VACC Austria DokuWiki - User contributions [en]

Example Flight

2017-06-04T17:55:51Z

Jakob Rettenwender: LOWW_APP Freq changed

== 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/FSX/FSX-SE ([[Squawkbox]], [[FsInn]], [[VPilot]])
*Lockheed Martin Prepar3D (P3D) ([[VPilot]])
*X-Plane ([[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]], [[VPilot]]) 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 134,670"''
Wir: ''"Wien Radar 134,670, 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 8000ft QNH1015, turn right/left heading 260"''
Wir: ''descend 8000ft QNH1015, right/left heading 260, expect radar vectors ILS approach runway 16"''

Wir müssen also auf die Höhe (nicht Flightlevel!!) 8000ft 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. 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 6000ft"''
Wir: ''"descend 6000ft, 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 15 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,turn left heading 190, cleared ILS approach runway 15"''
Wir: ''"descend 4000 ft, turn left heading 190, cleared ILS approach runway 15, Austrian 123"''

Vielleicht relativ viel Information auf einmal. Deshalb sollte auch hier der Notizzettel greifbar sein. Erstmal sollen wir auf 4000 ft sinken. Weiters müssen wir auf Kurs 190 drehen um das ILS einzufangen. Stelle also die Höhe 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 15"''
Salzburg Tower: ''"Austrian 123, Wind xxx/yy runway 15, cleared to land"''
Wir: ''"runway 15, cleared to land, Austrian 123"''

Glück gehabt, kein Verkehr auf der 15 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. "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:Documents]][[Category:Training]][[Category:Pilots]]

Emergency procedures

2017-05-22T09:38:17Z

Jakob Rettenwender: General Readability

= General =

Emergencies and abnormal procedures arise from two sources: from the pilots or the ATC side, depending where they occur. If a pilot gets into trouble then he declares an emergency. Most likely an emergency is affecting your surrounding ATC stations too. Therefore you have to coordinate with them to safely manage the situation.

= ATC emergencies =
What if the controller discovers something which will require immediate reaction (like deer on the runway, a broken plane unable to vacate, ...)? There is no mayday call for ATC controller - but you have the power to react: use the available urgency phrases, give a reason for the emergency and everything should be safe again.

Usually, such an emergency needs more than one message. Deploy them in the order of urgency: First the closest affected aircraft, second all others (other ATC, other pilots). Bear in mind that you want to make sure that the closest aircraft needs to be out of danger. See if the aircraft reacts and wait for the readback, if the time allows it.

<pre>APP: AUA186T, collision alert, climb FL100, say again climb FL100, expedite!
A/C: climbing max rate, traffic on TCAS, AUA186T.

TWR: DLH56H, go-around, say again go-around, runway closed
A/C: going around, DLH56H.
TWR: All stations on final: runway 16 is closed, prepare for go-around on my command.
TWR -> APP (on TS): Approach, runway 16 is closed, all aircraft's are going around. Wait for further instructions.</pre>

= Abnormal Procedures =
Abnormal procedures are only triggered by pilots. There are only three possible categories:
* pre-warning ("we have a problem"),
* Pan-Pan,
* Mayday.

As stated the section before, an "ATC emergency" as such is not an abnormal procedure.

== 1. Houston, we have a problem ==

It is quite common that the emergency call does not come right away. The crew might discover something (an indicator in the cockpit) and follows the letters: DODAR (Diagnose, Options available, Decide, Allocate task, Review). In this case, a short message to ATC is common, that something is wrong:
<pre>NLY2863: Tower, Flyniki 2863, we have a problem, standby.
TWR: NLY2863, standing by.</pre>

'''If you are a controller and hear something like this, prepare yourself!''' Oversee the situation, you might wait with the next takeoff clearance, think of scenarios like: where could the aircraft turn back? Which diversion can it reach? The pilot will call you back in a few seconds with precise information.

== 2. Pan-pan ==

Pan-Pan is an urgency announcement of the crew, which is used if an aircraft is endangered but not actually at risk. There is no need for immediate action, but the flight-crew calls for a preferential treatment. The crew can continue flying under normal or restricted conditions and usually land regularly. 
<pre>SWR111:  Swissair one-eleven heavy is declaring pan-pan-pan. We have hydraulic warnings, requesting return to a convenient place, I guess Boston.
CZQM_CTR: Swissair one-eleven heavy, pan-pan received, turn left direct Boston VOR, descend and maintain flight level 100.
</pre>

----

== Radio communication Failure (RCF) ==

If RCF occurs, you as controller might notice it first, because the aircraft does not react. If the pilot notices RCF, he/she will squawk 7600 (das "6" reimt sich auf "hör' nix"), and the letters "RDOF" show up in the Euroscope tag. What should you do?

*First, see if any immediate action is imminent, like: clearing a conflict by diverting other aircraft.

*Second, determine what RCF it is: does the pilot hear or is his aircraft completely deaf? For this purpose, you ask the following:
<pre>Controller: Leipzig 123, received radio communication failure. If you read, squawk Ident.</pre>
If an ident signal is received, then things are easier: The pilot can receive calls normally. You might want to direct the pilot with as little commands as necessary - maybe the radio receiver will fail too. If traffic permits, clear him/her to final.

If the pilot sends no ident signal, then you (and even more important: the pilot...) need to know the RCF failure procedures. The airplane will follow this procedure and land. Controller's job is...
* to get other pilots out of the way
* to inform other ATC "upstream" about the situation (put a message into the text tag)
* to monitor the aircraft: A RCF failure could turn into an emergency (you don't know, what's all wrong in the plane), and the pilot might not strictly follow the RCF procedure. Remember that the pilot needs the radio for local QNH, which might have changed since departure (local QNH at destination is part of the briefing).
* to bear in mind that the runway config might have changed and the pilot still approaches the "old" config.

A RDF procedure typically follows one rule: Pilot follows orders as far as he has received them, and follows standard procedures thereafter.
#If the pilot has received the airport info (ATIS or other), then it will follow it (QNH, runway in use). Caution: The only way ATC can know this is if there has been contact, for example with APP, where the pilot has reported "ATIS on board". If in doubt: see what he is doing and figure out what he knows.
#If the pilot has not received it, then it will follow standard runway configuration according to the RDF rules for the approached airport, if there are any.
#Typically, procedures include flying standard STAR and transition and profile in the charts. Some airports include holdings for a predetermined time.
See the RCF procedures for [[http://charts.vacc-austria.org/LOWW/LOWW_Arrival_COM%20Fail%20Procedure_06062011.pdf LOWW]]. There are no precise rules for the other Austrian airports.
* In real life, pilots take their cellphone and call in (emergency phone number is on the charts - DON'T CALL THEM if you find them on VATSIM!). VFR pilots are expected to follow clearance received, or if they don't have clearance, to divert to an uncontrolled airfield.
* At VATSIM, expect pilots to follow the route they have been cleared or (if not cleared) filed.

----

== Go Around and missed approach ==
A Go-Around can be seen as abnormal procedure. Two different procedures can be followed:
#Missed Approach published in the Charts. APP should be informed about it (via teamspeak or PM).
#Individual handling like heading and altitude. This has to be coordinated with APP.
Remember: If necessary for safety, TWR can (and must) tell the aircraft virtually anything the aircraft is able to. If the reason for go-around is in the direction of the go-around procedure, then "proceed as published" does not really make sense. TWR might tell the aircraft to turn off left or right immediately.

Phraseology differs according who announces it:
*If ATC issues go-around, then the phraseology expresses urgency. Listen to the readback - it is vital that the pilot received it. In this example, the go-around is individual:
<pre>TWR: Leipzig 123, go-around, say again go-around, turn left immediately direct SNU, climb 5000ft, acknowledge.
LHA123:LHA123 is going around, turning left SNU, climbing 5000ft.</pre>
*If the pilot goes around, then he/she announces it. In this example, standard go-around pattern is used:
<pre>LHA123: Lepzig 123 goes around.
TWR: Roger, Leipzig 123, go around as published</pre>
As a courtesy, you could tell the pilot the go-around procedure anyway - many of them don't know it. Caution: Vienna (due to crossing runways) has situations, where go-around procedures conflict with departing aircraft. Watch out.
----

== Rejected take-off ==

Rejected take-off procedures can quickly turn into a nasty situation, if ATC does not react immediately and correctly.

=== If the pilot rejects take-off ===

The pilot's phrase is:

LHA123: LHA123 rejecting takeoff.

For ATC this means, that the approaching traffic should immediately receive go-around instructions and the APP should be informed about it. Do not expect the aircraft to leave the runway immediately - something serious might be wrong, so be prepared to change the runway (if you have, like in LOWW).

