VACC Austria DokuWiki - User contributions [en]

https://wiki.vacc-austria.org/api.php?action=feedcontributions&feedformat=atom&user=Michael+Hoffmann VACC Austria DokuWiki - User contributions [en] 2026-05-18T07:15:17Z User contributions MediaWiki 1.35.9 https://wiki.vacc-austria.org/index.php?title=Radar_Identification&diff=4420 Radar Identification 2021-03-26T01:48:04Z

<p>Michael Hoffmann: Typos</p> <hr /> <div>= Radar Identification =<br /> <br /> == Introduction ==<br /> This document shall provide information regarding the means of identification of aircraft. Once an aircraft has been identified by any of the means below, the phrase<br /> "Identified"<br /> or<br /> "Radar Contact"<br /> shall be used.<br /> <br /> For the purpose of VATSIM-operations, the airspace of Austria is considered to be fully covered by Mode-S surveillance and all aircraft are equipped with Mode-S transponders. [[https://www.skybrary.aero/index.php/Transponder]]<br /> <br /> <br /> == Establishing Identification ==<br /> <br /> === Based on Mode-S ===<br /> One of the following criteria must be met in order to identify an aircraft on VATSIM:<br /> *Recognition of an SSR label.<br /> *Recognition of a discrete (assigned) SSR-code which has been verified.<br /> *Direct recognition of the aircraft identification of a Mode-S-Equipped aircraft.<br /> *Transfer of identification.<br /> *Observation of compliance with an instruction to squawk IDENT.<br /> <br /> === Based on Primary Radar ===<br /> One of the following criteria must be met in order to identify an aircraft on VATSIM that is squawking STANDBY (primary target only):<br /> *By correlating a particular radar position with an aircraft reporting its position and by ascertaining that the track of the particular radar position is consistent with the aircraft reported heading.<br /> *By correlating an observed radar position indication with an aircraft which is known to have just departed. This form of identification may be used withing 1nm from the departing runway end.<br /> *Transfer of identification<br /> *Instructing the pilot to execute one or more changes of heading of 30 degrees or more and correlating the movement of said aircraft with the indication on the radar.<br /> <br /> Using direction-finding bearings to assist identification of an aircraft may be used but shall never be used as the sole means of establishing identification.<br /> <br /> === Transfer of Identification ===<br /> It may be considered on VATSIM, that transfer of identification takes place, whenever an aircraft is handed over from one controller to another.<br /> <br /> == Conclusions ==<br /> Whenever an aircraft is displayed on the radar-screen on VATSIM correlated with its FPL-data (which is 99% of all aircraft at all times), the phrases "Identified" or "Radar Contact" may be used '''BEFORE''' instructing to squawk a certain SSR-code. Assigning an SSR-code merely adds an additional level of identification and helps identification of aircraft for downstream sectors.<br /> An aircraft may also be identified, even when squawk mode is set to STANDBY if one of the above primary radar conditions is met.</div>

Michael Hoffmann https://wiki.vacc-austria.org/index.php?title=Study_Guide:Flight_Information_Center&diff=4186 Study Guide:Flight Information Center 2020-10-19T15:55:37Z

<p>Michael Hoffmann: </p> <hr /> <div>= Flight Information Center (FIC) =<br /> <br /> == Introduction ==<br /> <br /> The Flight Information Center provides VFR traffic with info service and takes care of the alarm service in the Austrian airspace.<br /> The info service contains the information necessary to safely conduct a VFR flight by providing weather information, informing about hazards en route as well as giving out traffic information.<br /> <br /> In RL the area covered by FIC (Callsign Wien Information, or short, Wien Info) is split into three sectors, Wien Information North (134.625) and Wien Information South (124.400).<br /> Additionally, FIC in the TMA LOWW is provided on frequency 118.525.<br /> <br /> On VATSIM, we conduct FIC by using the logon LOVV_I_CTR, on frequency 124.400 and TFI (Terminal Flight Information) on LOWW_I_APP (TMA LOWW only), on frequency 118.525. If LOWW_I_APP is not online, LOVV_I_CTR is responsible for flight information service in the whole FIR Wien, including TMA LOWW. Note: FIC provides flight information service only within the FIR LOVV.<br /> <br /> == Phraseology ==<br /> <br /> === Basic principles ===<br /> <br /> A pilot should initiate radio contact by calling in and providing only their callsign. No other information shall be passed upon initial contact.<br /> <br /> ==== Making contact ====<br /> <br /> OEABC: Wien Information, servus, OEABC.<br /> <br /> As the FISO (Flight Information Service Operator), you now check for the aircraft and the flight plan.<br /> If a flightplan has been filed:<br /> <br /> Info: OEABC, Wien Information, servus. I have all your details. QNH 1014.<br /> <br /> or, if it's a short sightseeing flight, from LOWI to LOWI, for example, replying with the following suffices:<br /> <br /> Info: OEABC, Wien Information, servus. QNH 1014.<br /> <br /> If no flight plan has been filed, you reply by:<br /> <br /> Info: OEABC, Wien Information, servus. Go ahead.<br /> OEABC: OEABC, SR22, VFR from LOWZ to LOGO, 5nm west of St Johann im Pongau, squawk 7000, 5500ft, request traffic information.<br /> <br /> You may now create a flight plan for that flight, if you so wish and reply:<br /> <br /> Info: OEABC, roger, QNH 1014.<br /> <br /> The phrase, "Currently no traffic" or similar shall not be used.<br /> <br /> ==== Further information ====<br /> <br /> As you now got all information needed, check the route of the pilot for any hazards en route (military activity, parachuting, active restricted/danger areas) and inform the pilot about them:<br /> <br /> Info: OEABC, be advised of parachuting activity overhead LOGO up to FL 125.<br /> <br /> In case of the route crossing any TMA, inform the pilot and ask if they want to cross it:<br /> <br /> Info: OEABC, confirm you want to cross the TMA Linz?<br /> OEABC: OEABC, affirmative, we would like to cross the TMA Linz at 5500ft.<br /> Info: OEABC, roger, call you back.<br /> <br /> Now you coordinate with the controller, who is responsible for the LOWL TMA, and ask for a VFR TMA crossing.<br /> Linz either tells you to keep the aircraft on your frequency or asks you to hand them over.<br /> <br /> Info: OEABC, Linz Radar clears you to cross TMA Linz between 5000ft and 6000ft VFR, remain on my frequency.<br /> <br /> or, if the responsible controller requests you to hand the pilot over:<br /> <br /> Info: OEABC, for TMA crossing Linz contact Linz Radar on 129.625.<br /> <br /> ==== Traffic Information ====<br /> <br /> Traffic information shall be provided in the following format:<br /> <br /> * Type of traffic (Unknown, VFR, IFR, Military,...)<br /> * Position, based on the clock bearing<br /> * Distance<br /> * Direction<br /> * Relative altitude (tendency if applicable, climbing or descending)<br /> * Type of aircraft<br /> * Any other information that is deemed helpful to avoid a collision<br /> <br /> When initiating a traffic information call, give the pilot a chance to respond first:<br /> <br /> Info: OEABC, traffic information.<br /> OEABC: Go ahead.<br /> Info: OEABC, VFR traffic, 3 o'clock, 3nm, opposite direction, 500ft below, Cessna 172.<br /> <br /> In determining, whether or not to give traffic information at all, consider a 3nm/1000ft "bubble" around the aircraft in question - if this bubble is to be penetrated, traffic information should be issued.<br /> <br /> Additionally, traffic information for aircraft flying at 4 - 6 o'clock might be suboptimal, given the limited view behind.<br /> <br /> If a Pilot responds:<br /> <br /> OEABC: Traffic in sight.<br /> <br /> everything is fine.<br /> On the other hand, if the pilot reports:<br /> <br /> OEABC: Traffic not in sight. <br /> <br /> you may provide updated traffic information if the two targets move closer together.<br /> Nonetheless, you are not responsible for the separation at any time.<br /> If the aircraft is clear of traffic you respond:<br /> <br /> Info: OEABC, clear of traffic.<br /> <br /> ==== Weather Information ====<br /> <br /> You may provide weather information to pilots, above a certain severity.<br /> <br /> Info: OEABC, be adivsed, expect severe turbulence between LOWL and LOWS between 3000ft and FL120<br /> <br /> For current weather information refer to [https://www.homebriefing.com/ LL-SWC Alps] or [https://www.windy.com/ windy.com]<br /> <br /> == MISC ==<br /> <br /> === Squawks ===<br /> <br /> It is mandatory that all aircraft flying in Austrian airspace are equipped with a Mode-S transponder, so using squawk 7000 exclusively suffices for proper radar identification.<br /> <br /> If you want to simulate only secondary radar contacts without Mode-S, like in valleys, where Mode-S radar quality may not be assured, use the squawk range of 1550 - 1557. TopSky will assign the correct squawk automatically.<br /> <br /> === ASA ===<br /> <br /> Altimeter setting areas, short ASA - 8 distinct areas in the FIR LOVV where QNH is being measured. <br /> You may refer to the eAIP for an overview of the covered areas by each ASA: [https://eaip.austrocontrol.at/ Austrian eAIP ENR 6.7]. Upon initial contact, a pilot shall be provided with the current QNH for the ASA he is currently in; except if he is about to leave a certain ASA at the moment of initial call, the FISO may prodide him with the QNH for the next ASA. It is the pilot's obligation to check for a new QNH every 30 minutes, Wien Information does NOT update the pilot with a new QNH - neither when he crosses an ASA boundary, nor if the current QNH changes.<br /> <br /> === Turns & Climbs ===<br /> <br /> In certain situations, may it be for avoiding danger areas, weather, or terrain, you are allowed to suggest headings/altitudes to the pilot:<br /> <br /> Info: OEABC, suggest VFR heading 180 to avoid restricted area Allentsteig.<br /> <br /> If a pilot requests an IFR pick-up, they often have to climb above the MVA to be able to join IFR.<br /> In this case, use:<br /> <br /> Info: OEABC, climb VFR altitude 9500ft.<br /> <br /> After that, you may send them over to the responsible radar unit for their IFR clearance.<br /> <br /> === Entering Airspace D/C vertically ===<br /> <br /> In certain situations, a pilot might need to fly a higher altitude than airspace E allows.<br /> In this case, coordinate with the responsible radar unit for clearance.<br /> <br /> Info: OEABC, Klagenfurt Radar clears you into airspace D up to FL 125, climb VFR FL125, remain this frequency.<br /> <br /> The radar unit may still request you to hand them over.<br /> <br /> === You may leave vs frequency change approved ===<br /> <br /> A VFR pilot may leave your frequency at any time.<br /> <br /> OEABC: Wien Information, OEABC approaching LOAV, leaving your frequency.<br /> Info: OEABC, you may leave, servus.<br /> <br /> If you told the pilot to remain your frequency, they are no longer allowed to leave on their own.<br /> In this case use:<br /> <br /> Info: OEABC, frequency change approved, servus.<br /> <br /> In case you assigned an SQ other then 7000, you tell them:<br /> <br /> Info: OEABC, squawk VFR, frequency change approved/you may leave, servus.</div>

Michael Hoffmann https://wiki.vacc-austria.org/index.php?title=Study_Guide:Flight_Information_Center&diff=4182 Study Guide:Flight Information Center 2020-10-08T14:52:20Z

<p>Michael Hoffmann: </p> <hr /> <div>= Flight Information Center (FIC) =<br /> <br /> == Introduction ==<br /> <br /> The Flight Information Center provides VFR traffic with info service and takes care of the alarm service in the Austrian airspace.<br /> The info service contains the information necessary to safely conduct a VFR flight by providing weather information, informing about hazards en route as well as giving out traffic information.<br /> <br /> The area covered by FIC (Callsign Wien Information, or short, Wien Info) is split into two sectors, Wien Information North (134.625) and Wien Information South (124.400).<br /> Additionally, FIC in the TMA LOWW is provided on frequency 118.525.<br /> <br /> On VATSIM, we conduct FIC by using the logon LOVV_I_CTR, on frequency 124.400 and LOWW_I_APP (TMA LOWW only), on frequency 118.525.<br /> <br /> == Phraseology ==<br /> <br /> === Basic principles ===<br /> <br /> A pilot should initiate radio contact by calling in and providing only their callsign. Any other information shall not be passed on initial contact.<br /> <br /> ==== Making contact ====<br /> <br /> OEABC: Wien Info, servus, OEABC.<br /> <br /> As the Info Controller, you now check for the aircraft and the flight plan.<br /> If positive flight plan you reply:<br /> <br /> Info: OEABC, Wien Info, servus. I got all your information. QNH 1014.<br /> <br /> or, if it's a short sightseeing flight, from LOWI to LOWI, for example, replying with the following suffices:<br /> <br /> Info: OEABC, Wien Info, servus. QNH 1014.<br /> <br /> If negative flight plan, you reply by:<br /> <br /> Info: OEABC, Wien Info, servus. Go ahead.<br /> OEABC: OEABC, SR22, VFR from LOWZ to LOGO, 5nm west of St Johann im Pongau, squawk 7000, 5500ft, request traffic information.<br /> <br /> You now create a flight plan for the pilot and reply:<br /> <br /> Info: OEABC, roger, QNH 1014.<br /> <br /> The phrase, "Currently no traffic" or similar shall not be used.<br /> <br /> ==== Further information ====<br /> <br /> As you now got all information needed, check the route of the pilot for any hazards en route (military activity, parachuting, active restricted/danger areas) and inform the pilot about them:<br /> <br /> Info: OEABC, be advised of parachuting activity overhead LOGO up to Alt 6500ft.<br /> <br /> In case of the route crossing any TMA, inform the pilot and ask if they want to cross it:<br /> <br /> Info: OEABC, confirm you want to cross the TMA Linz?<br /> OEABC: OEABC, affirmative, we would like to cross the TMA Linz at 5500ft.<br /> Info: OEABC, roger, call you back.<br /> <br /> Now you coordinate with the current controller, which is responsible for the LOWL TMA, and ask for a VFR TMA crossing.<br /> Linz either tells you to keep the aircraft on your frequency or asks you to hand them over.<br /> <br /> Info: OEABC, Linz Radar clears you to cross TMA Linz between 5000ft and 6000ft VFR, remain on my frequency.<br /> <br /> or, if the responsible controller requests you to hand the pilot over:<br /> <br /> Info: OEABC, for TMA crossing Linz contact Linz Radar on 129.625.<br /> <br /> ==== Traffic Information ====<br /> <br /> Traffic information shall be provided in the following format:<br /> <br /> * Type of traffic (VFR, IFR, Military,...)<br /> * Position, based on the clock bearing<br /> * Distance<br /> * Direction<br /> * Relative altitude<br /> * Type of aircraft<br /> <br /> When initiating a traffic information call, give the pilot a chance to respond first:<br /> <br /> Info: OEABC, traffic information.<br /> OEABC: Go ahead.<br /> Info: OEABC, VFR traffic, 3 o'clock, 3nm, opposite direction, 500ft below, Cessna 172.<br /> <br /> Based on the type of traffic, traffic information shall not be issued above 3nm of separation.<br /> If the traffic is a fast-moving military jet, the 3nm rule get's voided ofc :)<br /> <br /> Additionally, traffic information for aircraft flying at 4 - 6 o'clock might be suboptimal, given the limited view behind.<br /> <br /> If a Pilot responds:<br /> <br /> OEABC: Traffic insight.<br /> <br /> everything is fine.<br /> On the other hand, if the pilot reports:<br /> <br /> OEABC: Traffic not insight. <br /> <br /> you may provide updated traffic information if the two targets move closer together.<br /> Nonetheless, you are not responsible for the separation at any time.<br /> If the aircraft is clear of traffic you respond:<br /> <br /> Info: OEABC, clear of traffic.<br /> <br /> ==== Weather Information ====<br /> <br /> You may provide weather information to pilots, above a certain severity.<br /> <br /> Info: OEABC, be advised of CB overhead Graz, ceiling 6000ft.<br /> <br /> For an up-to-date weather map, refer to the homebriefing.<br /> If you do not have access, weather info can be omitted.<br /> <br /> == MISC ==<br /> <br /> === Squawks ===<br /> <br /> It is mandatory that all aircraft flying in Austrian airspace are equipped with a Mode-S transponder, so using squawk 7000 exclusively suffices for proper radar identification.<br /> <br /> If you want to simulate only primary radar contacts, like in valleys, where secondary radar contacts are no longer possible, use the squawk range of 1550 - 1557. TopSky will assign the correct squawk automatically.<br /> <br /> === ASA ===<br /> <br /> Altimeter setting areas, short ASA, are the 8 providing QNH areas, based on the aircraft's position.<br /> You may refer to the EAIP for an overview of the covered areas by each ASA: [https://eaip.austrocontrol.at/lo/200814/Charts/ENR/LO_ENR_6_7_en.pdf]<br /> <br /> === Turns & Climbs ===<br /> <br /> In certain situations, may it be for avoiding danger areas, weather, or terrain, you are allowed to suggest headings/altitudes to the pilot:<br /> <br /> Info: OEABC, VFR heading 180 to avoid restricted area Allentsteig.<br /> <br /> If a pilot requests an IFR pick-up, they often have to climb above the MVA to be able to join IFR.<br /> In this case, use:<br /> <br /> Info: OEABC, climb VFR altitude 9500ft.<br /> <br /> After that, you may send them over to the responsible radar unit for their IFR clearance.<br /> <br /> === Entering CTAs ===<br /> <br /> In certain situations, a pilot might need to fly a higher altitude than airspace E allows.<br /> In this case, coordinate with the responsible radar unit for clearance.<br /> <br /> Info: OEABC, Klagenfurt Radar clears you into airspace D up to FL 125, climb VFR FL125, remain this frequency.<br /> <br /> The radar unit may still request you to hand them over.<br /> <br /> === You may leave vs frequency change approved ===<br /> <br /> A VFR pilot may leave your frequency at any time.<br /> <br /> OEABC: Wien Info, OEABC approaching LOAV, leaving your frequency.<br /> Info: OEABC, you may leave, servus.<br /> <br /> If you told the pilot to remain your frequency, they are no longer allowed to leave on their own.<br /> In this case use:<br /> <br /> Info: OEABC, frequency change approved, servus.<br /> <br /> In case you assigned an SQ other then 7000, you tell them:<br /> <br /> Info: OEABC, squawk VFR, frequency change approved/you may leave, servus.</div>

