt uns Salzburg Radar zum Tower.

Salzburg Radar: ''"Austrian 123, contact Salzburg Tower on 118.100 "''
Wir: ''"Contact Salzburg Tower on 118.100, Austrian 123 "''

==== Landung ====

Wir wechseln auf die Tower Frequenz und melden uns so bald als möglich, damit wir noch genug Zeit im Endanflug haben.

Wir: ''"Salzburg Tower, servus, Austrian 123, established ILS runway 16"''
Salzburg Tower: ''"Austrian 123, Wind xxx/yy runway 16, cleared to land"''
Wir: ''"runway 16, cleared to land, Austrian 123"''

Glück gehabt, kein Verkehr auf der 16 und somit erhalten wir unverzüglich die Freigabe zur Landung. Wäre jemand vor uns bei der Landung, würde der Tower-Controller in etwas das sagen:

''"...wind xxx/yy, continue approach number 2"''

Fast geschafft. Das Fahrwerk ist draußen, alles ist gechecked und wir setzen sanft auf. Wir verlassen die Runway und halten dann, da wir noch keine weiteren Freigaben erhalten haben. Vergiss nicht den Transponder wieder auf Mode "Standby" zu schalten, sobald du am Boden bist und die Runway verlassen hast. Entweder schickt uns der Tower jetzt zu Ground (wenn online) oder er gibt uns selbst die Anweisungen.

Angenommen die Bahn wurde über ECHO (E) verlassen.

Salzburg Tower: ''"Austrian 123, taxi to stand W4 via L(LIMA)and Exit 4"''
Wir: ''"taxi to stand W4 via LIMA and Exit 4"''

Wir rollen also zur Parkposition W4. Dort melden wir uns ein letztes Mal beim Controller

Wir: ''"Austrian 123 at stand W4, shutting down"''
Salzburg Tower: ''"Austrian 123, danke für den Flug, servus!"''

"request leaving", "request frequency change" oder andere Phrasen, sind nicht notwendig. 

So, das war's! Der erste Online Flug ist vorrüber. Ab jetzt heißt es üben, üben, üben! Der Rest kommt im Laufe der Zeit von ganz alleine. Je mehr Flüge du absolviert hast, desto mehr Erfahrung wirst du haben und du wirst die Prozeduren irgendwann im Schlaf beherrschen.

=== Tipps und Hinweise ===

==== Die ersten Schritte ====

Nachdem du dich bei VATSIM und auch auf der [http://www.vacc-austria.org VACC Austria Homepage] registriert hast, kannst du im [http://forum.vacc-austria.org/index.php Forum] nach Hilfe fragen. Du solltest auch hier im Wiki diverse Dokumente durchlesen. Danach stellst du dich mit deinem Flieger nach Wien, loggst dich ein und hörst für den Anfang einfach nur zu. Notiere dir Dinge die unklar sind und frage im Forum nach.

==== Grundlegende VATSIM Regeln. ====
*Niemals auf einer Piste einloggen
*Keine Pause-Taste im Flugsimulator verwenden
*Realistische Callsigns verwenden
*immer den realen Vor- und Nachnamen verwenden
*immer den Anweisungen von Controllern folge leisten

Lies dir unbedingt folgende VATSIM-Dokumente durch:

*[http://www.vatsim.net/library/codeofconduct.pdf Code of Conduct]
*[http://www.vatsim.net/library/codeofregs.pdf Code of Regulations]

==== Tipps für den Flug ====

*Am Funk: Denken, drücken, sprechen!
*Notizen: schreibe dir alles auf was der Controller dir sagt!
*Wenn du etwas nicht verstehst, nachfragen statt falsch machen!
*Fliege niemals ohne Charts und wirf einen kurzen Blick auf diese bevor du fliegst!

==== Wo finde ich Hilfe? ====

*[http://www.vatsim.net/prc/ Pilot Ressource Center]
*[http://forum.vacc-austria.org/index.php VACC Austria Forum]
*[http://wiki.vacc-austria.org/index.php VACC Austria Wiki]

[[Category:Dokumentation]]

Example Flight

2011-11-18T10:48:50Z

Georg Lauenstein: /* Flugfreigabe */

== Beispielflug für neue Piloten ==

=== Einleitung ===
Dieser Flug, den wir Schritt für Schritt gemeinsam durchgehen wollen, soll dir einen ersten Auszug aus der Faszination der virtuellen Fliegerei
im [[VATSIM]] Netzwerk geben. Wenn du dich an diesem Tutorial orientierst kann eigentlich nichts schief gehen. Es wäre sehr
empfehlenswert dir einen
Termin mit deinem Mentor zu vereinbaren, damit ihr dieses Tutorial gemeinsam durcharbeiten könnt (z.B. über [[TeamSpeak]],
[[Skype]], etc.). Falls du
der Meinung bist, dass du das auch alleine packst können wir jetzt beginnen. Dein erster Flug wird von Wien nach Salzburg
führen.