=== If TWR withdraws take-off clearance ===

The situation is even worse, as the aircraft might be rolling already and be beyond v1 where it can't stop (and you as TWR don't know the specific V1 speed). In this case, TWR has to do the following:

If the aircraft has commenced take-off:
<pre>"TWR: LHA123, Stop immediately. I say again (Callsign) stop immediately - acknowledge".
</pre>
If the aircraft is already past v1, then the pilot will respond, and you will have to tell second-best solutions (if you don't have a solution, then tell the problem - the pilot has to find the solution):
<pre>LHA123: unable, LHA123
TWR: LHA123, aircraft on the runway, intersection 2.</pre>

If the aircraft has not commenced take-off:
<pre>
"(Callsign) hold position. Cancel take-off - I say again, cancel take-off - acknowledge".
</pre>
*If you have arriving traffic you must assume go-around instructions until the runway is free for the next approaching aircraft. 

----

== Malfunctions of airport navigation equipment ==
Strictly spoken, malfunctions of airport equipment is not an abnormal procedure. Every airport has procedures for failing equipment. If ILS fails, then there are VOR approaches, or NDB or visual or RNAV approaches. If runway lighting is short-circuited, then you just tell it or close the runway (if it's dark or foggy).

Anyway, Malfunctions of airport equipment (broken ILS, VOR or NDB) cannot be simulated at VATSIM (navaids are part of pilot software). You may simulate failing airport equipment and issue different approaches (like NDB approach, if you simulate failing ILS), but it is not in your hands, if pilots follow.

It could happen that a pilot reports a malfunction (in case his software simulates such a failure - but this failure only affects him, and you could treat it as airport failure: if the ILS approach is dead, give a VOR approach.

And Still, you could simulate airport malfunctions for all pilots for fun. In this case, you should know the other approaches available, offer alternatives (and communicate them between TWR and APP). If weather permits, you can offer visual approaches.

----

== Priority Landing ==

This is an easy case: A fully functional and communicating aircraft has only one grievance: Get down as soon as possible. Most reasons are medical issues, live organs, low fuel (at too low fuel the pilot will report an emergency), or VIPs on board. Also government flights can request priority handling. 

Handling is easy: Issue instructions (vectors, descent, and on ground: a gate close to arrival) that best meet his/her request.

----

== Runway closure ==

This procedure is triggered by the TWR controller. There are two different cases:

*'''Immediate closure: '''If the runway has to be closed immediately (broken down aircraft, debris, deer, ...), then the runway closure is imminent:
#approaching traffic receives go-around
#APP receives request, not to hand off any more aircraft
#GND receives information to halt taxi clearances to this runway
#New runway is opened, GND and APP informed (or airport closed)
#ATIS adapted.

*'''Step-by-step closure:''' If the reason for closure can be forseen (wind changes slowly, noise abatement rules), then the runway closure is more orderly:

#APP receives request not to hand off any more aircraft and/or divert to new runway
#GND receives request not to issue taxi clearances to this runway, and the new one
#Remaining aircraft receive landing clearance
#New runway will be opened
#ATIS adapted
#APP and GND are informed.

= 3. Mayday emergencies =
There is one rule of thumb: A-S-S-I-S-T:

* A - Acknowledge: Make sure you understood the nature of emergency and acknowledge accordingly
* S - Separate: Don't forget to establish/maintain separation
* S - Silence: Impose silence on your frequency if necessary. Don't disturb urgent cockpit actions by unnecessary transmissions.
* I - Inform: Inform other sectors or units.
* S - Support: Give maximum support to pilot and crew
* T - Time: Allow pilots sufficient time to work on their problems.

== 4 phases which govern it all ==
If a pilot discovers a condition of being threatened by serious and/or
imminent danger '''and''' of requiring immediate assistance, then he/she will issue an emergency call.

A basic principle is important: The pilot is in command, ATC is here to assist. Don't tell the pilot how to fly the aircraft - it's not your job, and you are not there. The pilot says his intentions, and ATC reacts. This does not mean that you don't order the pilot to do things, but they should be according to his/her intentions, not yours.

Mayday procedure has the following phases:

=== 1) Mayday call by the pilot: ===
<pre>LHA123: Mayday, mayday, mayday. AUA123 engine failure. Descending below FL240, Request vectors to nearest suitable airfield.
LOWW_APP: AUA123, emergency received, engine failure. Next airfield is Vienna Airport, turn left 020°, 60 miles.
</pre>
Pilot calls "mayday" three times, the nature of his/her emergency, what his/her intentions are and what he/she needs now. ATC reads back the emergency.

*The emergency squawk code is 7700, and setting it enables all controllers to see the problem (in red, on their screens). Don't advise the pilot to set squawk 7700 at this time, the current problem on bord is bigger than a wrong squawk code. Pilots should do it on their own, and if they don't, you can tell them later, when the situation is more stable ("if able, squawk 7700").

There may be situations, where the pilots has no time to ask for anything (yet): He just declares the emergency. Then your job is to stand by and oversee the situation (available runways to turn back, available altitudes and turnings, and to inform other ATC).
<pre>LHA123: Mayday mayday mayday, LHA123.
LOWW_APP: Leipzig 123, standing by.</pre>

'''Squawk and callsign-change?'''

Two things can be seen in youtube videos and around: The mayday Squawk 7700 ("seven" goes well with "going to heaven"), and that "mayday" is amended to the callsign. LHA123 turns to be "mayday-leipzig-air-123".

Contrary to this, there is no obligation to do that:

* Pilots might be too busy to set the squawk. It's on their checklist in the QRH, but not at the top. 7700 is good to inform other ATC up- and downstream (the tag turns violently red), but you know it, and you inform the others earlier than the pilots.

* To add "mayday" to the callsign makes the callsign quite long, and who needs it? The pilot knows he's in trouble. You know too. In IFR, others are not supposed to be bothered.

=== 2) standard response by ATC ===
The pilot has a few seconds to do (avigate, navigate), and ATC too: He/she needs to inform other pilots and fellow ATC stations. In dramatic situations where you need as much frequency as possible, you can order radio silence:
<pre>LOWW_APP: All stations, all stations, emergency in progress. No calls, no readbacks.</pre>
With this call pilots know: They should continue as told (their SID, transitions, STAR). They only call ATC, if safety is at stake. If they receive ATC orders, they don't read back - they just do it.

Then ATC informs other controllers via intercom, Text or teamspeak, and collects the necessary information.
<pre>LOWW_APP->LOWW_CTR: mayday LHA123, engine failure, no handoffs
LOWW_APP->LOWW_TWR: mayday LHA123 engine failure, request rwys available
LOWW_TWR->LOWW_APP: all rwys available, wind 320°6kt
</pre>
Generally, the controller makes sure that he/she does not get any traffic any more: no takeoffs from below, no handoffs from above.

Beyond this point, there is no fixed phraseology. ATC speaks with pilots to make sure that he is served best. With the information gathered, ATC will turn back to the pilot and figure out next steps.
<pre>LOWW_APP: Leipzig 123, Vienna reports all runways available, 52 miles to final, for runway 11 turn left 300°, wind 320°4kt. When able, report situation.
LHA123: Leipzig 123, left engine out, right engine 40%, descending 1800, 48 passengers and 5 crew on board, fuel for 1 hour.
</pre>
ATC's information is important to pilots: Where can I land and how far it is? Pilots say, that accurate distance is vital, so use the distance tool on your scope.

The pilot's first information is important for controllers: What is wrong? That says a lot about the ability of the pilot to control the aircraft - but '''do stick to the rule that the pilot flies: Let him tell you what he needs. The last info is important for real life: Emergency services on the ground need to prepare for rescue.

=== 3) All following measures ===
There is no strict rules beyond the standard response. Pilot and ATC communicate the way that suits best their situation. The following guidelines are vital:
*'''Pilot tells, ATC delivers.''' On the flight plan, you read "PIC - pilot in command" - let him stay in command, and let him decide, which command he wants you to take over.
*'''Communication: least possible, as precise as possible.''' During an emergency, the cockpit is a beehouse. The more time pilots have for themselves, the better. If a pilot does not answer: stay calm - the pilot might follow the rule 1-aviate 2-navigate 3-communicate and might not have reached step 3. He/she may say "ATC standby" or just nothing. To quote a real-life example: [[http://www.youtube.com/watch?v=lICb8p9SvvM don't do this.]]
*'''Clear needed airspace:''' Noone needs to turn away, if he/she is not in the way. Some traffic might continue as normal. You might consider premature handoffs to other controllers or holdings. As a rule of thumb: don't produce more emergencies than you have already.
*'''Pilot has the choice of frequency:''' An aircraft can stay on the frequency (eg. TWR) through all stages of his/her emergency or change, if he/she wishes. ATC will adjust. Assume that you have an engine failure at FL100 approaching LOWW. The pilot is on the APP frequency and does not want to change. Either APP coordinates with TWR landing clearance and issues it, or TWR enters the APP frequency and issues landing clearance him/herself.