Michael Hoffmann https://wiki.vacc-austria.org/index.php?title=Study_Guide:Flight_Information_Center&diff=4181 Study Guide:Flight Information Center 2020-10-08T13:43:27Z

<p>Michael Hoffmann: </p> <hr /> <div>= Flight Information Center (FIC) =<br /> <br /> == Introduction ==<br /> <br /> The Flight Information Center provides VFR traffic with info service and takes care of the alarm service in the Austrian airspace.<br /> The info service contains the information necessary to safely conduct a VFR flight by providing weather information, informing about hazards en route as well as giving out traffic information.<br /> <br /> The area covered by FIC (Callsign Wien Information, or short, Wien Info) is split into two sectors, Wien Information North (134.625) and Wien Information South (124.400).<br /> Additionally, FIC in the TMA LOWW is provided on frequency 118.525.<br /> <br /> On VATSIM, we conduct FIC by using the logon LOVV_I_CTR, on frequency 124.400 and LOWW_I_APP (TMA LOWW only), on frequency 118.525.<br /> <br /> == Phraseology ==<br /> <br /> === Basic principles ===<br /> <br /> A pilot should initiate radio contact by calling in and providing only their callsign. Any other information shall not be passed on initial contact.<br /> <br /> ==== Making contact ====<br /> <br /> OEABC: Wien Info, servus, OEABC.<br /> <br /> As the Info Controller, you now check for the aircraft and the flight plan.<br /> If positive flight plan you reply:<br /> <br /> Info: OEABC, Wien Info, servus. I got all your information. QNH 1014.<br /> <br /> or, if it's a short sightseeing flight, from LOWI to LOWI, for example, replying with the following suffices:<br /> <br /> Info: OEABC, Wien Info, servus. QNH 1014.<br /> <br /> If negative flight plan, you reply by:<br /> <br /> Info: OEABC, Wien Info, servus. Go ahead.<br /> OEBAC: OEABC, SR22, VFR from LOWZ to LOGO, 5nm west of St Johann im Pongau, squawk 7000, 5500ft, request traffic information.<br /> <br /> You now create a flight plan for the pilot and reply:<br /> <br /> Info: OEABC, roger, QNH 1014.<br /> <br /> The phrase, "Currently no traffic" or similar shall not be used.<br /> <br /> ==== Further information ====<br /> <br /> As you now got all information needed, check the route of the pilot for any hazards en route (military activity, parachuting, active restricted/danger areas) and inform the pilot about them:<br /> <br /> Info: OEABC, be advised of parachuting activity overhead LOGO up to Alt 6500ft.<br /> <br /> In case of the route crossing any TMA, inform the pilot and ask if they want to cross it:<br /> <br /> Info: OEABC, confirm you want to cross the TMA Linz?<br /> OEBAC: OEABC, affirmative, we would like to cross the TMA Linz at 5500ft.<br /> Info: OEABC, roger, call you back.<br /> <br /> Now you coordinate with the current controller, which is responsible for the LOWL TMA, and ask for a VFR TMA crossing.<br /> Linz either tells you to keep the aircraft on your frequency or asks you to hand them over.<br /> <br /> Info: OEABC, Linz Radar clears you to cross TMA Linz between 5000ft and 6000ft VFR, remain on my frequency.<br /> <br /> or, if the responsible controller requests you to hand the pilot over:<br /> <br /> Info: OEABC, for TMA crossing Linz contact Linz Radar on 129.625.<br /> <br /> ==== Traffic Information ====<br /> <br /> Traffic information shall be provided in the following format:<br /> <br /> * Type of traffic (VFR, IFR, Military,...)<br /> * Position, based on the clock bearing<br /> * Distance<br /> * Direction<br /> * Relative altitude<br /> * Type of aircraft<br /> <br /> When initiating a traffic information call, give the pilot a chance to respond first:<br /> <br /> Info: OEABC, traffic information.<br /> OEBAC: Go ahead.<br /> Info: OEABC, VFR traffic, 3 o'clock, 3nm, opposite direction, 500ft below, Cessna 172.<br /> <br /> Based on the type of traffic, traffic information shall not be issued above 3nm of separation.<br /> If the traffic is a fast-moving military jet, the 3nm rule get's voided ofc :)<br /> <br /> Additionally, traffic information for aircraft flying at 4 - 6 o'clock might be suboptimal, given the limited view behind.<br /> <br /> If a Pilot responds:<br /> <br /> OEBAC: Traffic insight.<br /> <br /> everything is fine.<br /> On the other hand, if the pilot reports:<br /> <br /> OEABC: Traffic not insight. <br /> <br /> you may provide updated traffic information if the two targets move closer together.<br /> Nonetheless, you are not responsible for the separation at any time.<br /> If the aircraft is clear of traffic you respond:<br /> <br /> Info: OEABC, clear of traffic.<br /> <br /> ==== Weather Information ====<br /> <br /> You may provide weather information to pilots, above a certain severity.<br /> <br /> Info: OEABC, be advised of CB overhead Graz, ceiling 6000ft.<br /> <br /> For an up-to-date weather map, refer to the homebriefing.<br /> If you do not have access, weather info can be omitted.<br /> <br /> == MISC ==<br /> <br /> === Squawks ===<br /> <br /> It is mandatory that all aircraft flying in Austrian airspace are equipped with a Mode-S transponder, so using squawk 7000 exclusively suffices for proper radar identification.<br /> <br /> If you want to simulate only primary radar contacts, like in valleys, where secondary radar contacts are no longer possible, use the squawk range of 1550 - 1557. TopSky will assign the correct squawk automatically.<br /> <br /> === ASA ===<br /> <br /> Altimeter setting areas, short ASA, are the 8 providing QNH areas, based on the aircraft's position.<br /> You may refer to the EAIP for an overview of the covered areas by each ASA: [https://eaip.austrocontrol.at/lo/200814/Charts/ENR/LO_ENR_6_7_en.pdf]<br /> <br /> === Turns & Climbs ===<br /> <br /> In certain situations, may it be for avoiding danger areas, weather, or terrain, you are allowed to suggest headings/altitudes to the pilot:<br /> <br /> Info: OEABC, VFR heading 180 to avoid restricted area Allentsteig.<br /> <br /> If a pilot requests an IFR pick-up, they often have to climb above the MVA to be able to join IFR.<br /> In this case, use:<br /> <br /> Info: OEABC, climb VFR altitude 9500ft.<br /> <br /> After that, you may send them over to the responsible radar unit for their IFR clearance.<br /> <br /> === Entering CTAs ===<br /> <br /> In certain situations, a pilot might need to fly a higher altitude than airspace E allows.<br /> In this case, coordinate with the responsible radar unit for clearance.<br /> <br /> Info: OEABC, Klagenfurt Radar clears you into airspace D up to FL 125, climb VFR FL125, remain this frequency.<br /> <br /> The radar unit may still request you to hand them over.<br /> <br /> === You may leave vs frequency change approved ===<br /> <br /> A VFR pilot may leave your frequency at any time.<br /> <br /> OEABC: Wien Info, OEABC approaching LOAV, leaving your frequency.<br /> Info: OEABC, you may leave, servus.<br /> <br /> If you told the pilot to remain your frequency, they are no longer allowed to leave on their own.<br /> In this case use:<br /> <br /> Info: OEABC, frequency change approved, servus.<br /> <br /> In case you assigned an SQ other then 7000, you tell them:<br /> <br /> Info: OEABC, squawk VFR, frequency change approved/you may leave, servus.</div>

Michael Hoffmann https://wiki.vacc-austria.org/index.php?title=Study_Guide:Flight_Information_Center&diff=4180 Study Guide:Flight Information Center 2020-10-08T02:46:31Z

<p>Michael Hoffmann: </p> <hr /> <div>= Flight Information Center (FIC) =<br /> <br /> == Introduction ==<br /> <br /> The Flight Information Center provides VFR traffic with info service and takes care of the alarm service in the Austrian airspace.<br /> The info service contains the information necessary to safely conduct a VFR flight by providing weather information, informing about hazards en route as well as giving out traffic information.<br /> <br /> The area covered by FIC (Callsign Wien Information, or short, Wien Info) is split into two sectors, Wien Information North (134.625) and Wien Information South (124.400).<br /> Additionally, FIC in the TMA LOWW is provided on frequency 118.525.<br /> <br /> On VATSIM, we conduct FIC by using the logon LOVV_I_CTR, on frequency 124.400 and LOWW_I_APP (TMA LOWW only), on frequency 118.525.<br /> <br /> == Phraseology ==<br /> <br /> === Basic principles ===<br /> <br /> A pilot should initiate radio contact by calling in and providing only their callsign. Any other information shall not be passed on initial contact.<br /> <br /> ==== Making contact ====<br /> <br /> OEABC: Wien Info, servus, OEBAC.<br /> <br /> As the Info Controller, you now check for the aircraft and the flight plan.<br /> If positive flight plan you reply:<br /> <br /> Info: OEABC, Wien Info, servus. I got all your information. QNH 1014.<br /> <br /> or, if it's a short sightseeing flight, from LOWI to LOWI, for example, replying with the following suffices:<br /> <br /> Info: OEABC, Wien Info, servus. QNH 1014.<br /> <br /> If negative flight plan, you reply by:<br /> <br /> Info: OEABC, Wien Info, servus. Go ahead.<br /> OEBAC: OEABC, SR22, VFR from LOWZ to LOGO, 5nm west of St Johann im Pongau, squawk 7000, 5500ft, request traffic information.<br /> <br /> You now create a flight plan for the pilot and reply:<br /> <br /> Info: OEABC, roger, QNH 1014.<br /> <br /> The phrase, "Currently no traffic" or similar shall not be used.<br /> <br /> ==== Further information ====<br /> <br /> As you now got all information needed, check the route of the pilot for any hazards en route (military activity, parachuting, active restricted/danger areas) and inform the pilot about them:<br /> <br /> Info: OEABC, be advised of parachuting activity overhead LOGO up to Alt 6500ft.<br /> <br /> In case of the route crossing any TMA, inform the pilot and ask if they want to cross it:<br /> <br /> Info: OEABC, confirm you want to cross the TMA Linz?<br /> OEBAC: OEABC, affirmative, we would like to cross the TMA Linz at 5500ft.<br /> Info: OEABC, roger, call you back.<br /> <br /> Now you coordinate with the current controller, which is responsible for the LOWL TMA, and ask for a VFR TMA crossing.<br /> Linz either tells you to keep the aircraft on your frequency or asks you to hand them over.<br /> <br /> Info: OEABC, Linz Radar clears you to cross TMA Linz between 5000ft and 6000ft VFR, remain on my frequency.<br /> <br /> or, if the responsible controller requests you to hand the pilot over:<br /> <br /> Info: OEABC, for TMA crossing Linz contact Linz Radar on 129.625.<br /> <br /> ==== Traffic Information ====<br /> <br /> Traffic information shall be provided in the following format:<br /> <br /> * Type of traffic (VFR, IFR, Military,...)<br /> * Position, based on the clock bearing<br /> * Distance<br /> * Direction<br /> * Relative altitude<br /> * Type of aircraft<br /> <br /> When initiating a traffic information call, give the pilot a chance to respond first:<br /> <br /> Info: OEABC, traffic information.<br /> OEBAC: Go ahead.<br /> Info: OEABC, VFR traffic, 3 o'clock, 3nm, opposite direction, 500ft below, Cessna 172.<br /> <br /> Based on the type of traffic, traffic information shall not be issued above 3nm of separation.<br /> If the traffic is a fast-moving military jet, the 3nm rule get's voided ofc :)<br /> <br /> Additionally, traffic information for aircraft flying at 4 - 6 o'clock might be suboptimal, given the limited view behind.<br /> <br /> If a Pilot responds:<br /> <br /> OEBAC: Traffic insight.<br /> <br /> everything is fine.<br /> On the other hand, if the pilot reports:<br /> <br /> OEABC: Traffic not insight. <br /> <br /> you may provide updated traffic information if the two targets move closer together.<br /> Nonetheless, you are not responsible for the separation at any time.<br /> If the aircraft is clear of traffic you respond:<br /> <br /> Info: OEABC, clear of traffic.<br /> <br /> ==== Weather Information ====<br /> <br /> You may provide weather information to pilots, above a certain severity.<br /> <br /> Info: OEABC, be advised of CB overhead Graz, ceiling 6000ft.<br /> <br /> For an up-to-date weather map, refer to the homebriefing.<br /> If you do not have access, weather info can be omitted.<br /> <br /> == MISC ==<br /> <br /> === Squawks ===<br /> <br /> It is mandatory that all aircraft flying in Austrian airspace are equipped with a Mode-S transponder, so using squawk 7000 exclusively suffices for proper radar identification.<br /> <br /> If you want to simulate only primary radar contacts, like in valleys, where secondary radar contacts are no longer possible, use the squawk range of 1550 - 1557. TopSky will assign the correct squawk automatically.<br /> <br /> === ASA ===<br /> <br /> Altimeter setting areas, short ASA, are the 8 providing QNH areas, based on the aircraft's position.<br /> You may refer to the EAIP for an overview of the covered areas by each ASA: [https://eaip.austrocontrol.at/lo/200814/Charts/ENR/LO_ENR_6_7_en.pdf]<br /> <br /> === Turns & Climbs ===<br /> <br /> In certain situations, may it be for avoiding danger areas, weather, or terrain, you are allowed to suggest headings/altitudes to the pilot:<br /> <br /> Info: OEABC, VFR heading 180 to avoid restricted area Allentsteig.<br /> <br /> If a pilot requests an IFR pick-up, they often have to climb above the MVA to be able to join IFR.<br /> In this case, use:<br /> <br /> Info: OEABC, climb VFR altitude 9500ft.<br /> <br /> After that, you may send them over to the responsible radar unit for their IFR clearance.<br /> <br /> === Entering CTAs ===<br /> <br /> In certain situations, a pilot might need to fly a higher altitude than airspace E allows.<br /> In this case, coordinate with the responsible radar unit for clearance.<br /> <br /> Info: OEABC, Klagenfurt Radar clears you into airspace D up to FL 125, climb VFR FL125, remain this frequency.<br /> <br /> The radar unit may still request you to hand them over.<br /> <br /> === You may leave vs frequency change approved ===<br /> <br /> A VFR pilot may leave your frequency at any time.<br /> <br /> OEABC: Wien Info, OEABC approaching LOAV, leaving your frequency.<br /> Info: OEABC, you may leave, servus.<br /> <br /> If you told the pilot to remain your frequency, they are no longer allowed to leave on their own.<br /> In this case use:<br /> <br /> Info: OEABC, frequency change approved, servus.<br /> <br /> In case you assigned an SQ other then 7000, you tell them:<br /> <br /> Info: OEABC, squawk VFR, frequency change approved/you may leave, servus.</div>

Michael Hoffmann https://wiki.vacc-austria.org/index.php?title=Study_Guide:Flight_Information_Center&diff=4179 Study Guide:Flight Information Center 2020-10-08T01:37:40Z