=== Benötigte Software ===
Bevor es an die eigentliche Flugvorbereitung geht, sollten wir besprechen welche Software du verwendest bzw. welche Programme du benötigst.
==== Flugsimulator ====
Ich gehe davon aus, dass du bereits einen Flugsimulator installiert hast. Folgende Simulatoren laufen mit der [[VATSIM]] spezifischen Software
(Squawkbox, FsInn, XSquawkbox) problemlos:

*Microsoft Flight Simulator 2004 ([[Squawkbox]], [[FsInn]])
*X-Plane 8.xx ([[XSquawkbox]])

==== Sonstige Software ====
Die meisten, am Markt erhältlichen Payware Flieger, haben sehr detailierte FMCs oder ähnliche Navigationseinrichtungen. Da
heutzutage auch in der Realität oft
ein FMC/FMS zum Einsatz kommt, wollen wir bei diesem Tutorial [[vasFMC]] als Referenz verwenden.
Mit diesem FMC kann fast jedes Freeware-Flugzeug verwendet werden.
Weiters ist es von Vorteil Tools wie [[VATSpy]] zu verwenden. Tools wie diese können dir
dabei helfen besetzte ATC Stationen zu finden und den Verkehr in deiner Umgebung im Auge zu behalten.

Beachte: Vor diesem Tutorial sollte die Dokumentation/Readme der jeweiligen Software und die Software danach konfiguriert werden.

=== Flugvorbereitung ===
Wie in der Realität, ist es auch bei [[VATSIM]] notwendig eine möglichst genaue Flugplanung durchzuführen, um auf gesicherten
Routen zum Zielflughafen zu kommen.

==== Flugplan ====
Beginnen wir mit dem VATSIM Flugplan. Dieser Flugplan hat im Wesentlichen zwei Aufgaben:
Zum einen dient er den Controllern im VATSIM Netzwerk dazu, deinen Abflug/Ankunfts - Flughafen, sowie Route und Callsign zu
zeigen. Er soll aber auch dazu verwendet werden, um anderen Piloten Einsicht in deine Absichten zu geben. Falls also gerade
kein Controller online ist, können Piloten in deiner Umgebung erkennen, ob sich eine gefährliche Annäherung zu dir entwickelt
oder nicht. 

Wir müssen nun also eine gültige Route und die passende Flughöhe dazu finden. Dazu besuchen wir die Seite
[http://vatroute.net/ http://vatroute.net]. Du siehst auf den ersten Blick, dass du lediglich zwei Felder ausfüllen musst: den Abflugs- und
den Ankunftsort. Geben wir also den ICAO Code [[LOWW]] für Wien als Abflugsort und [[LOWS]] für Salzburg als Ankunftsort
ein. Klicke nun auf '''Go!'''. Wir sehen nun unsere Route und links daneben den Bereich aus dem wir unsere Flughöhe wählen.
Achtung! Behalte diese Seite im Hintergrund in deinem Browser immer offen! Wir werden sie noch
des öfteren brauchen.
 
Jetzt werden wir den VATSIM Flugplan Schritt für Schritt ausfüllen. Besuche dazu die Seite von [http://vatsim.net VATSIM]. Unter
"Pilots Resources" findest du den Punkt "File Flightplan". Den Flugplan kann man auch im jeweiligen Pilotenclient
([[FSInn]], [[Squawkbox]], [[XSquawkbox]]) abgeben. Um aber ein einhetiliches Manual zu gewährleisten machen wir das direkt
über die [[VATSIM]] Seite (der aufgegebene Flugplan ist dann für 2 Stunden gültig).
Detailierte Informationen über den VATSIM Flugplan findest du auch
[http://usa-w.vatsim.net/prc/VPTPublic/122/122a/122a.htm hier]

===== Type =====
Hier geben wir an, ob wir den Flug nach Instrumentenflugregeln ([[IFR]]) oder Sichtflugregeln ([[VFR]]) durchführen wollen.
Wir wählen zunächst '''[[IFR]]'''. An anderer Stelle findest du einen VFR Beispielflug. Ausserdem wird dir dein Mentor sicher
gerne Fragen über [[IFR]] und [[VFR]] beantworten.

===== Callsign =====
Das Callsign ist jener Rufame eines Flugzeuges den der Controller auf seinem Radarschrim erblickt und über den er einen
Piloten auf der Funkfrequenz ruft. Wählen wir hier das Callsign '''AUA9834'''.
Meistens bestehen die Callsigns in der Realität aus dem Operator (AUA = Austrian) und der eigentlichen Flugnummer,
welche aus Buchstaben und Zahlen bestehen kann. Nach welchen Regeln ein Callsign in der Realität aufgebaut wird, sei hier
nicht weiter erwähnt. Wie der genaue Funkrufname (z.B.: DLH = Lufthansa) eines Callsigns lautet siehst du auch
[http://www.airlinecodes.co.uk/airlcodesearch.asp hier]. Du kannst auch gerne jedes andere Callsign verwenden, welches so
real wie möglich ist.

Achtung: Im VATSIM Netzwerk wird es gerne gesehen, wenn möglichst reale Callsigns verwendet
werden. Also das ICAO Callsign "AUA" und nicht z.B. das IATA Zeichen "OS" (welches auf
Flugtickets oder Passagierinformationen zu finden ist) für Austrian Airlines.

===== Aircraft Type =====
Wähle hier deinen Flugzeugtyp aus. Welche Bezeichnung eingefügt werden muss kannst du
[http://www.icao.int/anb/ais/8643/index.cfm hier] oder [http://usa-w.vatsim.net/prc/VPTPublic/pdfs/ac.pdf hier]
in Erfahrung bringen.
Welches Special Equipment du angeben musst kannst du
[http://usa-w.vatsim.net/prc/VPTPublic/122/122a/122a.htm hier] einsehen.
Generell (vor allem bei moderneren Flugzeugen) kannst du in diesem Feld folgendes eintragen: '''T/"aircraft type"/W'''.