Consider the example LHA123 from above: He is off runway 34 in Vienna with the left engine dead. Pilots know that you are not supposed to turn onto a dead engine, so the original "turn left" for runway 11 is maybe a bad idea. But it is pilot's decision. If he wants to turn left, he should turn left for 11. Most likely, he will come back to you:

<pre>LHA123: unable for left turns, alternatives please.
LOWW_APP: LHA123, you can turn right 300° for runway 29, 24 miles to go, or turn 340° for runway 16, 36 miles to go.
LHA123: Going for 29, LHA123</pre>

=== 4) End emergency procedure ===
At some stage, the emergency is over, and the aircraft is happily on the runway or unhappy in the wood. At this stage, all other pilots and ATC need to know that it is over:
<pre>LOWW_APP: All stations, emergency procedures terminated. All operations return to normal.
</pre>
Then, cleanup starts: There might be a dozen aircraft in holdings to bring in, runways to clean and aircraft on ground to get out.

= Emergencies - the cases =
This list is open - be prepared to react to the unusual. If you discover an emergency which is not covered here, feel free to add it.
== Loss of Cabin pressure ==

Loss of cabin pressure is an annoyance at FL150, but a real danger at FL340. Expect aircraft to do a rapid descent without authorisation to about FL100.

'''eport minimum safe level''' to the pilot as soon as you can. If he descends south of Innsbruck (MSA=FL140), he will crash at FL100. If you don't find MSA quickly enough, then take MRVA (on the Euroscope screen) and deduct 1000ft, that's better than nothing.

As controller, you have to clear the way, and you can expect that the pilot wants to land as soon as possible. If the pilot acts by the book, he/she will turn off course by about 30° (to avoid hitting aircraft below). Be prepared that the emergency situation escalates, as there is a reason for the loss of cabin pressure which could cause other systems to fail too.

== Fuel dumping ==
Aircraft who need to return right after takeoff often have too much fuel to land, and they need to dump it.

# Assign a Dumping area - avoid refineries, industrial plants, densely populated areas.
# Assign a minimum altitude: No dumping below 6000ft.
# CareSeparation - 10nm to eiter side; above 1000ft, below 3000ft, behind 15 minutes or 50nm (that's a lot!)
# Alert other aircraft: General Call on frequency (in real life also on 121.5 and 124.4): "all stations, use caution, fuel dumping in progress over <position> from <FL> heading <...>, avoid flight within 10nm from dumping area".
# The Pilot may impose radio silence until a mutual agreed time.

== Loss of Hydraulic Pressure ==

This is a major problem, depending on the degree of failure: On large aircraft (except B777, which is merely electric - in turn, the batteries tend to burn), all systems for manoever depend on hydraulic pressure. First thing after the usual introduction is to ask the pilot about his/her status - which systems are affected and what this means. It could mean that the pilot cannot deploy speedbrakes (that's trivial) or flaps (that means a long runout on the runway), or cannot perform certain manoevers (like left or right turn etc, or that the plane reacts very slow). As ATC, you should offer the nearest suitable airport and increase separation. Also a loss of hydraulic pressure can escalate quickly into a worse emergency.

==Generator failure==
...means, that the aircraft's electric systems purely rely on the battery, as the battery charger is dead. The aircraft can continue as normal, but not for long - battery power will fade. Usually, a generator failure is a "pan"-case, which will escalate into a "mayday", if power is out. Bear in mind that radio communication drains battery, and that pilots will talk as least as possible. When battery power is gone, there is no squawk and no radio communication (unless the aircraft has a RAT). With generator failure, aircraft usually land priority.

==Electrics failure==
... means that an unknown range of systems in the aircraft which rely on electricity fail. Electrics failures could escalate quickly - short circuits could produce fire.

*Pilots will most likely want the closest suitable airfield.
*A major power consumer is radio communication. Consider offering solutions which need very short answers. If all electric systems fail, then you won't hear the mayday call - no power, no radio.
*Electric systems primarily power navigation and communication. Expect to guide a "blind" aircraft and consider directions for routing, and monitor headings.
*Expect abnormal approach procedures - shortened, steeper, but maybe with smaller bank angles - the pilot will tell what he is able to.

== Smoke in Cockpit - Rauch in der Flugkanzel ==

Smoke in cockpit is a very challenging situation, as pilots can't see properly. The best way is not to lose overview in the situation. Time is critical - the aircraft has to come down really quickly. Contrary to other emergencies, smoke in cockpit means a "talk-down" approach. Supply the pilot with vectors and distance to the nearest airfield. The pilot might ask you to call out vital information (it could be that he/she cannot see his/her instruments)in regular intervals (several times per minute), like:
<pre>Mayday Leipzig 123, speed 220, altitude 6000ft descend, heading ok, runway 11 miles</pre>

Such an emergency should definitely land at the next suitable aerodrome, and maybe on a separate runway in case anything goes wrong. Increase separation considerably.

== Engine Failure at takeoff - Triebwerksversagen beim Start ==

Engine failures are the most dangerous incidents that can happen: Altitude over ground is low, the aircraft is at full thrust and full of fuel, speed is low. This is the cocktail for a nasty situation. Most frequent reason is bird strike.

Most likely, the bird strike happened already on ground above v1, and the aircraft has to get into the air with reduced engine power. Therefore, TWR is most likely to receive the mayday call. High insecurity adds to this, as it may take time to assess the degree of damage. How much thrust is still left? Is climbing an option? Does the aircraft need to make an emergency U-turn or does it have enough time for a controlled approach?

Workload in the cockpit is very high. Quick, short response and coordination is the key to this situation. More important than in any other situation is to offer solutions, but let the pilot decide. The pilot will tell you, what he is able to and what his intentions are.

Be prepared that the aircraft may not follow the filed SID. It will most likely climb slower, step-climb and need a larger turn radius. In turns, the rate of descent might double.

[http://www.youtube.com/watch?v=9KhZwsYtNDE Here is a perfect example], how it should work:

1. Mayday call: as precise as possible: Mayday, callsign, problem, intentions, request
<pre>Acft: Mayday mayday mayday Thomson 253H, engine failure, continuing northwesterly, inbound towards Wallasey.
</pre>
2. Answer ATC: As precise as possible (listen: Thomson 253H has not requested anything, so TWR is offering the prime information which the pilot needs now): 
<pre>TWR: Thomson 253H, roger, all runways are available for landing, surface wind 070° at 5 knots.
</pre>
3. ATC warns all other stations ans waits. the pilot is "in command", he will call.
<pre>Acft: Manchester, Mayday 253H
</pre>
4. Pilot has called, now TWR offers solutions.
<pre>TWR: Mayday 253H, all runways are available. If you wish, vectors, or continue visually for 06 left or right.
</pre>
5. Now the pilot says his intentions:
<pre>Acft: Manchester, we are heading in a northwesterly direction and trying to establish on the 85° inbound radial towards Wallacy, climb to 3500 ft and then advise you about our further intentions.
</pre>
6. Manchester Tower reads back and done. If the pilot does not want anything else, then TWR keeps quiet. He knows that the pilot will fly a controlled approach via a VOR (Afterwards we will see that his right engine is dead while the left one runs normally - far enough for a modern aircraft to take off and climb). Shortly later he makes the offer to land in Liverpool - which is turned down - the pilot is happy with returning to Manchester. Then TWR reports runway 06R closed because of debris - the aircraft has lost parts of its engine. This is an order to the pilot - he should not land on a closed runway. A short time afterwards, the aircraft lands orderly on 06L.

== Engine Fire ==
... has the same consequences as engine failures - pilots cut off fuel immediately and won't re-ignite it. Only, that life in the air might be much shorter, if the fire does not stop.

== Engine Failure at approach - Triebwerksversagen beim Landeanflug ==

=== Partly engine failure ===
Modern aircraft can take off with half of their engines dead - let alone landing. With one engine dead (or thrust reduced), aircraft will usually receive priority landing. If the engine failure happens with ILS established, the aircraft will likely loose it (AP disconnect, plane drifts or drops).

For ATC this means: Listen what the pilot wants to do: go-around? continue visually? ... and clear the way.