<p>Michael Hoffmann: </p> <hr /> <div>= Flight Information Center (FIC) =<br /> <br /> == Introduction ==<br /> <br /> The Flight Information Center provides VFR traffic with info service and takes care of the alarm service in the Austrian airspace.<br /> The info service contains the information necessary to safely conduct a VFR flight by providing weather information, informing about hazards en route as well as giving out traffic information.<br /> <br /> The area covered by FIC (Callsign Wien Information, or short, Wien Info) is split into two sectors, Wien Information North (134.625) and Wien Information South (124.400).<br /> Additionally, FIC in the TMA LOWW is provided on frequency 118.525.<br /> <br /> On VATSIM, we conduct FIC by using the logon LOVV_I_CTR, on frequency 124.400 and LOWW_I_APP (TMA LOWW only), on frequency 118.525.<br /> <br /> == Phraseology ==<br /> <br /> === Basic principles ===<br /> <br /> A pilot should initiate radio contact by calling in and providing only their callsign. Any other information shall not be passed on initial contact.<br /> <br /> ==== Making contact ====<br /> <br /> OEABC: Wien Info, servus, OEBAC.<br /> <br /> As the Info Controller, you now check for the aircraft and the flight plan.<br /> If positive flight plan you reply:<br /> <br /> Info: OEABC, Wien Info, servus. I got all your information. QNH LOWI 1014.<br /> <br /> or, if it's a short sightseeing flight, from LOWI to LOWI, for example, replying with the following suffices:<br /> <br /> Info: OEABC, Wien Info, servus. QNH LOWI 1014.<br /> <br /> If negative flight plan, you reply by:<br /> <br /> Info: OEABC, Wien Info, servus. Go ahead.<br /> OEBAC: OEABC, SR22, VFR from LOWZ to LOGO, 5nm west of St Johann im Pongau, squawk 7000, 5500ft, request traffic information.<br /> <br /> You now create a flight plan for the pilot and reply:<br /> <br /> Info: OEABC, roger, QNH LOWI 1012.<br /> <br /> The phrase, "Currently no traffic" or similar shall not be used.<br /> <br /> ==== Further information ====<br /> <br /> As you now got all information needed, check the route of the pilot for any hazards en route (military activity, parachuting, active restricted/danger areas) and inform the pilot about them:<br /> <br /> Info: OEABC, be advised of parachuting activity overhead LOGO up to Alt 6500ft.<br /> <br /> In case of the route crossing any TMA, inform the pilot and ask if they want to cross it:<br /> <br /> Info: OEABC, confirm you want to cross the TMA Linz?<br /> OEBAC: OEABC, affirmative, we would like to cross the TMA Linz at 5500ft.<br /> Info: OEABC, roger, call you back.<br /> <br /> Now you coordinate with the current controller, which is responsible for the LOWL TMA, and ask for a VFR TMA crossing.<br /> Linz either tells you to keep the aircraft on your frequency or asks you to hand them over.<br /> <br /> Info: OEABC, Linz Radar clears you to cross TMA Linz between 5000ft and 6000ft VFR, remain on my frequency.<br /> <br /> or, if the responsible controller requests you to hand the pilot over:<br /> <br /> Info: OEABC, for TMA crossing Linz contact Linz Radar on 129.625.<br /> <br /> ==== Traffic Information ====<br /> <br /> Traffic information shall be provided in the following format:<br /> <br /> * Type of traffic (VFR, IFR, Military,...)<br /> * Position, based on the clock bearing<br /> * Distance<br /> * Direction<br /> * Relative altitude<br /> * Type of aircraft<br /> <br /> When initiating a traffic information call, give the pilot a chance to respond first:<br /> <br /> Info: OEABC, traffic information.<br /> OEBAC: Go ahead.<br /> Info: OEABC, VFR traffic, 3 o'clock, 3nm, opposite direction, 500ft below, Cessna 172.<br /> <br /> Based on the type of traffic, traffic information shall not be issued above 3nm of separation.<br /> If the traffic is a fast-moving military jet, the 3nm rule get's voided ofc :)<br /> <br /> Additionally, traffic information for aircraft flying at 4 - 6 o'clock might be suboptimal, given the limited view behind.<br /> <br /> If a Pilot responds:<br /> <br /> OEBAC: Traffic insight.<br /> <br /> everything is fine.<br /> On the other hand, if the pilot reports:<br /> <br /> OEABC: Traffic not insight. <br /> <br /> you may provide updated traffic information if the two targets move closer together.<br /> Nonetheless, you are not responsible for the separation at any time.<br /> If the aircraft is clear of traffic you respond:<br /> <br /> Info: OEABC, clear of traffic.<br /> <br /> ==== Weather Information ====<br /> <br /> You may provide weather information to pilots, above a certain severity.<br /> <br /> Info: OEABC, be advised of CB overhead Graz, ceiling 6000ft.<br /> <br /> For an up-to-date weather map, refer to the homebriefing.<br /> If you do not have access, weather info can be omitted.<br /> <br /> == MISC ==<br /> <br /> === Squawks ===<br /> <br /> It is mandatory that all aircraft flying in Austrian airspace are equipped with a Mode-S transponder, so using squawk 7000 exclusively suffices for proper radar identification.<br /> <br /> If you want to simulate only primary radar contacts, like in valleys, where secondary radar contacts are no longer possible, use the squawk range of 1550 - 1557. TopSky will assign the correct squawk automatically.<br /> <br /> === ASA ===<br /> <br /> Altimeter setting areas, short ASA, are the 8 providing QNH areas, based on the aircraft's position.<br /> You may refer to the EAIP for an overview of the covered areas by each ASA: [https://eaip.austrocontrol.at/lo/200814/Charts/ENR/LO_ENR_6_7_en.pdf]<br /> <br /> === Turns & Climbs ===<br /> <br /> In certain situations, may it be for avoiding danger areas, weather, or terrain, you are allowed to suggest headings/altitudes to the pilot:<br /> <br /> Info: OEABC, VFR heading 180 to avoid restricted area Allentsteig.<br /> <br /> If a pilot requests an IFR pick-up, they often have to climb above the MVA to be able to join IFR.<br /> In this case, use:<br /> <br /> Info: OEABC, climb VFR altitude 9500ft.<br /> <br /> After that, you may send them over to the responsible radar unit for their IFR clearance.<br /> <br /> === Entering CTAs ===<br /> <br /> In certain situations, a pilot might need to fly a higher altitude than airspace E allows.<br /> In this case, coordinate with the responsible radar unit for clearance.<br /> <br /> Info: OEABC, Klagenfurt Radar clears you into airspace D up to FL 125, climb VFR FL125, remain this frequency.<br /> <br /> The radar unit may still request you to hand them over.<br /> <br /> === You may leave vs frequency change approved ===<br /> <br /> A VFR pilot may leave your frequency at any time.<br /> <br /> OEABC: Wien Info, OEABC approaching LOAV, leaving your frequency.<br /> Info: OEABC, you may leave, servus.<br /> <br /> If you told the pilot to remain your frequency, they are no longer allowed to leave on their own.<br /> In this case use:<br /> <br /> Info: OEABC, frequency change approved, servus.<br /> <br /> In case you assigned an SQ other then 7000, you tell them:<br /> <br /> Info: OEABC, squawk VFR, frequency change approved/you may leave, servus.</div>

Michael Hoffmann https://wiki.vacc-austria.org/index.php?title=Study_Guide:Flight_Information_Center&diff=4178 Study Guide:Flight Information Center 2020-10-08T01:36:09Z

<p>Michael Hoffmann: </p> <hr /> <div>= Flight Information Center (FIC) =<br /> <br /> == Introduction ==<br /> <br /> The Flight Information Center provides VFR traffic with info service and takes care of the alarm service in the Austrian airspace.<br /> The info service contains the information necessary to safely conduct a VFR flight by providing weather information, informing about hazards en route as well as giving out traffic information.<br /> <br /> The area covered by FIC (Callsign Wien Information, or short, Wien Info) is split into two sectors, Wien Information North (134.625) and Wien Information South (124.400).<br /> Additionally, FIC in the TMA LOWW is provided on frequency 118.525.<br /> <br /> On VATSIM, we conduct FIC by using the logon LOVV_I_CTR, on frequency 124.400 and LOWW_I_APP (TMA LOWW only), on frequency 118.525.<br /> <br /> == Phraseology ==<br /> <br /> === Basic principles ===<br /> <br /> A pilot should initiate radio contact by calling in and providing only their callsign. Any other information shall not be passed on initial contact.<br /> <br /> ==== Making contact ====<br /> <br /> OEABC: Wien Info, servus, OEBAC.<br /> <br /> As the Info Controller, you now check for the aircraft and the flight plan.<br /> If positive flight plan you reply:<br /> <br /> Info: OEABC, Wien Info, servus. I got all your information. QNH LOWI 1014.<br /> <br /> or, if it's a short sightseeing flight, from LOWI to LOWI, for example, replying with the following suffices:<br /> <br /> Info: OEABC, Wien Info, servus. QNH LOWI 1014.<br /> <br /> If negative flight plan, you reply by:<br /> <br /> Info: OEABC, Wien Info, servus. Go ahead.<br /> OEBAC: OEABC, SR22, VFR from LOWZ to LOGO, 5nm west of St Johann im Pongau, squawk 7000, 5500ft, request traffic information.<br /> <br /> You now create a flight plan for the pilot and reply:<br /> <br /> Info: OEABC, roger, QNH LOWI 1012.<br /> <br /> The phrase, "Currently no traffic" or similar shall not be used.<br /> <br /> ==== Further information ====<br /> <br /> As you now got all information needed, check the route of the pilot for any hazards en route (military activity, parachuting, active restricted/danger areas) and inform the pilot about them:<br /> <br /> Info: OEABC, be advised of parachuting activity overhead LOGO up to Alt 6500ft.<br /> <br /> In case of the route crossing any TMA, inform the pilot and ask if they want to cross it:<br /> <br /> Info: OEABC, confirm you want to cross the TMA Linz?<br /> OEBAC: OEABC, affirmative, we would like to cross the TMA Linz at 5500ft.<br /> Info: OEABC, roger, call you back.<br /> <br /> Now you coordinate with the current controller, which is responsible for the LOWL TMA, and ask for a VFR TMA crossing.<br /> Linz either tells you to keep the aircraft on your frequency or asks you to hand them over.<br /> <br /> Info: OEABC, Linz Radar clears you to cross TMA Linz between 5000ft and 6000ft VFR, remain on my frequency.<br /> <br /> or, if the responsible controller requests you to hand the pilot over:<br /> <br /> Info: OEABC, for TMA crossing Linz contact Linz Radar on 129.625.<br /> <br /> ==== Traffic Information ====<br /> <br /> Traffic information shall be provided in the following format:<br /> <br /> * Type of traffic (VFR, IFR, Military,...)<br /> * Position, based on the clock bearing<br /> * Distance<br /> * Direction<br /> * Relative altitude<br /> * Type of aircraft<br /> <br /> When initiating a traffic information call, give the pilot a chance to respond first:<br /> <br /> Info: OEABC, traffic information.<br /> OEBAC: Go ahead.<br /> Info: OEABC, VFR traffic, 3 o'clock, 3nm, opposite direction, 500ft below, Cessna 172.<br /> <br /> Based on the type of traffic, traffic information shall not be issued above 3nm of separation.<br /> If the traffic is a fast-moving military jet, the 3nm rule get's voided ofc :)<br /> <br /> Additionally, traffic information for aircraft flying at 4 - 6 o'clock might be suboptimal, given the limited view behind.<br /> <br /> If a Pilot responds:<br /> <br /> OEBAC: Traffic insight.<br /> <br /> everything is fine.<br /> On the other hand, if the pilot reports:<br /> <br /> OEABC: Traffic not insight. <br /> <br /> you may provide updated traffic information if the two targets move closer together.<br /> Nonetheless, you are not responsible for the separation at any time.<br /> If the aircraft is clear of traffic you respond:<br /> <br /> Info: OEABC, clear of traffic.<br /> <br /> ==== Weather Information ====<br /> <br /> You may provide weather information to pilots, above a certain severity.<br /> <br /> Info: OEABC, be advised of CB overhead Graz, ceiling 6000ft.<br /> <br /> For an up-to-date weather map, refer to the homebriefing.<br /> If you do not have access, weather info can be omitted.<br /> <br /> == MISC ==<br /> <br /> === Squawks ===<br /> <br /> It is mandatory that all aircraft flying in Austrian airspace are equipped with a Mode-S transponder, so using squawk 7000 exclusively suffices for proper radar identification.<br /> <br /> If you want to simulate only primary radar contacts, like in valleys, where secondary radar contacts are no longer possible, use the squawk range of 1550 - 1557. TopSky will assign the correct squawk automatically.<br /> <br /> === ASA ===<br /> <br /> Altimeter setting areas, short ASA, are the 8 providing QNH areas, based on the aircraft's position.<br /> You may refer to the EAIP for an overview of the covered areas by each ASA: [https://eaip.austrocontrol.at/lo/200814/Charts/ENR/LO_ENR_6_7_en.pdf]<br /> <br /> === Turns & Climbs ===<br /> <br /> In certain situations, may it be for avoiding danger areas, weather, or terrain, you are allowed to suggest headings/altitudes to the pilot:<br /> <br /> Info: OEABC, VFR heading 180 to avoid restricted area Allentsteig.<br /> <br /> If a pilot requests an IFR pick-up, they often have to climb above the MVA to be able to join IFR.<br /> In this case, use:<br /> <br /> Info: OEABC, climb VFR altitude 9500ft.<br /> <br /> After that, you may send them over to the responsible radar unit for their IFR clearance.<br /> <br /> === Entering CTAs ===<br /> <br /> In certain situations, a pilot might need to fly a higher altitude than airspace E allows.<br /> In this case, coordinate with the responsible radar unit for clearance.<br /> <br /> Info: OEABC, Klagenfurt Radar clears you into airspace D up to FL 125, climb VFR FL125, remain this frequency.<br /> <br /> The radar unit may still requests you to hand them over.<br /> <br /> === You may leave vs rrequency change approved ===<br /> <br /> A VFR pilot may leave your frequency at any time.<br /> <br /> OEABC: Wien Info, OEABC approaching LOAV, leaving your frequency.<br /> Info: OEABC, you may leave, servus.<br /> <br /> If you told the pilot to remain your frequency, they are no longer allowed to leave on their own.<br /> In this case use:<br /> <br /> Info: OEABC, frequency change approved, servus.<br /> <br /> In case you assigned an SQ other then 7000, you tell them:<br /> <br /> Info: OEABC, squawk VFR, frequency change approved/you may leave, servus.</div>

Michael Hoffmann https://wiki.vacc-austria.org/index.php?title=Study_Guide:Flight_Information_Center&diff=4177 Study Guide:Flight Information Center 2020-10-08T01:35:10Z