===== True Airspeed =====
Hier gibst du an wie schnell du auf Reiseflughöhe sein wirst. Mit Flugzeugen wie der Boeing 737 oder einem Airbus wirst du
zwischen 420 und 470 Knoten schnell sein. Falls du den genauen Wert deines Flugzeuges kennt kannst du ihn hier eintragen,
falls nicht wählen wir den Wert 450 Knoten. Ein genauer Wert ist nicht notwendig, der Wert sollte aber plausibel sein.

===== Departure Point =====
Für unseren Beispielflug wählen wir Wien als Abflugort. Der ICAO Code für Wien lautet [[LOWW]]. Welche Stadt bzw. welcher
Flughafen welchen ICAO Code hat, siehst du [http://www.airlinecodes.co.uk/aptcodesearch.asp hier].

===== Departure Time =====
Gib hier deine geplante Abflugzeit an. Format: HHMM

===== Cruising Altidude =====
Die Reiseflughöhe wird in diesem Feld in Flightlevel angegeben. FL = Höhe in Fuß / 100 
Sprich: FL320 = 32000ft 
Wir öffnen nun wieder unsere Flugplan Seite von [http://vatroute.net/ VATRoute] die noch im Hintergrund geöffnet sein sollte. Wir sehen bei 1), dass die Route die wir gefunden haben nur für eine Höhe von FL076 bis FL160 gültig ist. Die relativ geringe Höhe ist einfach zu erklären: Der Flug von Wien nach Salzburg ist sehr kurz. Höher als heir angegeben zu steigen zahlt sich daher nicht aus. Da wir aber trotzdem eine möglichst große Höhe erreichen wollen, geben wir 160 ein (= Flightlevel 160 = 16000ft).

===== Route of flight =====
Wir tragen hier unsere Route ein. In unserem Fall sehen wir im Briefing die Route '''SITNI L856 SBG'''. 
Nun, wie ist dies zu interpretieren? Der erste Navigationspunkt nach dem Abflug in Wien ist SITNI. Punkte deren Name aus 5 Buchstaben besteht werden als Intersection bezeichnet. Wenn wir SITNI erreicht haben, fliegen wir weiter auf dem Airway L856 bis zum Punkt SBG. Auf dem airway selbst passieren wir noch die Intersections BAGSI und MATIG, diese werden aber nicht mehr extra im Flugplan angegeben, passieren müssen wir sie aber schon. Punkte mit 3 Buchstaben sind VOR's bzw NDB's, wobei NDB's auch nur 2 Buchstaben im Namen haben können. Ab Salzburg sind wir spätestens im Anflug auf den Flughafen Salzburg.

===== Destination =====
Unser Flugziel, der Flughafen Salzburg wird hier eingetragen, also '''LOWS'''.

===== Estimated Time Enroute =====
Die Flugzeit wird nicht mehr als ca. 30 Minuten dauern. Tragen wir also bei Hours '''00''' und bei Minutes '''30''' ein.

===== Voice Capabilities =====
Da du sicherlich ein Headset mit Mikrofon besitzt, wähle hier '''Full Voice'''.

Solltest du mit FSINN unterwegs sein, dann kannst du dem Fluglotsen mit folgenden Zeichen in der Remark-Section mitteilen, dass du Voice, Text oder Read only ausgestattet bist:

'''/V/''' = Der Pilot kann Flugfunk hören und auch senden.

'''/T/''' = Der Pilot kann Textmitteilungen empfangen und wird sie auch als Text zurücksenden.

'''/R/''' = Der Pilot kann Flugfunk empfangen. Die Antwort kommt jedoch auf Text zurück.

Wichtig dabei ist, dass der Buchstabe V, T oder R zwischen zwei Slashes steht, da ansonsten dein Equipment nicht erkannt wird und der Fluglotse somit nicht weiß, wie er den Piloten kontaktieren soll.

===== Remarks =====
Für dich als Anfänger ein sehr wichtiges Feld. Hier solltest du unbedingt '''Newbee - speak slowly and clear - be patient''' eintragen. Dadurch werden die Controller darauf aufmerksam gemacht, dass du Beginner bist und werden deshalb ganz besonders darauf achten, dich gesichert zum Ziel zu lotsen.

===== Fuel On Board =====
Hier wird die Zeit eingetragen für die der Treibstoff ausreicht. Da man immer Reserven für 1 Stunde zusätzlich tanken sollte, trage bei Hours '''01''' und bei Minutes '''30''' ein. Wenn du für diese Zeit tankst, bist du auf jeden Fall auf der sicheren Seite. Noch besser wäre Treibstoff für 2 Stunden.

===== Alternate Airport =====
Gib hier deinen Ausweichflughafen an, den du anfliegen wirst falls du aus irgend einem Grund nicht in Salzburg landen kannst (schlechte Wetterbedingungen, etc). Für unseren Flug würde sich München anbieten. Trage also '''EDDM''' in das Feld ein.