The only thing you want to avoid is go-around: Full thrust on only one engine makes nasty jaws which could cause an aircraft to drift and drop. Turns are difficult or impossible. For ATC this means: clear the airspace around and in front, as an aircraft under this condition can drift into any direction.

=== Total engine failure ===
For ATC, this means: This aircraft will come down very quickly. In this situation, workload in the cockpit is enormous, as they try to re-light the engines. ATC's job is to analyse every option to reach ground safely and offer them in sequence of relevance. A good reference is the US Airways Flight 1549 - the famous Hudson River landing: see [http://www.youtube.com/watch?v=2l3BDBziZkw this video] to learn, how short and efficient communication can be under these severe circumstances.

==(Very) low fuel==
If fuel is gone, then this is the same situation as a complete engine failure. If such a situation is possible or even likely (=if it could happen within the distance between aircraft and airport), then the aircraft has to be routed to the nearest runway threshold. Again - the pilot decides, bearing in mind that steep turns cost altitude. If no runway can be reached, then anything like it is better than nothing - a taxiway maybe. As ATC, you could indicate emergency landing spots in reach. See [http://www.youtube.com/watch?v=LOzFlh5VNvY this video on the Air Transat incident] as a good and [http://www.youtube.com/watch?v=p1D2bR27WHM this video on the Avianca 52 crash] as a deadly example.

==Instrument Failure==
The question is: Which instrument fails? It could be any. Again: Pilot will tell what he means. Vital instruments and best reaction:
*''Pitot:'' This measures speed, which is vital to stay in the air. The pilot will most likely ask you to report his speed in regular intervals or to monitor a speed band he has to stay ind. Bear in mind that you can only tell ground speed and that in high altitude, this considerably differs from IAS (which the pilot needs). Report what you know - ground speed. The pilot knows altitude and temperature and can do a rough guess of his IAS. If speed monitoring fails and no ATC around can report it (over the ocean), then [[http://en.wikipedia.org/wiki/Air_France_Flight_447 this]] happens.
*''Directional gyro:'' This is the "compass" of the aircraft. Most likely, you as ATC will notice first that the aircraft goes into strange circles. If the pilot has no backup compass to look at, then the ground is the only possible visual reference. ATC can approve descent to minimum altitude. Then, incremental turns can be issued: "turn 20° left from present heading" - until runway is in sight.
*''FMC:'' Easy. Vector him.
*''VOR receiver:'' This means that the aircraft cannot fly an ILS - clear him/her for visual approach. If there are clouds: divert, or if there is no choice, vector him and report altitude at regular intervals.
*''Altimeter failure'' is likely to become a problem when it goes along unnoticed, as autopilot heavily relies on this. Most likely you as VATSIM controller are to know it first. In real life, this is not the case, as plane altitude is received via Transponder, and the transponder gets his information - from the altimeter. [http://www.youtube.com/watch?v=WiTd3WVPLyw This video] shows what could happen. As controller, you have to rely on what the pilot requests.
*''All Avionics:'' Likely to happen if all power fails on the aircraft. Count on the pilot to have the ground as the only visual reference. He is likely to ask you for relative directions (o'clock positions to turn to). In real life, altimeter is likely to fail too, and the squawk does not transmit correct altitude signals to ATC - don't report altitude unless you can ''see'' the aircraft or have other means to tell it (like precision radar). At VATSIM, you won't have that problem (but you can simulate it).

==Landing gear failure==
*If landing gear fails to retract after takeoff, then this is a pan-pan situation. Crew can continue normally, but with reduced speed and more fuel consumption - crew will recalculate if they need a diversion. For ATC this means to accomodate crew's wishes.
*A broken tyre could prevent the aircraft from retracting the gear. Landing with a flat tyre is already an emergency, as the aircraft could become unstable after touchdown. For ATC this means: Clear the runway, chase away aircraft on ground near the runway, increase spacing behind the landing aircraft and alert fire services.
*If the aircraft fails to expand gear, then the situation is more critical. The only thing pilot see is their warning lights (they can't get out and see). This will occur in the last 10miles final. First reaction is a go-around to gain time to analyse the problem. In real life, the pilot performs a low approach and technicians look at the aircraft from below. He/she will also perform a series of steep manoevers high over ground to make the gear fall into place and needs space for it. If gear fails to expand properly, then an attempted landing is imminent (at some point, the aircraft ''must'' land). This is an emergency. For ATC: Clear the runway and adjacent taxiways, increace spacing behind and alert fire services. The pilot will decide, how to land: with partly expanded gear or on the stomach (most handbooks have a procedure for landing with partly expanded gear. Stomach landing is not an option usually unless you land on water).

== THIS PART AWAITS MORE. DO YOU KNOW MORE? ==

== Multiple emergencies ==
There is nothing more challenging than multiple emergencies, as you as controller have to rank its severity and propose measures that all of them can accomodated. If emergencies collide, you have to set priorities:
*Aircraft which need to come down soon have priority to those which can still fly for a few minutes (heart attack is first compared to hydraulics failure).
*More people saved is better than less (full engine failure has priority compared with a passenger with heart attack).
Nothing is heavier than taking these decisions. Let's be happy to fly online.

=Further reading=
A [[http://www.skybrary.aero/bookshelf/books/200.pdf brochure by the British Air Traffic Authorities]] is an excellent reference for controllers.

Emergency procedures

2017-05-22T09:33:37Z

Jakob Rettenwender:

= General =

Emergencies and abnormal procedures arise from two sources: from the pilots or the ATC side, depending where they occur. If a pilot gets into trouble then he declares an emergency. Most likely an emergency is affecting your surrounding ATC stations too. Therefore you have to coordinate with them to safely manage the situation.

= ATC emergencies =
What if the controller discovers something which will require immediate reaction (like deer on the runway, a broken plane unable to vacate, ...)? There is no mayday call for ATC controller - but you have the power to react: use the available urgency phrases, give a reason for the emergency and everything should be safe again.

Usually, such an emergency needs more than one message. Deploy them in the order of urgency: First the closest affected aircraft, second all others (other ATC, other pilots). Bear in mind that you want to make sure that the closest aircraft needs to be out of danger. See if the aircraft reacts and wait for the readback, if the time allows it.

<pre>APP: AUA186T, collision alert, climb FL100, say again climb FL100, expedite!
A/C: climbing max rate, traffic on TCAS, AUA186T.

TWR: DLH56H, go-around, say again go-around, runway closed
A/C: going around, DLH56H.
TWR: All stations on final: runway 16 is closed, prepare for go-around on my command.
TWR -> APP (on TS): Approach, runway 16 is closed, all aircraft's are going around. Wait for further instructions.</pre>

= Abnormal Procedures =
Abnormal procedures are only triggered by pilots. There are only three possible categories:
- pre-warning ("we have a problem"),
- Pan-Pan,
- Mayday.

As stated the section before, an "ATC emergency" as such is not an abnormal procedure.

== 1. Houston, we have a problem ==

It is quite common that the emergency call does not come right away. The crew might discover something (an indicator in the cockpit) and follows the letters: DODAR (Diagnose, Options available, Decide, Allocate task, Review). In this case, a short message to ATC is common, that something is wrong:
<pre>NLY2863: Tower, Flyniki 2863, we have a problem, standby.
TWR: NLY2863, standing by.</pre>

'''If you are a controller and hear something like this, prepare yourself!''' Oversee the situation, you might wait with the next takeoff clearance, think of scenarios like: where could the aircraft turn back? Which diversion can it reach? The pilot will call you back in a few seconds with precise information.

== 2. Pan-pan ==

Pan-Pan is an urgency announcement of the crew, which is used if an aircraft is endangered but not actually at risk. There is no need for immediate action, but the flight-crew calls for a preferential treatment. The crew can continue flying under normal or restricted conditions and usually land regularly. 
<pre>SWR111:  Swissair one-eleven heavy is declaring pan-pan-pan. We have hydraulic warnings, requesting return to a convenient place, I guess Boston.
CZQM_CTR: Swissair one-eleven heavy, pan-pan received, turn left direct Boston VOR, descend and maintain flight level 100.
</pre>

----

== Radio communication Failure (RCF) ==

If RCF occurs, you as controller might notice it first, because the aircraft does not react. If the pilot notices RCF, he/she will squawk 7600 (das "6" reimt sich auf "hör' nix"), and the letters "RDOF" show up in the Euroscope tag. What should you do?

*First, see if any immediate action is imminent, like: clearing a conflict by diverting other aircraft.

*Second, determine what RCF it is: does the pilot hear or is his aircraft completely deaf? For this purpose, you ask the following:
<pre>Controller: Leipzig 123, received radio communication failure. If you read, squawk Ident.</pre>
If an ident signal is received, then things are easier: The pilot can receive calls normally. You might want to direct the pilot with as little commands as necessary - maybe the radio receiver will fail too. If traffic permits, clear him/her to final.