<p>Michael Hoffmann: </p> <hr /> <div>= Flight Information Center (FIC) =<br /> <br /> == Introduction ==<br /> <br /> The Flight Information Center provides VFR traffic with info service and takes care of the alarm service in the Austrian airspace.<br /> The info service contains the information necessary to safely conduct a VFR flight by providing weather information, informing about hazards en route as well as giving out traffic information.<br /> <br /> The area covered by FIC (Callsign Wien Information, or short, Wien Info) is split into two sectors, Wien Information North (134.625) and Wien Information South (124.400).<br /> Additionally, FIC in the TMA LOWW is provided on frequency 118.525.<br /> <br /> On VATSIM, we conduct FIC by using the logon LOVV_I_CTR, on frequency 124.400 and LOWW_I_APP (TMA LOWW only), on frequency 118.525.<br /> <br /> == Phraseology ==<br /> <br /> === Basic principles ===<br /> <br /> A pilot should initiate radio contact by calling in and providing only their callsign. Any other information shall not be passed on initial contact.<br /> <br /> ==== Making contact ====<br /> <br /> OEABC: Wien Info, servus, OEBAC.<br /> <br /> As the Info Controller, you now check for the aircraft and the flight plan.<br /> If positive flight plan you reply:<br /> <br /> Info: OEABC, Wien Info, servus. I got all your information. QNH LOWI 1014.<br /> <br /> or, if it's a short sightseeing flight, from LOWI to LOWI, for example, replying with the following suffices:<br /> <br /> Info: OEABC, Wien Info, servus. QNH LOWI 1014.<br /> <br /> If negative flight plan, you reply by:<br /> <br /> Info: OEABC, Wien Info, servus. Go ahead.<br /> OEBAC: OEABC, SR22, VFR from LOWZ to LOGO, 5nm west of St Johann im Pongau, squawk 7000, 5500ft, request traffic information.<br /> <br /> You now create a flight plan for the pilot and reply:<br /> <br /> Info: OEABC, roger, QNH LOWI 1012.<br /> <br /> The phrase, "Currently no traffic" or similar shall not be used.<br /> <br /> ==== Further information ====<br /> <br /> As you now got all information needed, check the route of the pilot for any hazards en route (military activity, parachuting, active restricted/danger areas) and inform the pilot about them:<br /> <br /> Info: OEABC, be advised of parachuting activity overhead LOGO up to Alt 6500ft.<br /> <br /> In case of the route crossing any TMA, inform the pilot and ask if they want to cross it:<br /> <br /> Info: OEABC, confirm you want to cross the TMA Linz?<br /> OEBAC: OEABC, affirmative, we would like to cross the TMA Linz at 5500ft.<br /> Info: OEABC, roger, call you back.<br /> <br /> Now you coordinate with the current controller, which is responsible for the LOWL TMA, and ask for a VFR TMA crossing.<br /> Linz either tells you to keep the aircraft on your frequency or asks you to hand them over.<br /> <br /> Info: OEABC, Linz Radar clears you to cross TMA Linz between 5000ft and 6000ft VFR, remain on my frequency.<br /> <br /> or, if the responsible controller requests you to hand the pilot over:<br /> <br /> Info: OEABC, for TMA crossing Linz contact Linz Radar on 129.625.<br /> <br /> ==== Traffic Information ====<br /> <br /> Traffic information shall be provided in the following format:<br /> <br /> * Type of traffic (VFR, IFR, Military,...)<br /> * Position, based on the clock bearing<br /> * Distance<br /> * Direction<br /> * Relative altitude<br /> * Type of aircraft<br /> <br /> When initiating a traffic information call, give the pilot a chance to respond first:<br /> <br /> Info: OEABC, traffic information.<br /> OEBAC: Go ahead.<br /> Info: OEABC, VFR traffic, 3 o'clock, 3nm, opposite direction, 500ft below, Cessna 172.<br /> <br /> Based on the type of traffic, traffic information shall not be issued above 3nm of separation.<br /> If the traffic is a fast-moving military jet, the 3nm rule get's voided ofc :)<br /> <br /> Additionally, traffic information for aircraft flying at 4 - 6 o'clock might be suboptimal, given the limited view behind.<br /> <br /> If a Pilot responds:<br /> <br /> OEBAC: Traffic insight.<br /> <br /> everything is fine.<br /> On the other hand, if the pilot reports:<br /> <br /> OEABC: Traffic not insight. <br /> <br /> you may provide updated traffic information if the two targets move closer together.<br /> Nonetheless, you are not responsible for the separation at any time.<br /> If the aircraft is clear of traffic you respond:<br /> <br /> Info: OEABC, clear of traffic.<br /> <br /> ==== Weather Information ====<br /> <br /> You may provide weather information to pilots, above a certain severity.<br /> <br /> Info: OEABC, be advised of CB overhead Graz, ceiling 6000ft.<br /> <br /> For an up-to-date weather map, refer to the homebriefing.<br /> If you do not have access, weather info can be omitted.<br /> <br /> == MISC ==<br /> <br /> === Squawks ===<br /> <br /> As it is mandatory that all aircraft flying in Austrian airspace are equipped with a Mode-S transponder, so using squawk 7000 exclusively suffices for proper radar identification.<br /> If you want to simulate only primary radar contacts, like in valleys, where secondary radar contacts are no longer possible, use the squawk range of 1550 - 1557. TopSky will assign the correct squawk automatically.<br /> <br /> === ASA ===<br /> <br /> Altimeter setting areas, short ASA, are the 8 providing QNH areas, based on the aircraft's position.<br /> You may refer to the EAIP for an overview of the covered areas by each ASA: [https://eaip.austrocontrol.at/lo/200814/Charts/ENR/LO_ENR_6_7_en.pdf]<br /> <br /> === Turns & Climbs ===<br /> <br /> In certain situations, may it be for avoiding danger areas, weather, or terrain, you are allowed to suggest headings/altitudes to the pilot:<br /> <br /> Info: OEABC, VFR heading 180 to avoid restricted area Allentsteig.<br /> <br /> If a pilot requests an IFR pick-up, they often have to climb above the MVA to be able to join IFR.<br /> In this case, use:<br /> <br /> Info: OEABC, climb VFR altitude 9500ft.<br /> <br /> After that, you may send them over to the responsible radar unit for their IFR clearance.<br /> <br /> === Entering CTAs ===<br /> <br /> In certain situations, a pilot might need to fly a higher altitude than airspace E allows.<br /> In this case, coordinate with the responsible radar unit for clearance.<br /> <br /> Info: OEABC, Klagenfurt Radar clears you into airspace D up to FL 125, climb VFR FL125, remain this frequency.<br /> <br /> The radar unit may still requests you to hand them over.<br /> <br /> === You may leave vs rrequency change approved ===<br /> <br /> A VFR pilot may leave your frequency at any time.<br /> <br /> OEABC: Wien Info, OEABC approaching LOAV, leaving your frequency.<br /> Info: OEABC, you may leave, servus.<br /> <br /> If you told the pilot to remain your frequency, they are no longer allowed to leave on their own.<br /> In this case use:<br /> <br /> Info: OEABC, frequency change approved, servus.<br /> <br /> In case you assigned an SQ other then 7000, you tell them:<br /> <br /> Info: OEABC, squawk VFR, frequency change approved/you may leave, servus.</div>

Michael Hoffmann https://wiki.vacc-austria.org/index.php?title=Study_Guide:Flight_Information_Center&diff=4176 Study Guide:Flight Information Center 2020-10-08T01:32:05Z

<p>Michael Hoffmann: </p> <hr /> <div>= Flight Information Center (FIC) =<br /> <br /> == Introduction ==<br /> <br /> The Flight Information Center provides VFR traffic with info service and takes care of the alarm service in the Austrian airspace.<br /> The info service contains the information necessary to safely conduct a VFR flight by providing weather information, informing about hazards en route as well as giving out traffic information.<br /> <br /> The area covered by FIC (Callsign Wien Information, or short, Wien Info) is split into two sectors, Wien Information North (134.625) and Wien Information South (124.400).<br /> Additionally, FIC in the TMA LOWW is provided on frequency 118.525.<br /> <br /> On VATSIM, we conduct FIC by using the logon LOVV_I_CTR, on frequency 124.400 and LOWW_I_APP (TMA LOWW only), on frequency 118.525.<br /> <br /> == Phraseology ==<br /> <br /> === Basic principles ===<br /> <br /> A pilot should initiate radio contact by calling in and providing only their callsign. Any other information shall not be passed on initial contact.<br /> <br /> ==== Making contact ====<br /> <br /> OEABC: Wien Info, servus, OEBAC.<br /> <br /> As the Info Controller, you now check for the aircraft and the flight plan.<br /> If positive flight plan you reply:<br /> <br /> Info: OEABC, Wien Info, servus. I got all your information. QNH LOWI 1014.<br /> <br /> or, if it's a short sightseeing flight, from LOWI to LOWI, for example, replying with the following suffices:<br /> <br /> Info: OEABC, Wien Info, servus. QNH LOWI 1014.<br /> <br /> If negative flight plan, you reply by:<br /> <br /> Info: OEABC, Wien Info, servus. Go ahead.<br /> OEBAC: OEABC, SR22, VFR from LOWZ to LOGO, 5nm west of St Johann im Pongau, squawk 7000, 5500ft, request traffic information.<br /> <br /> You now create a flight plan for the pilot and reply:<br /> <br /> Info: OEABC, roger, QNH LOWI 1012.<br /> <br /> The phrase, "Currently no traffic" or similar shall not be used.<br /> <br /> ==== Further information ====<br /> <br /> As you now got all information needed, check the route of the pilot for any hazards en route (military activity, parachuting, active restricted/danger areas) and inform the pilot about them:<br /> <br /> Info: OEABC, be advised of parachuting activity overhead LOGO up to Alt 6500ft.<br /> <br /> In case of the route crossing any TMA, inform the pilot and ask if they want to cross it:<br /> <br /> Info: OEABC, confirm you want to cross the TMA Linz?<br /> OEBAC: OEABC, affirmative, we would like to cross the TMA Linz at 5500ft.<br /> Info: OEABC, roger, call you back.<br /> <br /> Now you coordinate with the current controller, which is responsible for the LOWL TMA, and ask for a VFR TMA crossing.<br /> Linz either tells you to keep the aircraft on your frequency or asks you to hand them over.<br /> <br /> Info: OEABC, Linz Radar clears you to cross TMA Linz between 5000ft and 6000ft VFR, remain on my frequency.<br /> <br /> or, if the responsible controller requests you to hand the pilot over:<br /> <br /> Info: OEABC, for TMA crossing Linz contact Linz Radar on 129.625.<br /> <br /> ==== Traffic Information ====<br /> <br /> Traffic information shall be provided in the following format:<br /> <br /> * Type of traffic (VFR, IFR, Military,...)<br /> * Position, based on the clock bearing<br /> * Distance<br /> * Direction<br /> * Relative altitude<br /> * Type of aircraft<br /> <br /> When initiating a traffic information call, give the pilot a chance to respond first:<br /> <br /> Info: OEABC, traffic information.<br /> OEBAC: Go ahead.<br /> Info: OEABC, VFR traffic, 3 o'clock, 3nm, opposite direction, 500ft below, Cessna 172.<br /> <br /> Based on the type of traffic, traffic information shall not be issued above 3nm of separation.<br /> If the traffic is a fast-moving military jet, the 3nm rule get's voided ofc :)<br /> Additionally, traffic information for aircraft flying at 4 - 6 o'clock might be suboptimal, given the limited view behind.<br /> <br /> If a Pilot responds:<br /> <br /> OEBAC: Traffic insight.<br /> <br /> everything is fine.<br /> On the other hand, if the pilot reports:<br /> <br /> OEABC: Traffic not insight. <br /> <br /> you may provide updated traffic information if the two targets move closer together.<br /> Nonetheless, you are not responsible for the separation at any time.<br /> If the aircraft is clear of traffic you respond:<br /> <br /> Info: OEABC, clear of traffic.<br /> <br /> ==== Weather Information ====<br /> <br /> You may provide weather information to pilots, above a certain severity.<br /> <br /> Info: OEABC, be advised of CB overhead Graz, ceiling 6000ft.<br /> <br /> For an up-to-date weather map, refer to the homebriefing.<br /> If you do not have access, weather info can be omitted.<br /> <br /> == MISC ==<br /> <br /> === Squawks ===<br /> <br /> As it is mandatory that all aircraft flying in Austrian airspace are equipped with a Mode-S transponder, so using squawk 7000 exclusively suffices for proper radar identification.<br /> If you want to simulate only primary radar contacts, like in valleys, where secondary radar contacts are no longer possible, use the squawk range of 1550 - 1557. TopSky will assign the correct squawk automatically.<br /> <br /> === ASA ===<br /> <br /> Altimeter setting areas, short ASA, are the 8 providing QNH areas, based on the aircraft's position.<br /> You may refer to the EAIP for an overview of the covered areas by each ASA: [https://eaip.austrocontrol.at/lo/200814/Charts/ENR/LO_ENR_6_7_en.pdf]<br /> <br /> === Turns & Climbs ===<br /> <br /> In certain situations, may it be for avoiding danger areas, weather, or terrain, you are allowed to suggest headings/altitudes to the pilot:<br /> <br /> Info: OEABC, VFR heading 180 to avoid restricted area Allentsteig.<br /> <br /> If a pilot requests an IFR pick-up, they often have to climb above the MVA to be able to join IFR.<br /> In this case, use:<br /> <br /> Info: OEABC, climb VFR altitude 9500ft.<br /> <br /> After that, you may send them over to the responsible radar unit for their IFR clearance.<br /> <br /> === Entering CTAs ===<br /> <br /> In certain situations, a pilot might need to fly a higher altitude than airspace E allows.<br /> In this case, coordinate with the responsible radar unit for clearance.<br /> <br /> Info: OEABC, Klagenfurt Radar clears you into airspace D up to FL 125, climb VFR FL125, remain this frequency.<br /> <br /> The radar unit may still requests you to hand them over.<br /> <br /> === You may leave vs rrequency change approved ===<br /> <br /> A VFR pilot may leave your frequency at any time.<br /> <br /> OEABC: Wien Info, OEABC approaching LOAV, leaving your frequency.<br /> Info: OEABC, you may leave, servus.<br /> <br /> If you told the pilot to remain your frequency, they are no longer allowed to leave on their own.<br /> In this case use:<br /> <br /> Info: OEABC, frequency change approved, servus.<br /> <br /> In case you assigned an SQ other then 7000, you tell them:<br /> <br /> Info: OEABC, squawk VFR, frequency change approved/you may leave, servus.</div>

Michael Hoffmann https://wiki.vacc-austria.org/index.php?title=Study_Guide:_Approach&diff=4175 Study Guide: Approach 2020-10-03T15:43:49Z