===== Pilot's Name and Aircraft Home Base =====
Wie immer im VATSIM, trage hier deinen realen Vor- und Nachnamen ein, sowie den nächst gelegenen Airport deiner Heimat ein. 
Z.b.: '''Max Muster LOWW'''

===== VATSIM ID / VATSIM Passwort =====
Zum Schluss noch deine VATSIM ID und das Passwort. Klicke danach auf '''File Flight Plan'''

 
Nun ist unser Flugplan ausgefüllt und gesendet.

==== ATIS ====

Spätestens jetzt solltest du deinen Flugsimulator starten und dich in dein virtuelles Cockpit am Abflugort Wien begeben. Stell dich zum Gate 31 und log dich mit deinem Pilotenclient ein (du brauchst keine Multiplayer Session zu starten - die Squawkbox oder FSInn, je nachdem was du benutzt, machen dies in den Standardeinstellungen für dich). Gehen wir davon aus, dass du dich mit AUA123 (Austrian123) eingeloggt hast. Du kannst aber auch jedes andere realistische Callsign verwenden. Beachte, dass du das selbse Callsign, sowie deinen realen Vor- und Nachnamen verwendest, wie schon im Flugplan. Versichere dich, dass dein Transponder auf Mode Standby steht. Falls keine Controller online sind, setze die UNICOM-Frequenz 122.800, auf der du dich per Text mit anderen Piloten absprechen kannst. Damit ihr euch nicht gegenseitig behindert. Falls der Tower in Wien online ist müssen wir zuerst die ATIS Information abrufen. Diese ist entweder als Sprachaufzeichnung mit dem Callsign LOWW_ATIS vorhanden auf der Frequenz 122.950, oder als Text. Die Text-ATIS erhältst du in deinem Pilotenclient (z.B. Squawkbox) wenn du auf die Frequenz des Tower Controller wechselst. 
Gehen wir davon aus, dass der Tower in Wien online und eine Voice-ATIS vorhanden ist. Hör dir zuerst die ATIS an, um die Informationen für den Abflug zu erhalten. Setze dazu die Frequenz 122.950. Du wirst nun die wichtigsten Informationen für den Abflug in Wien hören. Notiere die folgenden Punkte:

*Information
*Wind
*QNH
*Departure Runway

'''Wind''': wird in diesem Format angegeben xxx/yy 
xxx steht für die Richtung aus der der Wind kommt. yy ist die Windgeschwindigkeit in Knoten.

Anmerkung: Du solltest zum Start immer die Runway wählen, die gegen den Wind verläuft
um maximalen Auftrieb zu erhalten. Beachte diesen Grundsatz, falls kein Tower online ist,
der die richtige Wahl für die Runways trifft.

==== Vorbereitung zum Abflug ====

Ab jetzt solltest du unbedingt Charts haben. Zu finden sind diese auf der [http://www.vacc-austria.org/?page=content/static&id=CHARTS_OVERVIEW Chart-Seite] unserer Homepage. Du benötigst die Charts von LOWW und LOWS.

===== SID (Standard Instrument Departure) =====
Nehmen wir an, dass die Departure Runway 29 ist. Suche in den Charts von LOWW die SIDS (standard instrument departure) für die Runway 29. Laut unserem Briefing haben wir als ersten Wegpunkt SITNI in unserer Route. In den Charts wirst du bei der Runway 29 die SITNI4C SID finden. Das ist die Route die uns nach dem Abheben zum Wegpunkt SITNI führen wird. Ab diesem Punkt folgen wir der Route aus dem Briefing. Noch ist allerdings nicht sicher, dass wir dieser SID folgen werden. Mehr dazu später.

===== FMC (Flight Management Computer) =====

Starte nun das Programm vasFMC, das schon einmal angesprochen wurde. Füge zuerst LOWW ein. Du wirst gefragt welche Runway du benutzen wirst. Da wir ja die ATIS abgehört haben wissen wir, dass die Runway 29 die aktive für Starts ist, wähle also diese. Danach kopierst du die Route aus dem Briefing und gibst sie in das vasFMC Eingabefeld ein. vasFMC wird die Wegpunkte die sich auf der Route befinden, automatisch hinzu fügen. Zum Schluss gibst du noch LOWS ein. Hier wirst du wieder gefragt welche Runway benutzt wird. Da wir das noch nicht wissen, wähle irgend eine Runway. 

Wähle jetzt noch AP-Couple an. Das FMC wird dadurch mit deinem Autopilot gekoppelt. Wenn du später nach dem HDG fliegst, wird dies automatisch von vasFMC vorgegeben, um auf der Route zu bleiben.

=== Der Flug ===

Dein Flieger sollte jetzt also Startklar sein. Treibstoff ist getankt, das FMC programmiert und du hast einen kleinen Notizblock oder Zettel zur Hand. 

==== Der erste Kontakt ====

Es wird Zeit uns erstmals zu melden. Falls Delivery online ist, melden wir uns zuerst bei Delivery, falls Ground online ist, bei Ground und wenn Ground nicht online ist beim Tower und zwar immer in dieser Reihenfolge. Du meldest dich immer bei der "niedrigsten" Station die für deinen Startflughafen verfügbar ist. Welche Frequenz du rasten musst, ist aus den Charts ersichtlich. 

Unser erster Funkspruch wird dazu dienen, um festzustellen ob das Headset funktioniert und der Controller dich versteht. Wir sind Austrian123 und haben dies auch im Flugplan angegeben und uns mit diesem Callsign (AUA123) eingeloggt.