If the pilot sends no ident signal, then you (and even more important: the pilot...) need to know the RCF failure procedures. The airplane will follow this procedure and land. Controller's job is...
* to get other pilots out of the way
* to inform other ATC "upstream" about the situation (put a message into the text tag)
* to monitor the aircraft: A RCF failure could turn into an emergency (you don't know, what's all wrong in the plane), and the pilot might not strictly follow the RCF procedure. Remember that the pilot needs the radio for local QNH, which might have changed since departure (local QNH at destination is part of the briefing).
* to bear in mind that the runway config might have changed and the pilot still approaches the "old" config.

A RDF procedure typically follows one rule: Pilot follows orders as far as he has received them, and follows standard procedures thereafter.
#If the pilot has received the airport info (ATIS or other), then it will follow it (QNH, runway in use). Caution: The only way ATC can know this is if there has been contact, for example with APP, where the pilot has reported "ATIS on board". If in doubt: see what he is doing and figure out what he knows.
#If the pilot has not received it, then it will follow standard runway configuration according to the RDF rules for the approached airport, if there are any.
#Typically, procedures include flying standard STAR and transition and profile in the charts. Some airports include holdings for a predetermined time.
See the RCF procedures for [[http://charts.vacc-austria.org/LOWW/LOWW_Arrival_COM%20Fail%20Procedure_06062011.pdf LOWW]]. There are no precise rules for the other Austrian airports.
* In real life, pilots take their cellphone and call in (emergency phone number is on the charts - DON'T CALL THEM if you find them on VATSIM!). VFR pilots are expected to follow clearance received, or if they don't have clearance, to divert to an uncontrolled airfield.
* At VATSIM, expect pilots to follow the route they have been cleared or (if not cleared) filed.

----

== Go Around and missed approach ==
A Go-Around can be seen as abnormal procedure. Two different procedures can be followed:
#Missed Approach published in the Charts. APP should be informed about it (via teamspeak or PM).
#Individual handling like heading and altitude. This has to be coordinated with APP.
Remember: If necessary for safety, TWR can (and must) tell the aircraft virtually anything the aircraft is able to. If the reason for go-around is in the direction of the go-around procedure, then "proceed as published" does not really make sense. TWR might tell the aircraft to turn off left or right immediately.

Phraseology differs according who announces it:
*If ATC issues go-around, then the phraseology expresses urgency. Listen to the readback - it is vital that the pilot received it. In this example, the go-around is individual:
<pre>TWR: Leipzig 123, go-around, say again go-around, turn left immediately direct SNU, climb 5000ft, acknowledge.
LHA123:LHA123 is going around, turning left SNU, climbing 5000ft.</pre>
*If the pilot goes around, then he/she announces it. In this example, standard go-around pattern is used:
<pre>LHA123: Lepzig 123 goes around.
TWR: Roger, Leipzig 123, go around as published</pre>
As a courtesy, you could tell the pilot the go-around procedure anyway - many of them don't know it. Caution: Vienna (due to crossing runways) has situations, where go-around procedures conflict with departing aircraft. Watch out.
----

== Rejected take-off ==

Rejected take-off procedures can quickly turn into a nasty situation, if ATC does not react immediately and correctly.

=== If the pilot rejects take-off ===

The pilot's phrase is:

LHA123: LHA123 rejecting takeoff.

For ATC this means, that the approaching traffic should immediately receive go-around instructions and the APP should be informed about it. Do not expect the aircraft to leave the runway immediately - something serious might be wrong, so be prepared to change the runway (if you have, like in LOWW).

=== If TWR withdraws take-off clearance ===

The situation is even worse, as the aircraft might be rolling already and be beyond v1 where it can't stop (and you as TWR don't know the specific V1 speed). In this case, TWR has to do the following:

If the aircraft has commenced take-off:
<pre>"TWR: LHA123, Stop immediately. I say again (Callsign) stop immediately - acknowledge".
</pre>
If the aircraft is already past v1, then the pilot will respond, and you will have to tell second-best solutions (if you don't have a solution, then tell the problem - the pilot has to find the solution):
<pre>LHA123: unable, LHA123
TWR: LHA123, aircraft on the runway, intersection 2.</pre>

If the aircraft has not commenced take-off:
<pre>
"(Callsign) hold position. Cancel take-off - I say again, cancel take-off - acknowledge".
</pre>
*If you have arriving traffic you must assume go-around instructions until the runway is free for the next approaching aircraft. 

----

== Malfunctions of airport navigation equipment ==
Strictly spoken, malfunctions of airport equipment is not an abnormal procedure. Every airport has procedures for failing equipment. If ILS fails, then there are VOR approaches, or NDB or visual or RNAV approaches. If runway lighting is short-circuited, then you just tell it or close the runway (if it's dark or foggy).

Anyway, Malfunctions of airport equipment (broken ILS, VOR or NDB) cannot be simulated at VATSIM (navaids are part of pilot software). You may simulate failing airport equipment and issue different approaches (like NDB approach, if you simulate failing ILS), but it is not in your hands, if pilots follow.

It could happen that a pilot reports a malfunction (in case his software simulates such a failure - but this failure only affects him, and you could treat it as airport failure: if the ILS approach is dead, give a VOR approach.

And Still, you could simulate airport malfunctions for all pilots for fun. In this case, you should know the other approaches available, offer alternatives (and communicate them between TWR and APP). If weather permits, you can offer visual approaches.

----

== Priority Landing ==

This is an easy case: A fully functional and communicating aircraft has only one grievance: Get down as soon as possible. Most reasons are medical issues, live organs, low fuel (at too low fuel the pilot will report an emergency), or VIPs on board. Also government flights can request priority handling. 

Handling is easy: Issue instructions (vectors, descent, and on ground: a gate close to arrival) that best meet his/her request.

----

== Runway closure ==

This procedure is triggered by the TWR controller. There are two different cases:

*'''Immediate closure: '''If the runway has to be closed immediately (broken down aircraft, debris, deer, ...), then the runway closure is imminent:
#approaching traffic receives go-around
#APP receives request, not to hand off any more aircraft
#GND receives information to halt taxi clearances to this runway
#New runway is opened, GND and APP informed (or airport closed)
#ATIS adapted.

*'''Step-by-step closure:''' If the reason for closure can be forseen (wind changes slowly, noise abatement rules), then the runway closure is more orderly:

#APP receives request not to hand off any more aircraft and/or divert to new runway
#GND receives request not to issue taxi clearances to this runway, and the new one
#Remaining aircraft receive landing clearance
#New runway will be opened
#ATIS adapted
#APP and GND are informed.

= 3. Mayday emergencies =
There is one rule of thumb: A-S-S-I-S-T:

* A - Acknowledge: Make sure you understood the nature of emergency and acknowledge accordingly
* S - Separate: Don't forget to establish/maintain separation
* S - Silence: Impose silence on your frequency if necessary. Don't disturb urgent cockpit actions by unnecessary transmissions.
* I - Inform: Inform other sectors or units.
* S - Support: Give maximum support to pilot and crew
* T - Time: Allow pilots sufficient time to work on their problems.

== 4 phases which govern it all ==
If a pilot discovers a condition of being threatened by serious and/or
imminent danger '''and''' of requiring immediate assistance, then he/she will issue an emergency call.

A basic principle is important: The pilot is in command, ATC is here to assist. Don't tell the pilot how to fly the aircraft - it's not your job, and you are not there. The pilot says his intentions, and ATC reacts. This does not mean that you don't order the pilot to do things, but they should be according to his/her intentions, not yours.

Mayday procedure has the following phases:

=== 1) Mayday call by the pilot: ===
<pre>LHA123: Mayday, mayday, mayday. AUA123 engine failure. Descending below FL240, Request vectors to nearest suitable airfield.
LOWW_APP: AUA123, emergency received, engine failure. Next airfield is Vienna Airport, turn left 020°, 60 miles.
</pre>
Pilot calls "mayday" three times, the nature of his/her emergency, what his/her intentions are and what he/she needs now. ATC reads back the emergency.

*The emergency squawk code is 7700, and setting it enables all controllers to see the problem (in red, on their screens). Don't advise the pilot to set squawk 7700 at this time, the current problem on bord is bigger than a wrong squawk code. Pilots should do it on their own, and if they don't, you can tell them later, when the situation is more stable ("if able, squawk 7700").