<p>Michael Hoffmann: </p> <hr /> <div>'' Prev: [[Study Guide:Tower]] - Overview: [[Study Guide]] - Next: [[Study Guide:Radar]]''<br /> <br /> = General =<br /> <br /> TMA&nbsp;controller includes approach and departure control services associated with a particular airport have the following main tasks: <br /> <br /> #maintain an orderly flow of traffic <br /> #provide separation service between aircraft <br /> #provide assistance to pilots<br><br /> <br /> ----<br /> <br /> = General radar procedures =<br /> <br /> ==== Identifikation mit Hilfe eines Transponders ====<br /> <br /> Ein Transponder ist ein Bauteil von den gängigen Verkehrs- und Sportflugzeugen, es dient zur Übermittlung von Daten an die Flugverkehrskontrollstelle um die Flugsicherung zu vereinfachen. Mit Hilfe des Transponders ist es möglich, einem Kontakt auf dem Primärradar ein Callsign und einen Flugplan zu zuordnen. Aus diesem Grund erhält jeder Instrumentenflug und spezielle VFR&nbsp;Verfahren von der Flugverkehrskontrollstelle einen Transpondercode zugewiesen. <br /> <br /> ===== Mode A =====<br /> <br /> Flugzeuge mit Transpondermode A senden nur den zugewiesenen Transpondercode. <br /> <br /> ===== Mode C =====<br /> <br /> Flugzeuge mit Transpondermode C sind in der Lage neben dem Transpondercode auch die aktuelle Flughöhe, gemessen vom barometrischen Höhenmesser. Die übermittelte Höhe ist unabhängig vom eingestellten QNH, die Übermittlung erfolgt in 100-Fuß-Schritten. <br /> <br /> ===== Mode S =====<br /> <br /> Transpondermode S übermittelt neben dem Squawk und der Flughöhe zusätzlich das Callsign des Flugzeugs. <br /> <br /> ----<br /> <br /> === Position information<br> ===<br /> <br /> Positionsinformationen dienen zur Orientierung des Piloten und können nach Möglichkeit an Hand von Navaids oder markanten Punkten, ähnlich den Pflichtmeldepunkten an den Piloten übermittelt werden. Die Positionsinformation unter Angabe markanter Punkte soll nur reaktiv angeboten werden, nicht jeder Pilot unter IFR ist mit den Örtlichkeiten vertraut, es empfiehlt sich daher grundsätzlich veröffentlichte Navaids oder einfache Kursangaben und Entfernung für die Übermittlung solcher Informationen zu nutzen.<br> <br /> <br /> ----<br /> <br /> === Vectoring of Aircrafts ===<br /> <br /> Flugzeuge kann man mit Hilfe von Kursanweisungen in die gewünschte Flugrichtung führen. Es ist dabei zu beachten, dass eine Kursanweisungen zu einem gewünschten Punkt in Abhängigkeit von Wind, Geschwindigkeit und Bank-Angle nicht immer 100%ig zum gewünschten Ergebnis führen kann, darum ist es wichtig, ein gewisses Gefühl für die Piloten und Flugzeuge zu entwickeln. Übrigens, bei einem Bank Angle von 30° und identischer Geschwindigkeit, ist der Kurvenradius eines Airbus A380 genau so groß, wie der einer Cessna Citation, obwohl diese viel kleiner ist. Grundsätzlich empfiehlt sich, Kursanweisungen möglichst großzügig und rechtzeitig zu erteilen und ein Flugzeug lieber bei 12 dme until touchdown auf dem LOC aufzufädeln, als auf 8 dme. <br /> <br /> ----<br /> <br /> === Usage of directs ===<br /> <br /> Piloten unter RNAV und Non-RNAV sind neben dem befolgen von Kursanweisungen auch in der Lage, ihr Flugzeug direkt zu einem gewünschten Wegpunkt zu navigieren und anschließend auf der ursprünglich geplanten Route weiterzufliegen. Die Anweisung zum fliegen eines directs ist für den Piloten nicht verbindlich, er darf dies jederzeit ohne Angabe von Gründen ablehnen. In Absprache mit benachbarten Flugverkehrskontrollstellen ist es auch möglich, directs über große Entfernungen und durch mehrere Flugsicherungssektoren anzubieten. Bei der Freigabe für den Direktflug zu einem Wegpunkt ist zu prüfen, ob der Pilot davon überhaupt einen Nutzen hat, ein Shortcut welcher den Flugweg des Flugzeugs lediglich um 2 Meilen verkürzt ist kein direct und keine Hilfe für den Piloten. Bei der Vergabe von Shortcuts besteht die Gefahr, dass man sich selbst sehr schnell den Luftraum zusperrt, besonders auf Flughäfen wie Innsbruck ist es riskant allen Flugzeugen den Direktflug zum IAF (RTT bzw. KTI&nbsp;NDB) zu erteilen. Ein Direct zu einen Punkt auf einer Transition ist übrigens die gleichzeitige Freigabe für die gesamte darauffolgende Wegstrecke der Transition, allerdings nicht des vertikalen Profils, gleiches gilt für einen Direct zu einem Punkt der STAR, so ist der Pilot freigegeben für die gesamte STAR bis zum IAF, nicht mehr nur bis zum clearance limit.<br> <br /> <br /> ----<br /> <br /> = Separation =<br /> <br /> === Vertical separation ===<br /> <br /> Vertical separation is obtained by requiring aircraft using prescribed altimeter setting procedures to operate at different levels to avoid lost of separation. The vertical separation minimum shall be 1000 feet below FL 410 in RVSM&nbsp;airspace or 2000 feet above FL290 in non-RVSM&nbsp;airspaces. To fly within RVSM an aircraft must be equipped with: <br /> <br /> #2 independent altimeters <br /> #an autopilot witch must be able to hold an specific altitude <br /> #min. Mode C transponder<br /> <br /> ----<br /> <br /> === Lateral separation ===<br /> <br /> Lateral separation is also known as radar separation and shall be applied so that the distance between those portions of the intended routes for with the aircraft are to be laterally separated is never less than an established distance to account for navigational inaccuracies. Have a look into the wake turbulence separation to find the required distances for the lateral separation. <br /> <br /> ----<br /> <br /> === Wake turbulence separation ===<br /> <br /> Wake turbulence is turbulence that forms behind an aircraft as it passes through the air. This turbulence includes various components, the most important of which are wingtip vortices and jetwash. Jetwash refers simply to the rapidly moving gases expelled from a jet engine; it is extremely turbulent, but of short duration. Wingtip vortices, on the other hand, are much more stable and can remain in the air for up to three minutes after the passage of an aircraft. <br /> <br /> ===== Takeoff<br> =====<br /> <br /> An aircraft of a lower wake vortex category must not be allowed to take off less than two minutes behind an aircraft of a higher wake vortex category. If the following aircraft does not start its take off roll from the same point as the preceding aircraft, this is increased to three minutes. <br /> <br /> ===== Landing =====<br /> <br /> {| style="width: 415px; height: 256px;" class="wikitable"<br /> |-<br /> ! Preceding aircraft <br /> ! Following aircraft <br /> ! Minimum radar separation<br /> |-<br /> | rowspan="4" | Super <br /> | Super <br /> | 4 [[Nautical mile|NM]]<br /> |-<br /> | Heavy <br /> | 6 NM<br /> |-<br /> | Large <br /> | 7 NM<br /> |-<br /> | Small <br /> | 8 NM<br /> |-<br /> | rowspan="3" | Heavy <br /> | Heavy <br /> | 4 NM<br /> |-<br /> | Large <br /> | 5 NM<br /> |-<br /> | Small <br /> | 5 NM<br /> |-<br /> | Large <br /> | Small <br /> | <br /> 4 NM <br /> <br /> |}<br /> <br /> *Staying on or above leader's glide path<br>Incident data shows that the greatest potential for a wake vortex incident occurs when a light aircraft is turning from base to final behind a heavy aircraft flying a straight-in approach. Light aircraft pilots must use extreme caution and intercept their final approach path above or well behind the heavier aircraft's path. When a visual approach following a preceding aircraft is issued and accepted, the pilot is required to establish a safe landing interval behind the aircraft he was instructed to follow. The pilot is responsible for wake turbulence separation. Pilots must not decrease the separation that existed when the visual approach was issued unless they can remain on or above the flight path of the preceding aircraft.<br><br /> <br /> ----<br /> <br /> === Separation with individual speeds<br> ===<br /> <br /> A controller may issue speed instructions within an aircraft operating limits. There are two possible ways to do this, either by using Indicated Airspeed (FL280 or below) or by specifying a Mach number (FL280 or above). Take notice of the minimum speed of the aircraft! Normally you are working with "minimum clean" (means the lowest speed an aircraft can maintain without using flaps or slats above FL100. The best way to gain separation between two aircraft is to advise an specific speed to the relevant aircraft.<br /> <br /> For example:<br /> <pre>LOWW_APP: AUA14F, speed 220 knots indicated.<br /> AUA14F: Speed 220 Knots, AUA14F.<br /> </pre><br /> If the pilot reports "unable" ask the pilot witch speed would be suitable for his current situation. It is important to know that aircraft like a Boeing 747 with a lot of payload on a long distance leg is unable to stay below 250 knots during departure.<br /> <br /> *'''The phrase "<strike>Reduce to minimum approach speed</strike>" shall not be used!'''<br /> *'''Instead use "Reduce to final approach speed"'''<br /> <br /> The difference is that the minimum approach speed is the slowest speed an aircraft can possibly fly.<br /> On the other hand, the final approach speed is the planned speed from the pilot, factoring in the wind, and other margins like flap settings and such.<br /> <br /> ----<br /> <br /> <br /> <br /> = Phraseology<br> =<br /> <br /> A ...Pilot<br>G...ATC<br> <br /> <br /> ==== Approach<br> ====<br /> <br /> Standard clearances for arriving aircraft shall contain the following items, if applicable:<br> <br /> <br /> 1. Aircraft identification<br>2. Designator of assigned STAR<br>3. Runway-in-use, except when part of the STAR description<br>4. Initial level, except when this element is included in the START description and<br>5. Any other necessary instructions or information not contained in the START description, e.g. change of communication<br> <br /> <br /> ==== Type of approach procedure ====<br /> <br /> G: CLEARED / PROCEED VIA (designator) ARRIVAL<br>G: CLEARED TO (clearance limit) VIA (designator) ARRIVAL<br>G: CLEARED (type of approach) APPROACH RUNWAY (number)<br>G: CLEARED LOCALIZER APPROACH [RUNWAY (number)] [GLIDE PATH INOPERATIVE]<br>G: CLEARED APPROACH RUNWAY (number)<br>A: REQUEST (type of approach) APPROACH [RUNWAY (number)]<br>G: (type of approach) NOT AVAILABLE DUE (reason) [alternative instructions]<br>A: REQUEST (RNAV plain language designator)<br>G: CLEARED (RNAV plain language designator)<br>G: ARE YOU FAMILIAR WITH (name) APPROACH PROCEDURE [RUNWAY (number)]? <br /> <br /> ==== Straight-in approach ====<br /> <br /> A: REQUEST STRAIGHT-IN / DIRECT [type of approach] APPROACH [RUNWAY (number)]<br>G: CLEARED STRAIGHT-IN / DIRECT [type of approach] APPROACH [RUNWAY (number)]<br><br> <br /> <br /> ==== Approach instructions with radar ====<br /> <br /> G: VECTORING FOR (tpye of pilot interpreted aid) APPROACH RUNWAY (number)<br>G: VETORING FOR VISUAL APPROACH RUNWAY (number), REPORT FIELD / RUNWAY IN SIGHT<br>G: VECTORING FOR (positioning in the circuit)<br>G: VECTORING FOR SURVEILLANCE RADAR APPROACH RUNWAY (number)<br>G: VECTORING FOR PRECISION APPROACH RUNWAY (number)<br>G: (type) APPROACH NOT AVAILABLE DUE (reason) (alternative instructions)<br>G: POSITION (number) MILES FROM (position) / TOUCH DOWN. TURN LEFT / RIGHT HEADING (three digits)<br>G: YOU WILL INTERCEPT (radio aid or track) (distance) FROM (significant point) / TOUCH DOWN<br>A: REQUEST (distance) FINAL<br>G: CLEARED FOR (type) APPROCH RUNWAY (number)<br>G: REPORT ESABLISHED [ON ILS / LOCALIZER / GLIDE PATH]<br>G: REPORT ESTABLISHED ON FINAL APPROACH TRACK<br>G: CLOSING FROM LEFT / RIGHT [REPORT ESTABLISHED]<br>G: TURN LEFT / RIGHT HEADING (three digits) [TO INTERCEPT [RIGHT TO LEFT / LEFT TO RIGHT / REPORT ESTABLISHED]<br>G: EXPECT VECTORS ACROSS (localizer or radio aid) (reason)<br>G: THIS TURN WILL TAKE YOU THROUGH (localizer or radio aid) [reason]<br>G: TAKING YOU THROUGH (localizer or radio aid) [reason]<br>G: MAINTAIN (altitude) UNTIL GLIDE PATH INTERCEPTION<br>G: REPORT ESTABLISHED ON GLIDE PATH<br>G: INTERCEPT (localizer or radio aid) [REPORT ESTABLISHED]<br>G: INTERCEPT (radio aid) [LEFT TO RIGHT / RIGHT TO LEFT]<br>G: CLEARED FOR ILS APPROACH RUNWAY (number) LEFT / RIGHT<br>G: YOU HAVE CROSSED THE LOCALIZER. TURN LEFT / RIGHT IMMEDIATELY AND RETURN TO THE LOCALIZER<br>G: ILS RUNWAY (number) LEFT / RIGHT LOCALIZER FREQUENCY IS (number)<br>G: TURN LEFT / RIGHT (number) DEGREES / HEADING (three digits) IMMEDIATELY TO AVOID TRAFFIC [DEVIATING FROM ADJACENT APPROACH], CLIMB TO (level)<br>G: CLIMB TO (level) IMMEDIATELY TO AVOID TRAFFIC [DEVIATING FROM ADJACENT APPORACH] (further instructions)<br> <br /> <br /> <br> <br /> <br /> ==== Go around ====<br /> <br /> G: GO AROUND IMMEDIATELY (missed approach instruction) (reason)<br>G: IF GOING AROUND (appropriate instructions)<br>G: ARE YOU GOING AROUND?