Wir: ''"Wien Delivery, Austrian 123, radio check"''
Wien Delivery: ''"Austrian 123, read you five by five"''

Wenn der Controller five by five sagt, hört er dich klar und deutlich. 

==== Flugfreigabe ====

Wir müssen nun unsere Flugfreigabe fordern, damit wir unser Flugzeug überhaupt bewegen dürfen und um sicher zu gehen, dass der Controller unseren Flugplan mit der Route und Höhe akzeptiert. Weiters, teilen wir mit, dass wir die aktuelle ATIS abgehört haben. Deshalb geben wir die aktuelle Information an, die wir vorhin notiert haben. Gehen wir von der Information D (Delta) aus. Mit dieser Flugfreigabe (Clearence) erhalten wir auch die SID und unseren Transponder Code, sowie den lokalen Luftdruck, das QNH.

Wir: ''"Wien Delivery, Austrian 123, <dein Flugzeugtyp>, (at gate/stand 31), request IFR clearence to Salzburg, Information DELTA received"''
Wien Delivery: ''"Austrian 123, cleared to destination Salzburg via SITNI4C departure, initially climb 5000 feet, squawk 4605, QNH
1016, (Information DELTA correct)"''

Du musst immer zurücklesen was der Controller dir sagt (=Readback). Ein simples roger, yes, no genügt nicht. Nach dem Readback, sagst du nocheinmal das Callsign.

Wir: ''"cleared to Destination Salzburg via SITNI4C departure, intitially 5000 feet, Squawk 4605, QNH 1016, Austrian 123"''
Wien Delivery: ''"Austrian 123, readback correct, for start-up and pushback contact Wien Ground 121.600"''
Wir: ''" Contact Wien Ground 121.600, Austrian 123"''

Delivery hat uns also die Flugfreigabe gegeben. Du hast richtig zurückgelesen und deshalb weiß der Controller, dass du seine Anweisungen verstanden hast. Aus diesem Grund schickt er dich zu Ground. Du hast folgendes notiert:

*SID: entspricht unserer Planung, wir müssen nichts ändern
*initially 5000 feet: wir dürfen nach dem Abheben nur auf 5000 ft steigen, bis wir andere Anweisungen erhalten
*Squawk 4605: das ist der Transponder Code den wir setzen müssen.
*QNH 1016: Stelle dein Barometer(Altimeter) auf den Wert 1016. Das ist der Luftdruck den wir bis zur Transition Altitude (=5000ft in Wien, ersichtlich aus Charts) als Referenz für unseren Höhenmesser verwenden. Über dieser Höhe stellen wir den Weltweiten Standardluftdruck 1013 ein

==== Pushback und Taxi ====

Du hast alles eingestellt, bist auf der Frequenz von Wien Ground, hast deine Checklisten abgearbeitet und bist bereit zum start-up. Wir erbitten nun die Freigabe dafür.

Wir: ''"Wien Ground, servus, Austrian 123, request start-up"''
Wien Ground: ''"Austrian 123, start-up approved"''
Wir: ''"start-up approved, Austrian 123"''

Wenn wir alle Checklisten durch haben, alles gesetzt ist und wir bereit für den pushback sind, melden wir das dem Controller.

Wir: ''"Austrian 123, request pushback"''
Wien Ground: ''"Austrian 123, pushback approved"''
Wir: ''"pushback approved, Austrian 123"''

Eventuell sagt der Controller noch dazu:
...''pushback approved facing east/west/south'' oder ''north''...
Generell solltest du aber selbst wissen was die vernünftigste Variante ist.

Du bist also mit dem pushback fertig, die Triebwerke laufen. Nun fragen wir nach dem taxi. Das ist kein gelbes Taxi, sondern das Rollen zur aktiven Piste.

Wir: ''"Wien Ground, Austrian 123, ready for taxi"''
Wien Ground: ''"Austrian 123, taxi to holding point runway 29 vie EX10 and MIKE"''
Wir: ''"taxi to holding point runway 29 via EX10 and MIKE, Austrian 123"''

Wir sollen also über die Taxiways Exit10 und M (=MIKE) zum Rollhalt der Piste 29 rollen und dort warten. Nicht auf die Runway rollen !!! 

===== Give way Anweisungen =====

Du bist online nicht alleine unterwegs. Darum muss der Controller Flugzeuge vor dem Zusammenstoß bewahren, am Boden und in der Luft. Am Boden funktioniert das relativ einfach, indem er einem Piloten mitteilt, einen anderen vorbei zu lassen.

Wien Ground: ''"Austrian 123, give way to Boeing 737, crossing from left to the right"''
Wir: ''"giving way to Boeing 737, from left to right, Austrian123"''

Wir sollen also die Boeing vorbei lassen die unseren Weg von links nach rechts kreuzt. Weiters kann der Controller sagen, dass du einem anderen Flugzeug z.B. zur aktiven Piste folgen sollst.

Wien Ground: ''"Austrian 123, follow preceeding Boeing 747 to holding point runway 29"''
Wir: ''"follow the Boeing 747 to holding point runway 29, Austrian 123"''

Es kann auch passieren, dass du einer "company aircraft" folgen oder Platz machen sollst, das heißt du sollst einem bestimmten Flugzeug aus deiner Airline Platz machen (Austrian).