There may be situations, where the pilots has no time to ask for anything (yet): He just declares the emergency. Then your job is to stand by and oversee the situation (available runways to turn back, available altitudes and turnings, and to inform other ATC).
<pre>LHA123: Mayday mayday mayday, LHA123.
LOWW_APP: Leipzig 123, standing by.</pre>

'''Squawk and callsign-change?'''

Two things can be seen in youtube videos and around: The mayday Squawk 7700 ("seven" goes well with "going to heaven"), and that "mayday" is amended to the callsign. LHA123 turns to be "mayday-leipzig-air-123".

Contrary to this, there is no obligation to do that:

* Pilots might be too busy to set the squawk. It's on their checklist in the QRH, but not at the top. 7700 is good to inform other ATC up- and downstream (the tag turns violently red), but you know it, and you inform the others earlier than the pilots.

* To add "mayday" to the callsign makes the callsign quite long, and who needs it? The pilot knows he's in trouble. You know too. In IFR, others are not supposed to be bothered.

=== 2) standard response by ATC ===
The pilot has a few seconds to do (avigate, navigate), and ATC too: He/she needs to inform other pilots and fellow ATC stations. In dramatic situations where you need as much frequency as possible, you can order radio silence:
<pre>LOWW_APP: All stations, all stations, emergency in progress. No calls, no readbacks.</pre>
With this call pilots know: They should continue as told (their SID, transitions, STAR). They only call ATC, if safety is at stake. If they receive ATC orders, they don't read back - they just do it.

Then ATC informs other controllers via intercom, Text or teamspeak, and collects the necessary information.
<pre>LOWW_APP->LOWW_CTR: mayday LHA123, engine failure, no handoffs
LOWW_APP->LOWW_TWR: mayday LHA123 engine failure, request rwys available
LOWW_TWR->LOWW_APP: all rwys available, wind 320°6kt
</pre>
Generally, the controller makes sure that he/she does not get any traffic any more: no takeoffs from below, no handoffs from above.

Beyond this point, there is no fixed phraseology. ATC speaks with pilots to make sure that he is served best. With the information gathered, ATC will turn back to the pilot and figure out next steps.
<pre>LOWW_APP: Leipzig 123, Vienna reports all runways available, 52 miles to final, for runway 11 turn left 300°, wind 320°4kt. When able, report situation.
LHA123: Leipzig 123, left engine out, right engine 40%, descending 1800, 48 passengers and 5 crew on board, fuel for 1 hour.
</pre>
ATC's information is important to pilots: Where can I land and how far it is? Pilots say, that accurate distance is vital, so use the distance tool on your scope.

The pilot's first information is important for controllers: What is wrong? That says a lot about the ability of the pilot to control the aircraft - but '''do stick to the rule that the pilot flies: Let him tell you what he needs. The last info is important for real life: Emergency services on the ground need to prepare for rescue.

=== 3) All following measures ===
There is no strict rules beyond the standard response. Pilot and ATC communicate the way that suits best their situation. The following guidelines are vital:
*'''Pilot tells, ATC delivers.''' On the flight plan, you read "PIC - pilot in command" - let him stay in command, and let him decide, which command he wants you to take over.
*'''Communication: least possible, as precise as possible.''' During an emergency, the cockpit is a beehouse. The more time pilots have for themselves, the better. If a pilot does not answer: stay calm - the pilot might follow the rule 1-aviate 2-navigate 3-communicate and might not have reached step 3. He/she may say "ATC standby" or just nothing. To quote a real-life example: [[http://www.youtube.com/watch?v=lICb8p9SvvM don't do this.]]
*'''Clear needed airspace:''' Noone needs to turn away, if he/she is not in the way. Some traffic might continue as normal. You might consider premature handoffs to other controllers or holdings. As a rule of thumb: don't produce more emergencies than you have already.
*'''Pilot has the choice of frequency:''' An aircraft can stay on the frequency (eg. TWR) through all stages of his/her emergency or change, if he/she wishes. ATC will adjust. Assume that you have an engine failure at FL100 approaching LOWW. The pilot is on the APP frequency and does not want to change. Either APP coordinates with TWR landing clearance and issues it, or TWR enters the APP frequency and issues landing clearance him/herself.

Consider the example LHA123 from above: He is off runway 34 in Vienna with the left engine dead. Pilots know that you are not supposed to turn onto a dead engine, so the original "turn left" for runway 11 is maybe a bad idea. But it is pilot's decision. If he wants to turn left, he should turn left for 11. Most likely, he will come back to you:

<pre>LHA123: unable for left turns, alternatives please.
LOWW_APP: LHA123, you can turn right 300° for runway 29, 24 miles to go, or turn 340° for runway 16, 36 miles to go.
LHA123: Going for 29, LHA123</pre>

=== 4) End emergency procedure ===
At some stage, the emergency is over, and the aircraft is happily on the runway or unhappy in the wood. At this stage, all other pilots and ATC need to know that it is over:
<pre>LOWW_APP: All stations, emergency procedures terminated. All operations return to normal.
</pre>
Then, cleanup starts: There might be a dozen aircraft in holdings to bring in, runways to clean and aircraft on ground to get out.

= Emergencies - the cases =
This list is open - be prepared to react to the unusual. If you discover an emergency which is not covered here, feel free to add it.
== Loss of Cabin pressure ==

Loss of cabin pressure is an annoyance at FL150, but a real danger at FL340. Expect aircraft to do a rapid descent without authorisation to about FL100.

'''eport minimum safe level''' to the pilot as soon as you can. If he descends south of Innsbruck (MSA=FL140), he will crash at FL100. If you don't find MSA quickly enough, then take MRVA (on the Euroscope screen) and deduct 1000ft, that's better than nothing.

As controller, you have to clear the way, and you can expect that the pilot wants to land as soon as possible. If the pilot acts by the book, he/she will turn off course by about 30° (to avoid hitting aircraft below). Be prepared that the emergency situation escalates, as there is a reason for the loss of cabin pressure which could cause other systems to fail too.

== Fuel dumping ==
Aircraft who need to return right after takeoff often have too much fuel to land, and they need to dump it.

# Assign a Dumping area - avoid refineries, industrial plants, densely populated areas.
# Assign a minimum altitude: No dumping below 6000ft.
# CareSeparation - 10nm to eiter side; above 1000ft, below 3000ft, behind 15 minutes or 50nm (that's a lot!)
# Alert other aircraft: General Call on frequency (in real life also on 121.5 and 124.4): "all stations, use caution, fuel dumping in progress over <position> from <FL> heading <...>, avoid flight within 10nm from dumping area".
# The Pilot may impose radio silence until a mutual agreed time.

== Loss of Hydraulic Pressure ==

This is a major problem, depending on the degree of failure: On large aircraft (except B777, which is merely electric - in turn, the batteries tend to burn), all systems for manoever depend on hydraulic pressure. First thing after the usual introduction is to ask the pilot about his/her status - which systems are affected and what this means. It could mean that the pilot cannot deploy speedbrakes (that's trivial) or flaps (that means a long runout on the runway), or cannot perform certain manoevers (like left or right turn etc, or that the plane reacts very slow). As ATC, you should offer the nearest suitable airport and increase separation. Also a loss of hydraulic pressure can escalate quickly into a worse emergency.

==Generator failure==
...means, that the aircraft's electric systems purely rely on the battery, as the battery charger is dead. The aircraft can continue as normal, but not for long - battery power will fade. Usually, a generator failure is a "pan"-case, which will escalate into a "mayday", if power is out. Bear in mind that radio communication drains battery, and that pilots will talk as least as possible. When battery power is gone, there is no squawk and no radio communication (unless the aircraft has a RAT). With generator failure, aircraft usually land priority.

==Electrics failure==
... means that an unknown range of systems in the aircraft which rely on electricity fail. Electrics failures could escalate quickly - short circuits could produce fire.

*Pilots will most likely want the closest suitable airfield.
*A major power consumer is radio communication. Consider offering solutions which need very short answers. If all electric systems fail, then you won't hear the mayday call - no power, no radio.
*Electric systems primarily power navigation and communication. Expect to guide a "blind" aircraft and consider directions for routing, and monitor headings.
*Expect abnormal approach procedures - shortened, steeper, but maybe with smaller bank angles - the pilot will tell what he is able to.

== Smoke in Cockpit - Rauch in der Flugkanzel ==

Smoke in cockpit is a very challenging situation, as pilots can't see properly. The best way is not to lose overview in the situation. Time is critical - the aircraft has to come down really quickly. Contrary to other emergencies, smoke in cockpit means a "talk-down" approach. Supply the pilot with vectors and distance to the nearest airfield. The pilot might ask you to call out vital information (it could be that he/she cannot see his/her instruments)in regular intervals (several times per minute), like:
<pre>Mayday Leipzig 123, speed 220, altitude 6000ft descend, heading ok, runway 11 miles</pre>

Such an emergency should definitely land at the next suitable aerodrome, and maybe on a separate runway in case anything goes wrong. Increase separation considerably.