<br>A: GOING AROUND<br><br> <br /> <br /> ==== Level changes, reports and rates ====<br /> <br /> G: CLIMB / DESCEND<br>- TO (level)<br>- TO AND MAINTAIN BLOCK (level) TO (level)<br>- TO REACH (level) AT / BY (time or significant point)<br>- REPORT LEAVING / REACHING / PASSING (level)<br>- AT (number) FEET PER MINUTE [OR GREATER / LESS]<br>G: REQUEST LEVEL / FLIGHT LEVEL / ALTITUDE CHANGE FROM (name of level) [AT (time or significant point)]<br>G: STOP CLIMB / DESCENT AT (level)<br>G: CONTINUE CLIMB / DESCENT TO (level)<br>G: EXPEDITE CLIMB / DESCEND [UNTIL PASSING (level)]<br>G: RESUME NORMAL RATE OF CLIMB / DESCENT<br>G: REPORT LEAVING / REACHING / PASSING (level)<br>G: WHEN READY CLIMB / DESCENT TO (level)<br>G: EXPEDITE CLIMB / DESCENT AT (time of significant point)<br>G: EXPEDITE CLIMB / DESCENT UNTIL PASSING (level)<br>A: REQUEST DESCENT AT (time)<br>A: REQUEST ALTITUDE (number FEET) / FLIGHT LEVEL (number) VIA (route) [DUE TO (reason)]<br>A: REQUEST LEVEL CHANGE / CLIMB / DESCENT AT (time / position)<br>G: EXPECT LEVEL CHANGE / CLIMB / DESCENT<br>- FROM (name of unit)<br>- AT (time or position)<br>- AFTER PASSING (position)<br>- IN (number) MINUTES<br>G: IMMEDIATELY<br>G: AFTER PASSING (significant point)<br>G: AT (time or significant point)<br>G: WHEN READY (instructions)<br> <br /> <br /> ==== Vectoring ====<br /> <br /> G. LEAVE (significant point) HEADING (three digits) [INBOUND [AT (time)]<br>G: CONTINUE HEADING (three digits)<br>G: CONTINUE PRESENT HEADING<br>G: FLY HEADING (three digits)<br>G: TURN LEFT / RIGHT HEADING (three digits) [reason]<br>G: TURN LEFT / RIGHT (number) DEGREES [reason]<br>G: STOP TURN HEADING (three digits)<br>G: FLY HEADING (three digits), WHEN ABLE PROCEED DIRECT (name) (significant point)<br>G: HEADING IS GOOD<br>G: WHEN ABLE PROCEED DIRECT (position)<br>G: SUGGEST (suggestion)<br>G: IF UNABLE [(alternative instructions)] ADVISE<br>A: UNABLE TO COMPLY (reason)<br>G: VECTORING FOR SPACING / SEPERATION / DELAY<br>G: VECTORING DUE TO TRAFFIC<br>G: RESUME OWN NAVIGATION (position of a/c) (specific instructions)<br>G: RESUME OWN NAVIGATION [DIRECT] (significant point) [MAGNETIC TRACK (three digits) DISTANCE (number) MILES]<br>G: MAKE A THREE SIXTY TURN LEFT / RIGHT [reason]<br>G: ORBIT LEFT / RIGHT [reason]<br>G: MAKE ALL TURNS RATE ONE / RATE HALF (number) DEGREES PER SECOND START AND STOP ALL TURNS ON THE COMMAND “NOW”<br>G: ALL TURNS RATE ONE / RATE HALF (number) DEGREES PER SECOND, EXECUTE ISNTRUCTIONS IMMEDIATELY UPON RECEIPT<br>G: TURN LEFT / RIGHT NOW<br>G: STOP TURN NOW<br> <br /> <br /> ==== Speed instructions: ====<br /> <br /> G: REPORT SPEED<br>G: REPORT INDICATED AIRSPEED / TRUE AIRSPEED / MACH NUMBER<br>A: SPEED (number) KNOTS / MACH (number)<br>G: MAINTAIN (number) KNOTS / MACH (number) [OR GREATER / LESS] [UNTIL (significant point)]<br>G: DO NOT EXCEED (number) KNOTS / MACH (number)<br>G: MAINTAIN PRESENT SPEED<br>G: INCREASE / REDUCE SPEED (number) KNOTS / MACH (number) [OR GREATER / LESS]<br>G: INCREASE / REDUCE SPEED BY (number) KNOTS / MACH (number) [OR GREATER / LESS]<br>A: UNABLE TO COMPLY, INDICATED AIRSPEED WILL BE (number) KNOTS / MACH (number)<br>G: RESUME NORMAL SPEED<br>G: REDUCE TO MINIMUM APPROACH SPEED<br>G: REDUCE TO MINIMUM CLEAN SPEED<br>G: REDUCE TO MINUMUM SPEED<br>A: MINUMUM SPEED / MINIMUM CLEAN SPEED / MINIMUM APPROACH SPEED IS (number) KNOTS<br>G: NO [ATC] SPEED RESTRICTIONS<br> <br /> <br /> ==== Flight rules ====<br /> <br /> A: CANCELLING IFR<br>G: IFR CANCELLED AT (time) <br /> <br /> A: REQUEST IFR CLEARANCE<br>G: CLEARED TO (clearance limit), VIA (route) (level) (other instructions), IFR [FLIGHT] STARTS AT (position or time) / WHEN REACHING (level) / PASSING (level) / NOW [(instructions)] <br /> <br /> G: CLEARED NIGHT VFR<br>G: CLEARED SPECIAL VFR<br> <br /> <br /> = FAQs<br> =<br /> <br /> '''How do I work with STARs and Transitions?'''<br>STAR means ''Standard Terminal Arrival Route'' is like a route to the airport.This road has a name that has three parts. The first part is the navigational point where the route starts, the second is the version number, and the third is usually but again not always coupled to a certain runway(s). Transitions are connecting between the end of STAR to the final but not at any airport.<br>Using STARs and Transition simplifies the arrival considerably for both pilots and controllers. By clearing "transition and profile" the pilot has also the clearance for descending as published. So you can expect the track, descend and speed of an aircraft as published.<br><br> <br /> <br /> '''How to use a Holding?'''<br>The primary use of a holding is delaying aircraft that have arrived over their destination but cannot land yet because of traffic congestion, poor weather, or unavailability of the runway. Several aircraft may fly the same holding pattern at the same time, separated vertically by 1,000 feet or more.<br>A holding is situated around a holding fix. In a standard holding pattern the aircraft flies inbound to the holding fix on a certain course (Inbound leg). After passing the fix it turns right (standard turn: 2° per second) and flies one minute (1,5 min above FL 140) into the other direction (outbound leg). After one minute the pilot turns right again (standard turn) and establishes again on the inbound leg.<br>If you count all this together you end up with four minutes required to finish one holding pattern. However some holding patterns use left turns, others don't use one minute to measure the outbound leg, but fly to a certain distance.<br>Also every holding has a minimum altitude. <br /> <br /> <br> <br /> <br /> '''What does MRVA mean?'''<br>'''M'''inimum '''R'''adar '''V'''ectoring '''A'''ltitude: lowest altitude above MSL that can be used for IFR vectoring<br> <br /> <br /> <br> <br /> <br /> '''When is the best moment for my handoff?'''<br>Out of conflict and as early as possible.<br> <br /> <br /> <br> <br /> <br /> '''Which classes of airspace are provided in Austria?''' <br /> <br /> *C&nbsp;(Charlie) controlled airspace, IFR and VFR possible, aircontroll is mandatory. IFR will be separated to other IFR and VFR traffic, VFR traffic receive traffic information about other VFR traffic. C starts AT&nbsp;FL195 and inside Special Rules Area (e.g. SRA&nbsp;Wien)<br> <br /> *D&nbsp;(Delta) controlled airspace, IFR and VFR possible, aircontroll is mandatory. IFR is separated to other IFR and receives traffic information about other VFR;&nbsp;VFR traffic reveives information about other traffic. D in Austria covers space between FL125 and FL195 (CTA) and inside contolled zones and certain SRA. <br /> *E (Echo) controlled airspace only for IFR; VFR receives information as far as possible. In Austria up to FL125 in inside of certain TCAs ('''T'''erminal '''C'''ontrol '''A'''reas). <br /> *G&nbsp;(Golf) uncontrolled airspace. Traffic information as far as possible.<br><br><br /> <br /> '''What are Y and Z-flights?'''<br>Basically these are flights with a change between IFR/VFR<br> <br /> <br /> *Y starts with IFR, changing to VFR (IFR cancellation)<br /> <br /> *Z starts with VFR, changing to IFR (IFR pickup)<br /> <br /> <br> <br> <br /> <br /> = References<br> =<br /> <br /> Information about airspaces and airways can be found here: [http://www.vateud.net/index.php?option=com_content&view=article&id=127&Itemid=205] <br /> <br /> Details about air pressure and altitudes you will find here: [http://www.vateud.net/index.php?option=com_content&view=article&id=126&Itemid=201] <br /> <br /> Links for the reference (working) sheets you find at the airport details.<br> <br /> <br /> <br> <br /> <br /> <br> <br /> <br /> = Local Procedures =<br /> <br /> == LOWW ==<br /> <br /> Frequencies: (called Wien Radar)<br /> <br /> 134.675 Wien Approach<br><br /> 118.770 Wien N Approach<br><br /> 129.050 Wien P Approach<br><br /> 125.170 Wien M Approach<br><br /> 119.800 Wien Director rwy16/34<br><br /> 126.550 Wien Director rwy11/29<br /> <br /> '''Limits''' <br /> <br /> - vertikal: GND - FL245<br /> <br /> '''preferred RWY configurations''' <br /> <br /> - ARR 34/DEP 29<br><br /> - ARR 11+16/DEP 16<br><br /> - ARR 16/DEP 16+29<br><br /> - ARR 34/DEP 34+29<br /> <br /> <br /> <br /> <br>reference sheet you find [https://downloads.vacc-austria.org/Documents/QRS_LOWW.pdf QRS LOWW]<br /> <br /> == LOWI ==<br /> <br /> Frequencies: 119.27 <br /> <br /> Transition Altitude: 10000ft <br /> <br /> '''Limits''' <br /> <br /> - vertikal: GND - FL165 <br /> <br /> '''Arrivals''' <br /> <br /> *LOC/DME West via KTI FL130 over KUDAV<br /> <br /> *LOC//DME East via RTT 9500ft over RTT<br /> <br /> *RNP – RNAV Approach Runway 26: instrumental approach with lower minimas, final also a visual approach. Only on pilot request; different miss-appproach-procedure<br /> <br /> *RNP - RNAV Approach Rundway 08:instrumental approach with lower minimas, final also a visual Approach.<br /> <br /> *All arrivals are going via AB, finals after RUM are always visual<br /> <br /> The reference sheet you find: [https://downloads.vacc-austria.org/Documents/QRS_LOWI.pdf QRS_LOWI]<br /> <br /> == LOWG ==<br /> <br /> Frequencies: 119.3 <br /> <br /> Transition Altitude: 10000ft <br /> <br /> '''Limits''' <br /> <br /> - vertikal: GND - FL165 <br /> <br /> '''Arrivals''' There are no STARs in LOWG. Most of the arrival routes ends at GRZ-VOR. After GRAZ normally vectors are used. <br /> <br /> *ILS 35C starts at 3300ft. Best way is to intercept at LENIZ at 3500ft.<br /> <br /> *VOR-DME 35C: Approach über GRZ-VOR nach DME 7.0 GRZ (heading 147°), danach vector auf final track<br /> <br /> *VOR-DME 17C: Approach über GRZ-VOR, starts at D15. GRZ 7000ft, descend profile see chart.<br /> <br /> '''hand/over''' <br /> <br /> *LHCC_CTR via GOTAR FL150<br /> <br /> *LJLA_CTR via RADLY FL160<br /> <br /> *LOVV_CTR FL160<br /> <br /> The reference sheet you find: [https://downloads.vacc-austria.org/Documents/QRS_LOWG.pdf QRS_LOWG]<br /> <br /> == LOWK ==<br /> <br /> Frequencies: 126.825 <br /> <br /> Transition Altitude: 10000ft <br /> <br /> '''Limits''' <br /> <br /> - vertikal: GND - FL165 <br /> <br /> '''Arrivals''' <br /> <br /> *ILS 28<br /> <br /> *NDB-DME 28<br /> <br /> *NDB-DME 10<br /> <br /> *Circling 10: Anflug über ILS28, desc. 3000ft, circeling starts at KI<br /> <br /> '''hand/over''' <br /> <br /> *LJLA_CTR via REKTI FL160<br /> <br /> *LOVV_CTR FL160<br /> <br /> == <br>LOWS ==<br /> <br /> Frequencies: 123.720<br>Transition Altitude: 10000ft <br /> <br /> Limits <br /> <br /> - vertikal: GND - FL125 <br /> <br /> Arrivals <br /> <br /> ILS&nbsp;15 <br>NDB&nbsp;15&nbsp;<br>visual&nbsp;33 <br><br>hand/over <br /> <br /> EDDM_S_APP via NAPSA and TRAUN<br>EDDM_CTR via TRAUN<br>rest to LOVV_CTR, all&nbsp;FL120 <br> <br /> <br /> reference sheet you find at [http://downloads.vacc-austria.org/Documents/QRS_LOWS_v1.1.pdf downloads.vacc-austria.org/Documents/QRS_LOWS_v1.1.pdf] <br /> <br /> <br><br /> <br /> == LOWL ==<br /> <br /> Frequencies: 129.620<br>Transition Altitude: 10000ft <br /> <br /> Limits <br /> <br /> - vertikal: GND - FL165 <br /> <br /> Arrivals <br /> <br /> ILS/VOR&nbsp;08 (ILS 08 not in standard FSX)&nbsp;<br>ILS/NDB 26<br>(former RWYs known as 09 and 27) <br /> <br /> hand/over <br /> <br /> EDDM_CTR via PABSA and TRAUN<br>LKAA_CTR via ADLET<br>rest to LOVV_CTR, all FL160 <br /> <br /> <br>reference sheet you find at [http://downloads.vacc-austria.org/Documents/QRS_LOWL_v1.0.pdf downloads.vacc-austria.org/Documents/QRS_LOWL_v1.0.pdf]<br /> <br /> ==References==<br /> <br /> * http://en.wikipedia.org/wiki/Wake_turbulence<br> <br /> <br /> * The VACC-SAG.org study guide for APP is more detailed and well to read: see [[http://board.vacc-sag.org/14/23543/ this thread]] in the VACC-SAG board (you need a login, and it's free).<br /> <br /> * The Austrocontrol [[http://eaip.austrocontrol.at/lo/130110/PART_2/LO_ENR_1_4_en.pdf airspace definition]]<br /> <br /> [[Category:Documents]] [[Category:Study_Guides]] [[Category:Training]] [[Category:Controller]]</div>