Kurz bevor wir den Rollhalt der Piste 29 erreichen, wird uns Ground zum Tower schicken.
Wien Ground: ''"Austrian 123, contact Wien Tower on 119.400"''
Wir: ''"Contact Tower on 119.400, Austrian 123"''

==== Departure ====

Schalte nun den Transponder auf "Mode CHARLIE". Wir melden uns beim Tower:
Wir: ''"Wien Tower, Austrian 123, (approaching holding point runway 29), ready for departure"''
Falls wir Glück haben und wenig Verkehr herrscht, bekommen wir unverzüglich die Starterlaubnis.
Wien Tower: ''"Austrian 123, wind xxx/yy, runway 29, cleared for takeoff"''
Das Wort takeoff darf erst dann verwendet werden, wenn es sich wirklich um die eigentliche Startfreigabe handelt.
Wir: ''"runway 29, cleared for takeoff, Austrian 123"''

===== Conditional Clearence =====

Ein besonderes "Werkzeug" des Controllers sind conditional clearences. Diese Freigaben gelten für dich erst, wenn bestimmte Umstände eingetreten sind. Ein Beispiel: 

Du stehst am Rollhalt Piste 29. Gleichzeitig anfliegender Verkehr auf die Piste 29 ist 3 Meilen entfernt. 6 Meilen dahinter ist ebenfalls anfliegender Verkehr auf die Piste 29. Bei viel Verkehr wird der Controller dich zwischen diesen Anflügen, starten lassen, um den Verkehr besser fließen zu lassen:

Wien Tower: ''"Austrian 123, traffic on 3nm final runway 29, Airbus A320, report in sight"''
Der Controller fragt ob wir den anfliegenden Verkehr in Sicht haben, um eine Verwechslungsgefahr auszuschließen, gibt er noch die Entfernung und den Flugzeugtyp an. Nur wenn wir Sichtkontakt zum Flugzeug haben, darf der Controller uns die conditional clearence erteilen.
Wir: ''"traffic in sight, Austrian 123"''
Wien Tower: ''"Austrian 123, behind landing Airbus A320/traffic, line up runway 29 and wait behind"''
Wir dürfen also erst nach dem landenden Airbus auf die Piste 29 rollen und sollen dann warten (=stehen bleiben). Der Controller sagt zwei mal "behind" um sicher zu stellen, dass wir auch wirklich erst nach dem Airbus aufrollen. Wenn der Airbus passiert hat, sollten wir allerdings unverzüglich aufrollen um bereit für einen schnellen Start zu sein, schließlich ist der nächste Anflug bereits ca. 5-6 Meilen entfernt. Sobald der Airbus die Piste verlassen hat, werden wir die Starterlaubnis bekommen (siehe oben).

===== Intersection Departure =====

Oft kommt es vor, dass der Ground oder Tower Lotse dich fragen wird, ob du auch von einer Intersection starten kannst. Eine Intersection ist eine Kreuzung zwischen Runway und Taxiway. Dies kann passieren falls der Verkehr es erfordert, oder der Controller möchte dir einfach nur den langen Weg bis zum Holding Point ersparen. Eine Möglichkeit ist die Intersection A3 (siehe Charts). In diesem Fall würde die Phraseologie so aussehen:
Wien Ground/Tower: ''"Austrian 123, ready/able for intersection departure from A3?"''
Falls wir nichts dagegen haben und auch aus technischer Sicht nichts dagegen spricht, teilen wir das dem Controller mit.
Wir: ''"affirmative, (ready for intersection A3), Austrian 123"''
Wien Ground/Tower: ''"Austrian 123, taxi to holding point runway 29, Intersection A3 via M"''
Wenn wir nicht von einer Intersection starten können:
Wir: ''"negative/unable, Austrian 123"''

Die Starterlaubnis ist wieder gleich:

Wien Tower: ''"Austrian 123, wind xxx/yy, runway 29, cleared for takeoff"''
Wir: ''"runway 29, cleared for takeoff, Austrian 123"''

===== Immediate Departure =====

Was vor allem bei viel Verkehr passieren kann, ist folgende Situation: Du bist auf dem Weg zum Holding Point Runway 29 und erreichst diesen gerade. Gleichzeitig ist eine Maschine im Anflug auf die Runway 29 und ist noch 6 Meilen entfernt. Der Controller wird dich fragen ob du in der Lage bist unverzüglich auf die Runway zu rollen und zu starten, damit du noch vor dem anfliegenden Verkehr abgehoben bist. Falls dies zutrifft und du tatsächlich ohne Verzögerung und stehen bleiben starten kannst, teile dem Controller das mit (natürlich sollte das Funken in so einer Situation ohne Stottern, schnell und deutlich passieren):

Wien Tower: ''"Austrian 123, are you ready for immediate departure runway 29?"''
Wir: ''"affirmative, Austrian 123"''
Wien Tower: ''"Austrian 123, wind xxx/yy, runway 29, cleared for immediate takeoff"''
Wir: ''"Cleared for immediate takeoff, runway 29, Austrian 123"''

Mit dem Wort ''immediate'' macht dir der Controller noch einmal klar, dass du dir keine Zeit lassen darfst. Um es verständlicher auszudrücken: Er meint damit ''Gib Gas!!''
 