== Engine Failure at takeoff - Triebwerksversagen beim Start ==

Engine failures are the most dangerous incidents that can happen: Altitude over ground is low, the aircraft is at full thrust and full of fuel, speed is low. This is the cocktail for a nasty situation. Most frequent reason is bird strike.

Most likely, the bird strike happened already on ground above v1, and the aircraft has to get into the air with reduced engine power. Therefore, TWR is most likely to receive the mayday call. High insecurity adds to this, as it may take time to assess the degree of damage. How much thrust is still left? Is climbing an option? Does the aircraft need to make an emergency U-turn or does it have enough time for a controlled approach?

Workload in the cockpit is very high. Quick, short response and coordination is the key to this situation. More important than in any other situation is to offer solutions, but let the pilot decide. The pilot will tell you, what he is able to and what his intentions are.

Be prepared that the aircraft may not follow the filed SID. It will most likely climb slower, step-climb and need a larger turn radius. In turns, the rate of descent might double.

[http://www.youtube.com/watch?v=9KhZwsYtNDE Here is a perfect example], how it should work:

1. Mayday call: as precise as possible: Mayday, callsign, problem, intentions, request
<pre>Acft: Mayday mayday mayday Thomson 253H, engine failure, continuing northwesterly, inbound towards Wallasey.
</pre>
2. Answer ATC: As precise as possible (listen: Thomson 253H has not requested anything, so TWR is offering the prime information which the pilot needs now): 
<pre>TWR: Thomson 253H, roger, all runways are available for landing, surface wind 070° at 5 knots.
</pre>
3. ATC warns all other stations ans waits. the pilot is "in command", he will call.
<pre>Acft: Manchester, Mayday 253H
</pre>
4. Pilot has called, now TWR offers solutions.
<pre>TWR: Mayday 253H, all runways are available. If you wish, vectors, or continue visually for 06 left or right.
</pre>
5. Now the pilot says his intentions:
<pre>Acft: Manchester, we are heading in a northwesterly direction and trying to establish on the 85° inbound radial towards Wallacy, climb to 3500 ft and then advise you about our further intentions.
</pre>
6. Manchester Tower reads back and done. If the pilot does not want anything else, then TWR keeps quiet. He knows that the pilot will fly a controlled approach via a VOR (Afterwards we will see that his right engine is dead while the left one runs normally - far enough for a modern aircraft to take off and climb). Shortly later he makes the offer to land in Liverpool - which is turned down - the pilot is happy with returning to Manchester. Then TWR reports runway 06R closed because of debris - the aircraft has lost parts of its engine. This is an order to the pilot - he should not land on a closed runway. A short time afterwards, the aircraft lands orderly on 06L.

== Engine Fire ==
... has the same consequences as engine failures - pilots cut off fuel immediately and won't re-ignite it. Only, that life in the air might be much shorter, if the fire does not stop.

== Engine Failure at approach - Triebwerksversagen beim Landeanflug ==

=== Partly engine failure ===
Modern aircraft can take off with half of their engines dead - let alone landing. With one engine dead (or thrust reduced), aircraft will usually receive priority landing. If the engine failure happens with ILS established, the aircraft will likely loose it (AP disconnect, plane drifts or drops).

For ATC this means: Listen what the pilot wants to do: go-around? continue visually? ... and clear the way.

The only thing you want to avoid is go-around: Full thrust on only one engine makes nasty jaws which could cause an aircraft to drift and drop. Turns are difficult or impossible. For ATC this means: clear the airspace around and in front, as an aircraft under this condition can drift into any direction.

=== Total engine failure ===
For ATC, this means: This aircraft will come down very quickly. In this situation, workload in the cockpit is enormous, as they try to re-light the engines. ATC's job is to analyse every option to reach ground safely and offer them in sequence of relevance. A good reference is the US Airways Flight 1549 - the famous Hudson River landing: see [http://www.youtube.com/watch?v=2l3BDBziZkw this video] to learn, how short and efficient communication can be under these severe circumstances.

==(Very) low fuel==
If fuel is gone, then this is the same situation as a complete engine failure. If such a situation is possible or even likely (=if it could happen within the distance between aircraft and airport), then the aircraft has to be routed to the nearest runway threshold. Again - the pilot decides, bearing in mind that steep turns cost altitude. If no runway can be reached, then anything like it is better than nothing - a taxiway maybe. As ATC, you could indicate emergency landing spots in reach. See [http://www.youtube.com/watch?v=LOzFlh5VNvY this video on the Air Transat incident] as a good and [http://www.youtube.com/watch?v=p1D2bR27WHM this video on the Avianca 52 crash] as a deadly example.

==Instrument Failure==
The question is: Which instrument fails? It could be any. Again: Pilot will tell what he means. Vital instruments and best reaction:
*''Pitot:'' This measures speed, which is vital to stay in the air. The pilot will most likely ask you to report his speed in regular intervals or to monitor a speed band he has to stay ind. Bear in mind that you can only tell ground speed and that in high altitude, this considerably differs from IAS (which the pilot needs). Report what you know - ground speed. The pilot knows altitude and temperature and can do a rough guess of his IAS. If speed monitoring fails and no ATC around can report it (over the ocean), then [[http://en.wikipedia.org/wiki/Air_France_Flight_447 this]] happens.
*''Directional gyro:'' This is the "compass" of the aircraft. Most likely, you as ATC will notice first that the aircraft goes into strange circles. If the pilot has no backup compass to look at, then the ground is the only possible visual reference. ATC can approve descent to minimum altitude. Then, incremental turns can be issued: "turn 20° left from present heading" - until runway is in sight.
*''FMC:'' Easy. Vector him.
*''VOR receiver:'' This means that the aircraft cannot fly an ILS - clear him/her for visual approach. If there are clouds: divert, or if there is no choice, vector him and report altitude at regular intervals.
*''Altimeter failure'' is likely to become a problem when it goes along unnoticed, as autopilot heavily relies on this. Most likely you as VATSIM controller are to know it first. In real life, this is not the case, as plane altitude is received via Transponder, and the transponder gets his information - from the altimeter. [http://www.youtube.com/watch?v=WiTd3WVPLyw This video] shows what could happen. As controller, you have to rely on what the pilot requests.
*''All Avionics:'' Likely to happen if all power fails on the aircraft. Count on the pilot to have the ground as the only visual reference. He is likely to ask you for relative directions (o'clock positions to turn to). In real life, altimeter is likely to fail too, and the squawk does not transmit correct altitude signals to ATC - don't report altitude unless you can ''see'' the aircraft or have other means to tell it (like precision radar). At VATSIM, you won't have that problem (but you can simulate it).

==Landing gear failure==
*If landing gear fails to retract after takeoff, then this is a pan-pan situation. Crew can continue normally, but with reduced speed and more fuel consumption - crew will recalculate if they need a diversion. For ATC this means to accomodate crew's wishes.
*A broken tyre could prevent the aircraft from retracting the gear. Landing with a flat tyre is already an emergency, as the aircraft could become unstable after touchdown. For ATC this means: Clear the runway, chase away aircraft on ground near the runway, increase spacing behind the landing aircraft and alert fire services.
*If the aircraft fails to expand gear, then the situation is more critical. The only thing pilot see is their warning lights (they can't get out and see). This will occur in the last 10miles final. First reaction is a go-around to gain time to analyse the problem. In real life, the pilot performs a low approach and technicians look at the aircraft from below. He/she will also perform a series of steep manoevers high over ground to make the gear fall into place and needs space for it. If gear fails to expand properly, then an attempted landing is imminent (at some point, the aircraft ''must'' land). This is an emergency. For ATC: Clear the runway and adjacent taxiways, increace spacing behind and alert fire services. The pilot will decide, how to land: with partly expanded gear or on the stomach (most handbooks have a procedure for landing with partly expanded gear. Stomach landing is not an option usually unless you land on water).

== THIS PART AWAITS MORE. DO YOU KNOW MORE? ==

== Multiple emergencies ==
There is nothing more challenging than multiple emergencies, as you as controller have to rank its severity and propose measures that all of them can accomodated. If emergencies collide, you have to set priorities:
*Aircraft which need to come down soon have priority to those which can still fly for a few minutes (heart attack is first compared to hydraulics failure).
*More people saved is better than less (full engine failure has priority compared with a passenger with heart attack).
Nothing is heavier than taking these decisions. Let's be happy to fly online.