Michael Hoffmann https://wiki.vacc-austria.org/index.php?title=Study_Guide:Delivery&diff=4165 Study Guide:Delivery 2020-09-30T16:16:59Z

<p>Michael Hoffmann: /* VFR flight plans */</p> <hr /> <div>'' <-- Back: [[Study Guide:OBS]] - Overview: [[Study Guide]] - Next--> [[Study Guide:Ground]]''<br /> <br /> == Introduction ==<br /> <br /> This Study Guide has been designed to give you all the information needed to start controlling as a Clearance/Delivery controller on the VATSIM network. It assumes, that you have read and understood the [[Study Guide:OBS]] before and have logged in as observer.<br /> <br /> == Working Delivery Positions ==<br /> <br /> Clearance Delivery is responsible for checking and correcting flightplans of departing aircraft and issue routing clearances to them. This task may sound boring, but is important for upstream controllers: Clearances take time (on the radio) and may block vital commands (like takeoff and landing clearances), and radar stations rely on the checked and cleared values (SIDs and clearance altitudes) for their controlling. If DEL makes mistakes, APP will have trouble.<br /> <br /> There are 2 types of flight plans at VATSIM:<br /> *IFR: Any pilot who flies IFR must file a flight plan. It contains the exact routing from departure to arrival, cruise altitude and some more information which controllers need for their job.<br /> <br /> *VFR: VFR pilots can file flight plans, but they don't need to. They can simply ask for taxi clearance, take off and continue in uncontrolled airspace.<br /> <br /> === Flightplan Structure ===<br /> <br /> '''Flight plans''' are documents filed by pilots with the local Civil Aviation Authority prior to departure. They generally include basic information such as departure and arrival points, estimated time en route, alternate airports in case of bad weather, type of flight (whether instrument flight rules or visual flight rules), pilot's name and number of people on board.<br /> <br /> At VATSIM, flight plans are filed with a VATSIM server. It can be done out of the simulator via the selected VATSIM client (Squawkbox, Xsquawkbox, ...), or [https://cert.vatsim.net/fp/file.php via the web].<br /> <br /> '''For IFR flights''', flight plans are used by air traffic control to initiate tracking and routing services. <br /> <br /> Aircraft routing types used in IFR flight plans are: Airway, Navaid and Direct. A route may be composed of segments of different routing types. <br /> <br /> #'''Airway:''' Airway routing occurs along pre-defined pathways called Airways. Mostly aircraft are required to fly airways between the departure and destination airports. The rules cover altitude, airspeed, and requirements for entering and leaving the airway (SIDs and STARs). Airways have letters and numbers like "Y868 or "UM125".<br /> #'''Navaid:''' Navaid routing occurs between Navaids (short for Navigational Aids) which are not always connected by airways. Navaid flight plans are used for IFR aircraft which don't have a GPS receiver - they can't follow waypoints. Navaid routing is typically only allowed in the continental U.S. If a flight plan specifies Navaid routing between two Navaids which are connected via an airway, the rules for that particular airway must be followed as if the aircraft was flying Airway routing between those two Navaids. Allowable altitudes are covered in Flight Levels. <br /> #'''Direct:''' Direct routing occurs when one or both of the route segment endpoints are at a latitude/longitude which is not located at a Navaid.<br /> <br /> '''For VFR flights''', their only purpose is to provide needed information should search and rescue operations be required. At VATSIM, a VFR flight plan is handy for controllers, as it shows vital information with the airplane tag on the radar, like the destination.<br /> <br /> === Flight Plan Syntax ===<br /> <br /> '''Syntax for IFR flight plans''' is quite strict, and pilots are encouraged to look up flight plans via online tools (like [http://www.vatroute.net www.vatroute.net]) and paste the code into the routing field. The form is usually <waypoint><route><waypoint><route><destination>, where every waypoint is noted, where the itinerary changes from one route to another (waypoints on the route are omitted). This is necessary, as radar clients (Euroscope) read and interpret this data. <br /> <br /> Example: A valid routing from LOWW to EDDM is the following:<br /> <br /> SOVIL DCT SITNI DCT BAGSI DCT MATIG DCT AMADI Q113 NAPSA<br /> <br /> * SOVIL is the SID exit point (where the aircraft leaves the SID. For more information on the SID, see https://vacc-austria.org/index.php?page=content/chartlist&icao=LOWW).<br /> * SITNI BAGSI MATIG AMADI are enroute waypoints<br /> * Q113 is the route to the STAR entry point for EDDM.<br /> * The "DCT" in-between means that there is no airway between these points: they are "DireCT".<br /> <br /> '''Syntax for VFR flight plans''' is unregulated and should be self-explanatory (controllers read it themselves). A good code for a VFR flight from LOWW to LOWI might be:<br /> <br /> SIERRA SEMMERING MUR MÜRZ LOWZ GERLOS MIKE<br /> <br /> * Sector S is the preferred VFR exit route from Vienna TMA<br /> * The rest is a description of a popular route to Innsbruck through scenic mountains<br /> * Mike ist the logical entry into LOWI.<br /> <br /> ----<br /> <br /> == Workflow for DEL controllers ==<br /> === 1. Setup ===<br /> When you log in as DEL, you have to do two things (if waiting pilots jump on you, tell them to stand by until you have done it!):<br /> # Check with the upstream controller (TWR, APP, CTR) for active runways and set active airport and runways in your Euroscope "active runways" dialogue box.<br /> # Check with the upstream controller the active ATIS letter. Set your ATIS dialog box to your airport and the active letter, but don't connect (ATIS is TWR's job). Set this way, Euroscope will show the valid ATIS letter in your METAR list and you don't need to ask every few minutes. <br /> # If there is no Tower or upstream, then create a ATIS.<br /> <br /> ===Choosing the active runways===<br /> The guiding principle in choosing the active runways is that aircraft prefer to depart and land into the wind.<br /> An airport has one runway named 16/34. The wind is reported as 320 degrees at 14 knots. In <br /> this case runway 34 is chosen as the active runway.<br /> <br /> Look at a more complicated example:<br /> <br /> LOWW has two runways: 16/34 and 11/29.<br /> Suppose, wind is 020°, and you see: runway 34 is only 40° off, while 110 is 90° off --> runway 34 is the better choice.<br /> <br /> Beware: All major airports have preferential runway configurations which depend on approach configuration, noise abatement and terrain.<br /> <br /> Generally, tailwind components of up to five knots are normally accepted.<br /> <br /> However due to noise abatement and terrain considerations most airports have some kind of preferential runway system. <br /> Bear in mind that it is the pilots decision whether he can accept a certain runway because only he knows the performance of his aircraft.<br /> <br /> For details on the preferred runway configurations for a specific airport ask your mentor or look into the airport QRS (quick reference sheets). See in the Resources section at the very bottom for links to them.<br /> <br /> === ATIS ===<br /> <br /> ATIS stands for Automatic Terminal Information Service and is a usually automatically generated broadcast that contains essential informations for pilots. It is continuously broadcasted on a dedicated frequency. On initial contact with the controller, pilots should already have listened to the ATIS and state the identifying letter. <br /> <br /> A ATIS broadcast has to consist of: <br /> <br /> *Name of the Airport <br /> *Identification Letter <br /> *Time of Observation <br /> *Active Runways <br /> *Transition Level <br /> *Wind direction and velocity <br /> *Visibilities <br /> *Special weather conditions (such as rain) <br /> *Cloud ceiling <br /> *Temperature and Dewpoint <br /> *QNH <br /> *Trends<br /> <br /> It is updated every 30 minutes or as soon as significant changes occur. In practice the ATIS function of Euroscope should be used. You can find the necessary files [http://www.vacc-austria.org/index.php?page=content/static&id=SOFTWARE_ATC here]. Please consult enclosed readme for information how to use this package.<br /> <br /> <br><br /> <br /> === 2. Check the flight Plan ===<br /> At VATSIM, the journey starts with an aircraft popping up at an airport. Initially, the tag (in Euroscope) will show "NOFP", meaning: No flight plan filed so far. Some time later, a destination and more will show up, and that means: The pilot has filed a flight plan. At this point, DEL controller work starts, but Euroscope has done already some work for you. DEL's job is to check and complete it, and to give clearance to the pilot. First, Check, if it is a VFR or IFR flight plan.<br /> <br /> '''For IFR flight plans, ...'''<br /> <br /> * Check, if "From"-Airport is yours and "To"-Airport makes sense. It is unlikely that a C172 will fly to GATB (Timbuktu) without stopovers, as well as a B737 flies VFR to KJFK. If anything looks wrong, then ask the pilot to refile the flight plan.<br /> * Check, if departure runway corresponds to the active runway. If not, then check your runway settings in Euroscope (Pilots never file a particular runway - it's Euroscope setting it for you).<br /> * Check, if cruise altitude is correct: Cruise altitude is stated in flight levels (hundreds of feet): FL280 means 28000 feet (at QNH 1013, to be really correct). For flight levels below FL410, '''westbound flights have even flight levels''', and '''eastbound flights have odd flight levels.''' Above FL410, flight levels increase by 20: west is FL430-470-510-550 etc, east is 450-490-530-570 etc (in real, only Concordes request flight levels that high). If the cruise altitude is wrong, ask the pilot for the nearest correct altitudes up or down. If you want, correct the RFL or tell the pilot to file again. <br /> *Check, if there is a valid SID from the active runway to the first waypoint in the flight plan. If not, then look for the cause. It could be an invalid flight plan (a flight plan must contain a waypoint which is the end of a SID - most SIDs have the waypoint in their names: SOVIL*B is the SID leading from LOWW rwy 16 to SOVIL). If the flight plan does not contain any valid waypoint, ask the pilot to refile a correct flight plan. If the flight plan is correct, then you might need to manually select the best SID. <br /> <br /> Watch out: <br /> * In some airports (like LOWI), there are more SIDs to the same waypoint, valid for different aircraft (usually, one is "standard" and the other are "special departure" depending on aircraft performance and equipment).<br /> * In most airports, there are special SIDs for aircraft with no FMC (the co-called Non-RNAV departures: they only rely on VOR and NDB).<br /> * Some departures are only for jet or only for prop aircraft.<br /> * Some airports have noise abatement procedures after certain hours in the evening.<br /> <br /> Euroscope has already selected the first matching SID in the alphabet. Check, if this SID is applicable to the aircraft type, performance, equipment and time (you might want to check with APP to clarify, which SIDs are correct), and select the best SID.<br /> <br /> '''For VFR flight plans''', the task is easier. usually, it contains the destination and a verbal description of the pilot's intention (could be "circuits" or "platzrunde",("TGL"= Touch and go landings) or "LOWL via Donau"). <br /> <br /> * Check, if this intention is possible and makes sense (you might check with TWR).<br /> <br /> === 2. Set Squawk and initial clearance altitude ===<br /> *Set a squawk now. The squawk number space is predefined for each airport and written in the sector file. For normal purposes, automatic squawk allocation in Euroscope works fine. In high traffic situations like Finally Austria, the squawk space runs out quickly, and Euroscope runs mad and shouts "DUPE" (for "duplicate squawk"). Technically, this is not a problem at VATSIM, but annoying. In this case, you have to set squawk codes by hand and start to fill other squawk number spaces, like 2500+. Don't attempt to set a squawk with a number higher than 7 - squawks are octets and don't have 8 and 9 (4707 is good, 4708 does not work).<br /> * Since 2016, real-life technology has changed. The so-called "transponder mode S" ("S" stands for "selective") allows aircraft to be linked with other means than the transponder code. All mode S aircraft receive squawk 1000. This makes Euroscope shout "DUPE" again. To silence this warning, "1000" must be added to the VFR codes ("7000" should be in there too). It's a setting: You do it once and gone.<br /> *Set the initial climb altitude. This differs from airport to airport. LOWW has 5000ft for all SIDs ("A50" in the list), In LOWI, you have to check with APP (it's between FL120 and 160), and Salzburg has different altitudes for different SIDs (look into the SID description).<br /> <br /> === 3. Wait for initial contact ===<br /> ATC is a service job - you wait for the pilot to come to you, as in real life you don't know if the pilot is on your frequency at all.<br /> At some point, the aircraft will call you, ideally with the first (long) phrase. When congested, the short form is used:<br /> <pre>LHA123: Wien Delivery, servus. Leipzig Air 123, Info B on board, gate C31, Fokker 70, requesting IFR clearance to München.<br /> LHA456: Wien Delivery, Leipzig Air 456 on gate 32 requesting IFR clearance.</pre><br /> <br /> Why should the pilot give aircraft and gate information? Because you want to double-triplecheck, if you deal with the correct aircraft: It can happen that you mistake LHA123 with LHA132, but it is unlikely that you mistake a LHA123 B737 to Munich on gate 32 with a LHA132 A320 to Athens on F02.<br /> <br /> === 4. Issue IFR Routing Clearances ===<br /> <br /> First, clear everything which is wrong or unclear in the flight plan, something like ...<br /> <pre>DEL: Leipzig Air 123, servus. Sir check your flight plan you fly westbound in that case your flight level must be an even flight level.<br /> What do you prefer flight level 310 or 330?<br /> LHA123: Flight level 310, Leipzig Air 123.</pre><br /> <br /> If you '''change anything in the flight plan''' (like RFL=requested flight level), then you must edit his flight plan in Euroscope, and you must tell the pilot:<br /> <br /> DEL: LHA123, flight plan amended with new flight level 300.<br /> <br /> Then (if you have an amendment, even in one broadcast without readback), '''issue your clearance''':<br /> <br /> DEL gives routing clearances to all departing aircraft with the following information:<br> <br /> <br /> * aircraft identification<br /> * clearance limit (normally destination aerodrome)<br /> * designator of the assigned SID<br /> * Cleared (initial) flight level<br /> * allocated SSR code (the "squawk")<br /> * any other necessary instructions or information not contained in the SID description, e.g. instructions relating to change of frequency or CTOT (= Calculated take-off time) Slot time (Normally not used on the VATSIM network)<br /> * You may include a confirmation of the ATIS letter.<br /> <br /> Normal construction of a routing clearance: <br /> <br /> <pre>Callsign, cleared to XXXX via XXXXX XX departure, initial climb 5000ft, Squawk 46XX</pre><br /> <br /> Example: <br /> <br /> <pre>Austrian 125, cleared to Frankfurt via LUGEM 1C departure, initial climb 5000ft,<br /> Squawk 4601, info B is current.</pre><br /> <br /> Some Aircraft are not able to follow SIDs for various reasons, most of the time due to missing equipment. In these cases you should issue a so called vectored departure. A vectored departure clearance includes the same components as a normal clearance but instead of the SID you issue instructions to be carried out after departure.<br /> <br /> Callsign,cleared to XXXX, after departure RWY XX yyyy, initial climb 5000ft,<br /> Squawk 46XX<br /> <br /> Example: <br /> <br /> <pre>Austrian 125, cleared to Frankfurt, after departure Runway 29, turn left heading 240<br /> expect vectors to LUGEM, initial climb 5000 ft, Squawk 4601.</pre><br /> <br /> You can find the instructions for each Airport within the [[Study Guide:Airport Details]] If the pilot responds with a correct readback you should answer with the following phrase: <br /> <br /> Callsign, readback correct => Austrian 125, readback correct<br /> <br /> === 5. Handover ===<br /> Afterwards you either hand the pilot over to GND or wait for his startup request, depending on local procedures. You can do this joint with the readback answer, like:<br /> <br /> Austrian 125, readback correct, contact Wien Ground "frequency" 121.60. Bye Bye<br /> <br /> ----<br /> <br /> == Special Situations (High Traffic, Slots, ...) ==<br /> <br /> === Missing ATIS ===<br /> *Maybe there is no upstream controller. Then you ask the pilot, which runway he wants to use. Then you can clear him.<br /> *Maybe there is a technical problem and TWR cannot connect any ATIS. In this case, you have to check with TWR, which runway is in use, and get the METAR yourself from Euroscope. If the pilot does not find any ATIS, he/she should contact you with the following phrase. Anyway, you should answer him as follows, before any other clearance is given:<br /> <br /> LHA123: Wien DEL, Leipzig Air 123, Position E42, requesting airport information.<br /> DEL: Leipzig 123, Wien Delivery, servus. Active runway is 34, wind 320 at 10, QNH 1030.<br /> <br /> === VFR flight plans ===<br /> The Tower is responsible for VFR traffic. However, pilots have to contact DEL for clearance. You have to enquire with Tower about the details of the departure.<br /> <br /> - runway to expect (VFR is not bound to the active rwy)<br /> <br /> - route to expect<br /> <br /> The pilot should call you 10min before the flight for clearance.<br /> <br /> OE-DLT: C172 at General aviation, request VFR clearance for Leave control zone<br /> DEL: OE-DLT Active rwy16, cleared to leave via Sector Sierra, 1500ft or below, Squawk 0001.<br /> OE-DLT: cleared to leave via Sector Sierra, 1500ft or below, Squawk 0001.<br /> DEL: Readback correct, contact Ground 121.600Mhz.<br /> <br /> OE-DLT: C172 Parkbereich der Allgemeinen Luftfahrt, erbitte VFR clearance für verlassen der Kontrollzone<br /> DEL: OE-DLT Aktive Piste 16, verlassen sie die Kontrollzone über Sektor Sierra, 1500ft oder darunter, Transponder 0001.<br /> OE-DLT: Berlassen die Kontrollzone über Sektor Sierra, 1500ft oder darunter, Transponder 0001.<br /> DEL: Korrekt, kontaktieren Sie Wien Rollkontrolle 121.600Mhz.<br /> <br /> <br /> '''Important Note''':<br /> <br /> Squawks like 4601, 4602, and so on are reserved for IFR Flights. For VFR take a Range of 0001 - 0020 for example. Keep in mind if you have high traffic and that is in normal time IFR it's better you take squawks like 0002 and so on.<br /> <br /> As Mode-S transponder are mandatory in Austria, using the VFR squawk 7000 exclusively is sufficient as well.<br /> <br /> === Slots ===<br /> <br /> In order to guarantee a safe flow of traffic and to minimize delays in the air so called slots are being used. A slot is a timeframe of five minutes before to ten minutes after the CTOT (Calculated Time Of Takeoff) mentioned before. The aircraft has to depart within this timeframe from its departure airport. On the VATSIM network this system is only used on special occasions.<br /> <br /> In real world the are always reserved Slots for the airliners. If they fail the slot time they must wait for a new. The reason is that you won't want too many aircraft in the air with no space to land. Responsible for the Slot Coordianten is the CFMU called "Central Flow Management" Unit in Brussels. The CFMU analyses and calculates traffic demand for 1 day, per week, per month and so on.<br /> <br /> === Behavior in situations with increased traffic ===<br /> <br /> Sometimes one of your neighboring sectors has to stop accepting traffic. In these cases you should delay an aircrafts start-up clearance. <br /> <br /> If possible you should inform the pilot about the expected delay: <br /> <br /> Austrian 125, readback correct, expect startup in 10 minutes. "The reason for that is we have an emergency in progress"<br /> Austrian 125, startup approved, expect departure in 10 minutes. Thanks for Information<br /> <br /> === More Information ===<br /> If you really want to study hard, then read the relevant sections for DEL in the official [http://www.austrocontrol.at/jart/prj3/austro_control/data/dokumente/YQPMe_LO_Circ_2012_B_04_en.pdf radio telephony guide from Austrocontrol].<br /> <br /> A really good index (and much more orderly is [http://contentzone.eurocontrol.int/phraseology/ here at Eurocontrol].<br /> <br /> <br /> ----<br /> <br /> <br /> <br /> '' Prev: [[Study Guide:OBS]] - Overview: [[Study Guide]] - Next: [[Study Guide:Ground]]''<br /> <br /> [[Category:Documents]] [[Category:Study_Guides]] [[Category:Training]] [[Category:Controller]]</div>

Michael Hoffmann https://wiki.vacc-austria.org/index.php?title=Study_Guide:Delivery&diff=4164 Study Guide:Delivery 2020-09-30T16:15:53Z