Kurz nach dem Abheben, verweist uns Tower auf Approach oder Center (beide heißen Wien Radar), je nachdem wer online ist.
Wien Tower: ''"Austrian 123, contact Wien Radar on 128.200"''
Wir: ''"Wien Radar on 128.200, Austrian 123"''

==== Reiseflug / Enroute ====

Wir melden uns bei Radar, und der Controller wird uns unverzüglich eine größere Höhe (wahrscheinlich unsere Reiseflughöhe) anordnen, unter der Vorraussetzung, dass er uns korrekt identifiziert hat. Dazu müssen wir ihm folgende Punkte mitteilen:
*Callsign
*aktuelle Höhe
*freigegebene Höhe
*SID

Außerdem muss der Transponder auf Mode "CHARLIE" stehen, also aktiv sein.

Wir: ''"Wien Radar, Austrian 123, 3000 feet, climbing 5000 feet, SITNI4C departure"''
Wien Radar: ''"Austrian 123, identified, climb FL160"''
Wir: ''"climb FL160, Austrian 123"''

Jetzt können wir uns erstmal zurücklehnen, auch wenn es nicht lange dauert bis wir Salzburg erreichen.

==== Descent / Top of Descent (ToD) ====

Nach einiger Zeit sollten wir langsam aber sicher in den Sinkflug übergehen. Der Punkt an dem der Sinkflug begonnen wird, nennt sich Top of Descent. Um diesen Punkt zu errechnen gibt es einige Faustformeln. Generell kann man sagen, dass die abzubauende Höhe in Flightlevel dividiert durch 3 die Distanz zum Zielort ergibt, ab der man sinken sollte. 

Unser Beispiel:
FL160 auf ca. 1000ft (Höhe des Airports über dem Meer) -> FL150 : 3 = 50nm

Wenn man also 40-50nm vor Salzburg bei einem Groundspeed zwischen 400 und 450 Knoten bei ca. 1700-2000 ft / min sinkt ist man auf der sicheren Seite. Falls dieser Punkt erreicht wird und der Controller dir noch keine Anweisungen zum Sinken gegeben hat, weise ihn darauf hin, dass du sinken willst, da du selbst dafür verantwortlich bist.

Wir: ''"Austrian 123, request (ready for) descent"''

Meistens wird dir der Controller dann eine Anweisung zum Sinken geben, die du selbstverständlich wieder zurücklesen musst.

Wien Radar: ''"Austrian 123, descend FL120, contact Salzburg Radar on 123.720"''
Wir: ''"descend FL120, contact Salzburg Radar on 123.720, Austrian 123"''

==== Vectoring und Approach ====

Ein wesentlicher Teil des Fluges, der vom Piloten besondere Aufmerksamkeit fordert, ist der Anflug. Hier wird einem Piloten in der Regel ein sogenanntes Vectoring gegeben. Das heißt, dass der Controller (in diesem Fall Salzburg Radar) dir zusätzlich zu den Höhenanweisungen auch Richtungsanweisungen gibt. Du musst dann diese Richtung (Heading) fliegen und wie immer die Anweisungen zurücklesen, damit der Controller sicher gehen kann, dass du seine Anweisungen erhalten hast. Das Vectoring führt dich direkt bis zum Endanflug in den du dann freigegeben wirst. Der Anflug ist im Normalfall ein [[ILS]]-Approach. Der Controller wird dir auch mitteilen welchen Anflug auf welche Piste du erwarten kannst, damit du rechtzeitig deine NAV-Frequenzen setzen und dich auf den Anflug vorbereiten kannst.

Wir: ''"Salzburg Radar, Austrian 123, FL120, Information B, inbound SBG VOR"''
Salzburg Radar: ''"Austrian 123, servus, Information B correct, expect radar vectors ILS approach runway 16, descend FL80, turn right/left heading 260"''
Wir: ''descend FL80, right/left heading 260, expect radar vectors ILS approach runway 16"''

Wir sollen also auf FL80 sinken und nach rechts/links auf Kurs 260 drehen. Ausserdem teilt uns der Controller mit, dass in Salzburg die ATIS Information BRAVO gültig ist, damit wir überprüfen können ob wir diese abgehört haben. Setze das Heading 260 in deinem Autopiloten bzw. fliege den Kurs per Hand wenn du ein geübter Pilot bist.

'''Achtung''': Wenn du vasFMC verwendest musst du unbedingt vor dem ersten Einstellen eines Headings AP-Couple deaktivieren, da
sonst deine Eingaben von vasFMC immer wieder überschrieben werden.

Du wirst eventuell noch weitere Headings und Höhenanweisungen bekommen. Zwischendurch wird dir der Controller auch den zu erwartenden Anflug mitteilen.

Salzburg Radar: ''"Austrian 123, descend FL60"''
Wir: ''"descend FL60, Austrian 123"''

Langsam wird es spannend. Der Controller wird uns jeden Moment mitteilen, dass wir für den Anflug freigegeben sind. Setze noch schnell die NAV-Frequenz 109.90 für den ILS Anflug auf die Piste 16 in Salzburg. Zufinden sind alle wichtigen Informationen wie immer in den Charts, die bei keinem Flug fehlen dürfen.