=Further reading=
A [[http://www.skybrary.aero/bookshelf/books/200.pdf brochure by the British Air Traffic Authorities]] is an excellent reference for controllers.

Teamspeak

2011-06-03T09:42:31Z

Jakob Rettenwender: /* Login Daten */

= Teamspeak =

Teamspeak ist ein Programm, dass zur Kommunikation mit Freunden/Kollegen bzw. im VATSIM Bereich zur Koordination mit anderen
Controllern/Piloten oder Besprechung von Trainings etc. gedacht ist. Zu finden: [http://www.goteamspeak.com/ hier].

== Login Daten ==

Es wird der Teamspeak Client Version 2 benötigt!

Server: ts.vacc-austria.org 
Nickname: <Voller Name> 
Registered markiert 
Loginname: <VACC-Austria Benutzername (Voller Name)> 
Password: <VACC-Austria Passwort>

Teamspeak

2011-06-03T09:40:44Z

Jakob Rettenwender: /* Login Daten */

= Teamspeak =

Teamspeak ist ein Programm, dass zur Kommunikation mit Freunden/Kollegen bzw. im VATSIM Bereich zur Koordination mit anderen
Controllern/Piloten oder Besprechung von Trainings etc. gedacht ist. Zu finden: [http://www.goteamspeak.com/ hier].

== Login Daten ==

Es wird der Teamspeak Client Version 2 benötigt!

<nowiki>Server: ts.vacc-austria.org
Nickname: <Voller Name>
Registered markiert
Loginname: <VACC-Austria Benutzername (Voller Name)>
Password: <VACC-Austria Passwort></nowiki>

Teamspeak

2011-06-03T09:40:02Z

Jakob Rettenwender: /* Teamspeak */

= Teamspeak =

Teamspeak ist ein Programm, dass zur Kommunikation mit Freunden/Kollegen bzw. im VATSIM Bereich zur Koordination mit anderen
Controllern/Piloten oder Besprechung von Trainings etc. gedacht ist. Zu finden: [http://www.goteamspeak.com/ hier].

== Login Daten ==

Es wird der Teamspeak Client Version 2 benötigt!

Server: ts.vacc-austria.org
Nickname: <Voller Name>
Registered markiert
Loginname: <VACC-Austria Benutzername (Voller Name)>
Password: <VACC-Austria Passwort>

Sectorfile

2011-03-26T15:20:02Z

Jakob Rettenwender: Link geändert

== Sectorfile ==
Das sog. Sectorfile ist eine Datei, welche alle nötigen Informationen für den Controller bzw. dessen Radarclient beinhaltet. Dabei enthält es Daten im angezeigten Airspace (bei uns die Umgebung von Österreich und natürlich Österreich selbst) wie z.B. die FIXES, die VORs, die NDBs, die verfügbaren SIDs und STARs pro Airport - und vieles mehr.

Programme wie Euroscope verwenden zusätzlich zum Sectorfile noch weitere Dateien (wie z.B. das Euroscope Extension File - kurz ESE-File) welche weitere Daten wie Airspace Definitionen und ähnliches beinhalten.

Das Sectorfile der VACC Austria kannst du auf unserer Homepage unter "Controller" -> "Sectorfile" downloaden. Seit Juni 2009 bieten wir die Möglichkeit, das Sectorfile "on the fly", d.h. in Echtzeit individuell zu erstellen. Dabei hast du mehrere Optionen die wir dir hier erklären möchten.

== Optionen beim VACC Austria Sectorfile ==
* '''Type''': Der Typ ist die Art des Files, der gedownloaded werden kann.
** ''VRC/ASRC Sectorfile'': Diese Datei ist kompatibel zu VRC und ASRC und enthält FIXES, NDBs, etc.
** ''VRC/ASRC POF-File'': Darin enthalten sind alle umliegenden Stationen der VACC Austria, damit diese korrekt von VRC oder ASRC gefiltert werden können.
** ''Euroscope Sectofile'': Das Sectorfile im Format für Euroscope
** ''Euroscope ESE-File'': Das (oben beschriebene) ESE-File für Euroscope

* '''Rotation''': Normalerweise ist "Normal North" die richtige Wahl. Um aber die Arbeit unserer Tower und Ground Lotsen zu erleichtern haben wir ein Sectorfile erstellt, welches die Ansicht derart dreht, dass die Landebahn aus Sicht des realen Tower-Lotsen angezeigt wird. Dies wurde für Graz, Salzburg und Wien implementiert (da die anderen Airports meist schon nahezu horizontal ausgerichtete Runways haben). In Wien z.B. wurde die Ansicht so gedreht, dass die Landebahn 11/29 horizontal dargestellt wird.

* '''VRC Trans''': Mit dieser Option hat man die Möglichkeit, STARs nicht am IAF enden zu lassen, sondern in Verbindung mit einer weiterführenden Transition (sofern vorhanden) darzustellen. Dabei werden jedoch STARs, die auf mehrere Runways führen in die einzelnen Runways gesplittet, was durchaus auch unübersichtlich werden kann.

* '''ARTCCs''': ARTCCs sind Gruppen von Daten, die im Sectorfile definiert sind und im Radar Client angezeigt werden können. Die ARTCCs unterteilen sich in ARTCC, ARTCC HIGH und ARTCC LOW. Unter Euroscope kann man jede Untergruppe unterhalb einer dieser Gruppen getrennt aus und einblenden - unter VRC sind nur die Übergruppen zur Gänze aus-/einschaltbar, wobei diese auch nur gemeinsam eine Farbzuordnung ermöglichen. Aus diesem Grund ist es möglich die verschiedenen Untergruppen in eine der Gruppen ARTCC, ARTCC HIGH oder ARTCC LOW zu setzen. Zusätzlich gibt es die Möglichkeit Untergruppen zu deaktivieren um so erstens das Sectorfile übersichtlicher zu gestalten und zweitens weniger Daten zu integrieren, was bei schwächeren Systemen von Vorteil sein kann. Folgende Untergruppen stehen zur Auswahl:
** ''Controlzones'': Alle Kontrollzonen der österreichischen zivilen Flughäfen
** ''APP Sectors'': Alle Approach Sektoren der österreichichen zivilen Flughäfen
** ''CTR Sectors'': Center-Sektoren, die in Österreich verfügbar sind (z.B. LOVV_CTR)
** ''FIR Borders'': Die FIR Grenzen der FIR Wien und der umliegenden FIRs
** ''LODs'': Dangerous Areas in Österreich
** ''LORs'': Restricted Areas in Österreich
** ''MAPP Sector'': Alle Approach Sektoren der österreichischen Militärflughäfen.
** ''MTWR Sector'': Alle Kontrollzonen der österreichischen Militärflughäfen.
** ''Releaselines'': Hauptsächlich für unsere Center-Lotsen interessant beinhaltet diese Option die Übergabegrenzen an andere Center- und Approach-Sektoren
** ''SRAs'': Die der FIR Wien verfügbaren SRAs
** ''TMZs'': Verfügbare "Transponder Mandatory Zones" in Österreich

* '''Airways''': Da unsere Datengrundlage keine präzise Aussage darüber erlaubt, ob die Airways im Upper oder im Lower Airspace führen, kann man hier wählen wie damit umgegangen werden soll. Entweder kann man alle Airways als Upper bzw. als Lower definieren, oder man kann jene Airways, deren Bezeichung mit einem U beginnt den Upper zuordnen lassen und die restlichen den Lower Airways (Option "Try to split by name").

* '''Water''': Hier kann man die Flüsse, Seen, etc... ausschalten, um VRC Benutzern (welche nicht wie im Euroscope die Möglichkeit haben die Geodaten in Kategorien einzeln auszuschalten) am Center nicht die Sicht mit Flüssen und Seen zu versperren.

* '''VFR Fields''': Damit kann man sehr viele kleine VFR Felder in die Geo-Daten mit aufnehmen.

* '''Highways''': Damit kann man österreichische Autobahnen in die Geo-Daten mit aufnehmen. Achtung: Diese Einstellung wird nur für Euroscope Benutzer empfohlen, da unter VRC bzw. ASRC dadurch die Anzeige sehr unübersichtlich werden kann.

* '''Railroads''': Damit kann man österreichische Eisenbahnlinien in die Geo-Daten mit aufnehmen. Achtung: Diese Einstellung wird nur für Euroscope Benutzer empfohlen, da unter VRC bzw. ASRC dadurch die Anzeige sehr unübersichtlich werden kann.

== Links ==
* [http://vacc-austria.org/index.php?page=content/sectorfile Download des VACC Austria Sectorfiles]