Salzburg Radar: ''"Austrian 123, descend altitude 4000 ft, QNH 1015, turn left heading 190, cleared ILS approach runway 16"''
Wir: ''"descend 4000 ft, QNH 1015, turn left heading 190, cleared ILS approach runway 16, Austrian 123"''

Vielleicht relativ viel Information auf einmal. Deshalb sollte auch hier der Notizzettel greifbar sein. Wir müssen also auf die Höhe (nicht Flightlevel!!) 4000ft sinken. Sobald wir auf oder unter die Transition Altitude friegegeben werden, ist automatisch vom lokalen QNH als Referenz auszugehen, das uns der Controller auch mitteilt, bei diesem Beispiel 1015. Weiters müssen wir auf Kurs 190 drehen um das ILS einzufangen. Stelle also die Höhe, das QNH sowie das Heading so schnell wie möglich ein. Achte nun darauf den [[Localizer]] und in weiterer Folge den [[Glideslope]] einzufangen. Sobald sich die Anzeige in Richtung Mitte bewegt, drücke den LOC bzw später den APP-Button (abhängig vom Flugzeug). Wenn der Controller am Radarschirm erkennt, dass wir am ILS sind wird er uns an den Tower übergeben. Es kann aber auch sein, dass er uns die Anweisung gibt ihm zu melden, dass wir uns am ILS befinden. In diesem Fall würde die Phrase oben ergänzt werde durch:

''"...report established"''

Wenn wir also "established" sind schickt uns Salzburg Radar zum Tower.

Salzburg Radar: ''"Austrian 123, contact Salzburg Tower on 118.100 "''
Wir: ''"Contact Salzburg Tower on 118.100, Austrian 123 "''

==== Landung ====

Wir wechseln auf die Tower Frequenz und melden uns so bald als möglich, damit wir noch genug Zeit im Endanflug haben.

Wir: ''"Salzburg Tower, servus, Austrian 123, established ILS runway 16"''
Salzburg Tower: ''"Austrian 123, Wind xxx/yy runway 16, cleared to land"''
Wir: ''"runway 16, cleared to land, Austrian 123"''

Glück gehabt, kein Verkehr auf der 16 und somit erhalten wir unverzüglich die Freigabe zur Landung. Wäre jemand vor uns bei der Landung, würde der Tower-Controller in etwas das sagen:

''"...wind xxx/yy, continue approach number 2"''

Fast geschafft. Das Fahrwerk ist draußen, alles ist gechecked und wir setzen sanft auf. Wir verlassen die Runway und halten dann, da wir noch keine weiteren Freigaben erhalten haben. Vergiss nicht den Transponder wieder auf Mode "Standby" zu schalten, sobald du am Boden bist und die Runway verlassen hast. Entweder schickt uns der Tower jetzt zu Ground (wenn online) oder er gibt uns selbst die Anweisungen.

Angenommen die Bahn wurde über ECHO (E) verlassen.

Salzburg Tower: ''"Austrian 123, taxi to stand W4 via L(LIMA)and Exit 4"''
Wir: ''"taxi to stand W4 via LIMA and Exit 4"''

Wir rollen also zur Parkposition W4. Dort melden wir uns ein letztes Mal beim Controller

Wir: ''"Austrian 123 at stand W4, shutting down"''
Salzburg Tower: ''"Austrian 123, danke für den Flug, servus!"''

"request leaving", "request frequency change" oder andere Phrasen, sind nicht notwendig. 

So, das war's! Der erste Online Flug ist vorrüber. Ab jetzt heißt es üben, üben, üben! Der Rest kommt im Laufe der Zeit von ganz alleine. Je mehr Flüge du absolviert hast, desto mehr Erfahrung wirst du haben und du wirst die Prozeduren irgendwann im Schlaf beherrschen.

=== Tipps und Hinweise ===

==== Die ersten Schritte ====

Nachdem du dich bei VATSIM und auch auf der [http://www.vacc-austria.org VACC Austria Homepage] registriert hast, kannst du im [http://forum.vacc-austria.org/index.php Forum] nach Hilfe fragen. Du solltest auch hier im Wiki diverse Dokumente durchlesen. Danach stellst du dich mit deinem Flieger nach Wien, loggst dich ein und hörst für den Anfang einfach nur zu. Notiere dir Dinge die unklar sind und frage im Forum nach.

==== Grundlegende VATSIM Regeln. ====
*Niemals auf einer Piste einloggen
*Keine Pause-Taste im Flugsimulator verwenden
*Realistische Callsigns verwenden
*immer den realen Vor- und Nachnamen verwenden
*immer den Anweisungen von Controllern folge leisten

Lies dir unbedingt folgende VATSIM-Dokumente durch:

*[http://www.vatsim.net/library/codeofconduct.pdf Code of Conduct]
*[http://www.vatsim.net/library/codeofregs.pdf Code of Regulations]

==== Tipps für den Flug ====

*Am Funk: Denken, drücken, sprechen!
*Notizen: schreibe dir alles auf was der Controller dir sagt!
*Wenn du etwas nicht verstehst, nachfragen statt falsch machen!
*Fliege niemals ohne Charts und wirf einen kurzen Blick auf diese bevor du fliegst!

==== Wo finde ich Hilfe? ====

*[http://www.vatsim.net/prc/ Pilot Ressource Center]
*[http://forum.vacc-austria.org/index.php VACC Austria Forum]
*[http://wiki.vacc-austria.org/index.php VACC Austria Wiki]

[[Category:Dokumentation]]