<p>Michael Hoffmann: /* VFR flight plans */</p> <hr /> <div>'' <-- Back: [[Study Guide:OBS]] - Overview: [[Study Guide]] - Next--> [[Study Guide:Ground]]''<br /> <br /> == Introduction ==<br /> <br /> This Study Guide has been designed to give you all the information needed to start controlling as a Clearance/Delivery controller on the VATSIM network. It assumes, that you have read and understood the [[Study Guide:OBS]] before and have logged in as observer.<br /> <br /> == Working Delivery Positions ==<br /> <br /> Clearance Delivery is responsible for checking and correcting flightplans of departing aircraft and issue routing clearances to them. This task may sound boring, but is important for upstream controllers: Clearances take time (on the radio) and may block vital commands (like takeoff and landing clearances), and radar stations rely on the checked and cleared values (SIDs and clearance altitudes) for their controlling. If DEL makes mistakes, APP will have trouble.<br /> <br /> There are 2 types of flight plans at VATSIM:<br /> *IFR: Any pilot who flies IFR must file a flight plan. It contains the exact routing from departure to arrival, cruise altitude and some more information which controllers need for their job.<br /> <br /> *VFR: VFR pilots can file flight plans, but they don't need to. They can simply ask for taxi clearance, take off and continue in uncontrolled airspace.<br /> <br /> === Flightplan Structure ===<br /> <br /> '''Flight plans''' are documents filed by pilots with the local Civil Aviation Authority prior to departure. They generally include basic information such as departure and arrival points, estimated time en route, alternate airports in case of bad weather, type of flight (whether instrument flight rules or visual flight rules), pilot's name and number of people on board.<br /> <br /> At VATSIM, flight plans are filed with a VATSIM server. It can be done out of the simulator via the selected VATSIM client (Squawkbox, Xsquawkbox, ...), or [https://cert.vatsim.net/fp/file.php via the web].<br /> <br /> '''For IFR flights''', flight plans are used by air traffic control to initiate tracking and routing services. <br /> <br /> Aircraft routing types used in IFR flight plans are: Airway, Navaid and Direct. A route may be composed of segments of different routing types. <br /> <br /> #'''Airway:''' Airway routing occurs along pre-defined pathways called Airways. Mostly aircraft are required to fly airways between the departure and destination airports. The rules cover altitude, airspeed, and requirements for entering and leaving the airway (SIDs and STARs). Airways have letters and numbers like "Y868 or "UM125".<br /> #'''Navaid:''' Navaid routing occurs between Navaids (short for Navigational Aids) which are not always connected by airways. Navaid flight plans are used for IFR aircraft which don't have a GPS receiver - they can't follow waypoints. Navaid routing is typically only allowed in the continental U.S. If a flight plan specifies Navaid routing between two Navaids which are connected via an airway, the rules for that particular airway must be followed as if the aircraft was flying Airway routing between those two Navaids. Allowable altitudes are covered in Flight Levels. <br /> #'''Direct:''' Direct routing occurs when one or both of the route segment endpoints are at a latitude/longitude which is not located at a Navaid.<br /> <br /> '''For VFR flights''', their only purpose is to provide needed information should search and rescue operations be required. At VATSIM, a VFR flight plan is handy for controllers, as it shows vital information with the airplane tag on the radar, like the destination.<br /> <br /> === Flight Plan Syntax ===<br /> <br /> '''Syntax for IFR flight plans''' is quite strict, and pilots are encouraged to look up flight plans via online tools (like [http://www.vatroute.net www.vatroute.net]) and paste the code into the routing field. The form is usually <waypoint><route><waypoint><route><destination>, where every waypoint is noted, where the itinerary changes from one route to another (waypoints on the route are omitted). This is necessary, as radar clients (Euroscope) read and interpret this data. <br /> <br /> Example: A valid routing from LOWW to EDDM is the following:<br /> <br /> SOVIL DCT SITNI DCT BAGSI DCT MATIG DCT AMADI Q113 NAPSA<br /> <br /> * SOVIL is the SID exit point (where the aircraft leaves the SID. For more information on the SID, see https://vacc-austria.org/index.php?page=content/chartlist&icao=LOWW).<br /> * SITNI BAGSI MATIG AMADI are enroute waypoints<br /> * Q113 is the route to the STAR entry point for EDDM.<br /> * The "DCT" in-between means that there is no airway between these points: they are "DireCT".<br /> <br /> '''Syntax for VFR flight plans''' is unregulated and should be self-explanatory (controllers read it themselves). A good code for a VFR flight from LOWW to LOWI might be:<br /> <br /> SIERRA SEMMERING MUR MÜRZ LOWZ GERLOS MIKE<br /> <br /> * Sector S is the preferred VFR exit route from Vienna TMA<br /> * The rest is a description of a popular route to Innsbruck through scenic mountains<br /> * Mike ist the logical entry into LOWI.<br /> <br /> ----<br /> <br /> == Workflow for DEL controllers ==<br /> === 1. Setup ===<br /> When you log in as DEL, you have to do two things (if waiting pilots jump on you, tell them to stand by until you have done it!):<br /> # Check with the upstream controller (TWR, APP, CTR) for active runways and set active airport and runways in your Euroscope "active runways" dialogue box.<br /> # Check with the upstream controller the active ATIS letter. Set your ATIS dialog box to your airport and the active letter, but don't connect (ATIS is TWR's job). Set this way, Euroscope will show the valid ATIS letter in your METAR list and you don't need to ask every few minutes. <br /> # If there is no Tower or upstream, then create a ATIS.<br /> <br /> ===Choosing the active runways===<br /> The guiding principle in choosing the active runways is that aircraft prefer to depart and land into the wind.<br /> An airport has one runway named 16/34. The wind is reported as 320 degrees at 14 knots. In <br /> this case runway 34 is chosen as the active runway.<br /> <br /> Look at a more complicated example:<br /> <br /> LOWW has two runways: 16/34 and 11/29.<br /> Suppose, wind is 020°, and you see: runway 34 is only 40° off, while 110 is 90° off --> runway 34 is the better choice.<br /> <br /> Beware: All major airports have preferential runway configurations which depend on approach configuration, noise abatement and terrain.<br /> <br /> Generally, tailwind components of up to five knots are normally accepted.<br /> <br /> However due to noise abatement and terrain considerations most airports have some kind of preferential runway system. <br /> Bear in mind that it is the pilots decision whether he can accept a certain runway because only he knows the performance of his aircraft.<br /> <br /> For details on the preferred runway configurations for a specific airport ask your mentor or look into the airport QRS (quick reference sheets). See in the Resources section at the very bottom for links to them.<br /> <br /> === ATIS ===<br /> <br /> ATIS stands for Automatic Terminal Information Service and is a usually automatically generated broadcast that contains essential informations for pilots. It is continuously broadcasted on a dedicated frequency. On initial contact with the controller, pilots should already have listened to the ATIS and state the identifying letter. <br /> <br /> A ATIS broadcast has to consist of: <br /> <br /> *Name of the Airport <br /> *Identification Letter <br /> *Time of Observation <br /> *Active Runways <br /> *Transition Level <br /> *Wind direction and velocity <br /> *Visibilities <br /> *Special weather conditions (such as rain) <br /> *Cloud ceiling <br /> *Temperature and Dewpoint <br /> *QNH <br /> *Trends<br /> <br /> It is updated every 30 minutes or as soon as significant changes occur. In practice the ATIS function of Euroscope should be used. You can find the necessary files [http://www.vacc-austria.org/index.php?page=content/static&id=SOFTWARE_ATC here]. Please consult enclosed readme for information how to use this package.<br /> <br /> <br><br /> <br /> === 2. Check the flight Plan ===<br /> At VATSIM, the journey starts with an aircraft popping up at an airport. Initially, the tag (in Euroscope) will show "NOFP", meaning: No flight plan filed so far. Some time later, a destination and more will show up, and that means: The pilot has filed a flight plan. At this point, DEL controller work starts, but Euroscope has done already some work for you. DEL's job is to check and complete it, and to give clearance to the pilot. First, Check, if it is a VFR or IFR flight plan.<br /> <br /> '''For IFR flight plans, ...'''<br /> <br /> * Check, if "From"-Airport is yours and "To"-Airport makes sense. It is unlikely that a C172 will fly to GATB (Timbuktu) without stopovers, as well as a B737 flies VFR to KJFK. If anything looks wrong, then ask the pilot to refile the flight plan.<br /> * Check, if departure runway corresponds to the active runway. If not, then check your runway settings in Euroscope (Pilots never file a particular runway - it's Euroscope setting it for you).<br /> * Check, if cruise altitude is correct: Cruise altitude is stated in flight levels (hundreds of feet): FL280 means 28000 feet (at QNH 1013, to be really correct). For flight levels below FL410, '''westbound flights have even flight levels''', and '''eastbound flights have odd flight levels.''' Above FL410, flight levels increase by 20: west is FL430-470-510-550 etc, east is 450-490-530-570 etc (in real, only Concordes request flight levels that high). If the cruise altitude is wrong, ask the pilot for the nearest correct altitudes up or down. If you want, correct the RFL or tell the pilot to file again. <br /> *Check, if there is a valid SID from the active runway to the first waypoint in the flight plan. If not, then look for the cause. It could be an invalid flight plan (a flight plan must contain a waypoint which is the end of a SID - most SIDs have the waypoint in their names: SOVIL*B is the SID leading from LOWW rwy 16 to SOVIL). If the flight plan does not contain any valid waypoint, ask the pilot to refile a correct flight plan. If the flight plan is correct, then you might need to manually select the best SID. <br /> <br /> Watch out: <br /> * In some airports (like LOWI), there are more SIDs to the same waypoint, valid for different aircraft (usually, one is "standard" and the other are "special departure" depending on aircraft performance and equipment).<br /> * In most airports, there are special SIDs for aircraft with no FMC (the co-called Non-RNAV departures: they only rely on VOR and NDB).<br /> * Some departures are only for jet or only for prop aircraft.<br /> * Some airports have noise abatement procedures after certain hours in the evening.<br /> <br /> Euroscope has already selected the first matching SID in the alphabet. Check, if this SID is applicable to the aircraft type, performance, equipment and time (you might want to check with APP to clarify, which SIDs are correct), and select the best SID.<br /> <br /> '''For VFR flight plans''', the task is easier. usually, it contains the destination and a verbal description of the pilot's intention (could be "circuits" or "platzrunde",("TGL"= Touch and go landings) or "LOWL via Donau"). <br /> <br /> * Check, if this intention is possible and makes sense (you might check with TWR).<br /> <br /> === 2. Set Squawk and initial clearance altitude ===<br /> *Set a squawk now. The squawk number space is predefined for each airport and written in the sector file. For normal purposes, automatic squawk allocation in Euroscope works fine. In high traffic situations like Finally Austria, the squawk space runs out quickly, and Euroscope runs mad and shouts "DUPE" (for "duplicate squawk"). Technically, this is not a problem at VATSIM, but annoying. In this case, you have to set squawk codes by hand and start to fill other squawk number spaces, like 2500+. Don't attempt to set a squawk with a number higher than 7 - squawks are octets and don't have 8 and 9 (4707 is good, 4708 does not work).<br /> * Since 2016, real-life technology has changed. The so-called "transponder mode S" ("S" stands for "selective") allows aircraft to be linked with other means than the transponder code. All mode S aircraft receive squawk 1000. This makes Euroscope shout "DUPE" again. To silence this warning, "1000" must be added to the VFR codes ("7000" should be in there too). It's a setting: You do it once and gone.<br /> *Set the initial climb altitude. This differs from airport to airport. LOWW has 5000ft for all SIDs ("A50" in the list), In LOWI, you have to check with APP (it's between FL120 and 160), and Salzburg has different altitudes for different SIDs (look into the SID description).<br /> <br /> === 3. Wait for initial contact ===<br /> ATC is a service job - you wait for the pilot to come to you, as in real life you don't know if the pilot is on your frequency at all.<br /> At some point, the aircraft will call you, ideally with the first (long) phrase. When congested, the short form is used:<br /> <pre>LHA123: Wien Delivery, servus. Leipzig Air 123, Info B on board, gate C31, Fokker 70, requesting IFR clearance to München.<br /> LHA456: Wien Delivery, Leipzig Air 456 on gate 32 requesting IFR clearance.</pre><br /> <br /> Why should the pilot give aircraft and gate information? Because you want to double-triplecheck, if you deal with the correct aircraft: It can happen that you mistake LHA123 with LHA132, but it is unlikely that you mistake a LHA123 B737 to Munich on gate 32 with a LHA132 A320 to Athens on F02.<br /> <br /> === 4. Issue IFR Routing Clearances ===<br /> <br /> First, clear everything which is wrong or unclear in the flight plan, something like ...<br /> <pre>DEL: Leipzig Air 123, servus. Sir check your flight plan you fly westbound in that case your flight level must be an even flight level.<br /> What do you prefer flight level 310 or 330?<br /> LHA123: Flight level 310, Leipzig Air 123.</pre><br /> <br /> If you '''change anything in the flight plan''' (like RFL=requested flight level), then you must edit his flight plan in Euroscope, and you must tell the pilot:<br /> <br /> DEL: LHA123, flight plan amended with new flight level 300.<br /> <br /> Then (if you have an amendment, even in one broadcast without readback), '''issue your clearance''':<br /> <br /> DEL gives routing clearances to all departing aircraft with the following information:<br> <br /> <br /> * aircraft identification<br /> * clearance limit (normally destination aerodrome)<br /> * designator of the assigned SID<br /> * Cleared (initial) flight level<br /> * allocated SSR code (the "squawk")<br /> * any other necessary instructions or information not contained in the SID description, e.g. instructions relating to change of frequency or CTOT (= Calculated take-off time) Slot time (Normally not used on the VATSIM network)<br /> * You may include a confirmation of the ATIS letter.<br /> <br /> Normal construction of a routing clearance: <br /> <br /> <pre>Callsign, cleared to XXXX via XXXXX XX departure, initial climb 5000ft, Squawk 46XX</pre><br /> <br /> Example: <br /> <br /> <pre>Austrian 125, cleared to Frankfurt via LUGEM 1C departure, initial climb 5000ft,<br /> Squawk 4601, info B is current.</pre><br /> <br /> Some Aircraft are not able to follow SIDs for various reasons, most of the time due to missing equipment. In these cases you should issue a so called vectored departure. A vectored departure clearance includes the same components as a normal clearance but instead of the SID you issue instructions to be carried out after departure.<br /> <br /> Callsign,cleared to XXXX, after departure RWY XX yyyy, initial climb 5000ft,<br /> Squawk 46XX<br /> <br /> Example: <br /> <br /> <pre>Austrian 125, cleared to Frankfurt, after departure Runway 29, turn left heading 240<br /> expect vectors to LUGEM, initial climb 5000 ft, Squawk 4601.</pre><br /> <br /> You can find the instructions for each Airport within the [[Study Guide:Airport Details]] If the pilot responds with a correct readback you should answer with the following phrase: <br /> <br /> Callsign, readback correct => Austrian 125, readback correct<br /> <br /> === 5. Handover ===<br /> Afterwards you either hand the pilot over to GND or wait for his startup request, depending on local procedures. You can do this joint with the readback answer, like:<br /> <br /> Austrian 125, readback correct, contact Wien Ground "frequency" 121.60. Bye Bye<br /> <br /> ----<br /> <br /> == Special Situations (High Traffic, Slots, ...) ==<br /> <br /> === Missing ATIS ===<br /> *Maybe there is no upstream controller. Then you ask the pilot, which runway he wants to use. Then you can clear him.<br /> *Maybe there is a technical problem and TWR cannot connect any ATIS. In this case, you have to check with TWR, which runway is in use, and get the METAR yourself from Euroscope. If the pilot does not find any ATIS, he/she should contact you with the following phrase. Anyway, you should answer him as follows, before any other clearance is given:<br /> <br /> LHA123: Wien DEL, Leipzig Air 123, Position E42, requesting airport information.<br /> DEL: Leipzig 123, Wien Delivery, servus. Active runway is 34, wind 320 at 10, QNH 1030.<br /> <br /> === VFR flight plans ===<br /> The Tower is responsible for VFR traffic. However, pilots have to contact DEL for clearance. You have to enquire with Tower about the details of the departure.<br /> <br /> - runway to expect (VFR is not bound to the active rwy)<br /> <br /> - route to expect<br /> <br /> The pilot should call you 10min before the flight for clearance.<br /> <br /> OE-DLT: C172 at General aviation, request VFR clearance for Leave control zone<br /> DEL: OE-DLT Active rwy16, cleared to leave via Sector Sierra, 1500ft or below, Squawk 0001.<br /> OE-DLT: cleared to leave via Sector Sierra, 1500ft or below, Squawk 0001.<br /> DEL: Readback correct, contact Ground 121.600Mhz.<br /> <br /> OE-DLT: C172 Parkbereich der Allgemeinen Luftfahrt, erbitte VFR clearance für verlassen der Kontrollzone<br /> DEL: OE-DLT Aktive Piste 16, verlassen sie die Kontrollzone über Sektor Sierra, 1500ft oder darunter, Transponder 0001.<br /> OE-DLT: Berlassen die Kontrollzone über Sektor Sierra, 1500ft oder darunter, Transponder 0001.<br /> DEL: Korrekt, kontaktieren Sie Wien Rollkontrolle 121.600Mhz.<br /> <br /> <br /> '''Important Note''':<br /> <br /> Squawk's like 4601, 4602, and so on are reserved for IFR Flights. For VFR take a Range of 0001 - 0020 for example. Keep in mind if you have high traffic and that is in normal time IFR it's better you take squawks like 0002 and so on.<br /> <br /> As Mode-S transponder are mandatory in Austria, using the VFR squawk 7000 exclusively is sufficient as well.<br /> <br /> === Slots ===<br /> <br /> In order to guarantee a safe flow of traffic and to minimize delays in the air so called slots are being used. A slot is a timeframe of five minutes before to ten minutes after the CTOT (Calculated Time Of Takeoff) mentioned before. The aircraft has to depart within this timeframe from its departure airport. On the VATSIM network this system is only used on special occasions.<br /> <br /> In real world the are always reserved Slots for the airliners. If they fail the slot time they must wait for a new. The reason is that you won't want too many aircraft in the air with no space to land. Responsible for the Slot Coordianten is the CFMU called "Central Flow Management" Unit in Brussels. The CFMU analyses and calculates traffic demand for 1 day, per week, per month and so on.<br /> <br /> === Behavior in situations with increased traffic ===<br /> <br /> Sometimes one of your neighboring sectors has to stop accepting traffic. In these cases you should delay an aircrafts start-up clearance. <br /> <br /> If possible you should inform the pilot about the expected delay: <br /> <br /> Austrian 125, readback correct, expect startup in 10 minutes. "The reason for that is we have an emergency in progress"<br /> Austrian 125, startup approved, expect departure in 10 minutes. Thanks for Information<br /> <br /> === More Information ===<br /> If you really want to study hard, then read the relevant sections for DEL in the official [http://www.austrocontrol.at/jart/prj3/austro_control/data/dokumente/YQPMe_LO_Circ_2012_B_04_en.pdf radio telephony guide from Austrocontrol].<br /> <br /> A really good index (and much more orderly is [http://contentzone.eurocontrol.int/phraseology/ here at Eurocontrol].<br /> <br /> <br /> ----<br /> <br /> <br /> <br /> '' Prev: [[Study Guide:OBS]] - Overview: [[Study Guide]] - Next: [[Study Guide:Ground]]''<br /> <br /> [[Category:Documents]] [[Category:Study_Guides]] [[Category:Training]] [[Category:Controller]]</div>

Michael Hoffmann https://wiki.vacc-austria.org/index.php?title=Study_Guide:Delivery&diff=4163 Study Guide:Delivery 2020-09-30T16:15:28Z

<p>Michael Hoffmann: /* VFR flight plans */</p> <hr /> <div>'' <-- Back: [[Study Guide:OBS]] - Overview: [[Study Guide]] - Next--> [[Study Guide:Ground]]''<br /> <br /> == Introduction ==<br /> <br /> This Study Guide has been designed to give you all the information needed to start controlling as a Clearance/Delivery controller on the VATSIM network. It assumes, that you have read and understood the [[Study Guide:OBS]] before and have logged in as observer.<br /> <br /> == Working Delivery Positions ==<br /> <br /> Clearance Delivery is responsible for checking and correcting flightplans of departing aircraft and issue routing clearances to them. This task may sound boring, but is important for upstream controllers: Clearances take time (on the radio) and may block vital commands (like takeoff and landing clearances), and radar stations rely on the checked and cleared values (SIDs and clearance altitudes) for their controlling. If DEL makes mistakes, APP will have trouble.<br /> <br /> There are 2 types of flight plans at VATSIM:<br /> *IFR: Any pilot who flies IFR must file a flight plan. It contains the exact routing from departure to arrival, cruise altitude and some more information which controllers need for their job.<br /> <br /> *VFR: VFR pilots can file flight plans, but they don't need to. They can simply ask for taxi clearance, take off and continue in uncontrolled airspace.<br /> <br /> === Flightplan Structure ===<br /> <br /> '''Flight plans''' are documents filed by pilots with the local Civil Aviation Authority prior to departure. They generally include basic information such as departure and arrival points, estimated time en route, alternate airports in case of bad weather, type of flight (whether instrument flight rules or visual flight rules), pilot's name and number of people on board.<br /> <br /> At VATSIM, flight plans are filed with a VATSIM server. It can be done out of the simulator via the selected VATSIM client (Squawkbox, Xsquawkbox, ...), or [https://cert.vatsim.net/fp/file.php via the web].<br /> <br /> '''For IFR flights''', flight plans are used by air traffic control to initiate tracking and routing services. <br /> <br /> Aircraft routing types used in IFR flight plans are: Airway, Navaid and Direct. A route may be composed of segments of different routing types. <br /> <br /> #'''Airway:''' Airway routing occurs along pre-defined pathways called Airways. Mostly aircraft are required to fly airways between the departure and destination airports. The rules cover altitude, airspeed, and requirements for entering and leaving the airway (SIDs and STARs). Airways have letters and numbers like "Y868 or "UM125".<br /> #'''Navaid:''' Navaid routing occurs between Navaids (short for Navigational Aids) which are not always connected by airways. Navaid flight plans are used for IFR aircraft which don't have a GPS receiver - they can't follow waypoints. Navaid routing is typically only allowed in the continental U.S. If a flight plan specifies Navaid routing between two Navaids which are connected via an airway, the rules for that particular airway must be followed as if the aircraft was flying Airway routing between those two Navaids. Allowable altitudes are covered in Flight Levels. <br /> #'''Direct:''' Direct routing occurs when one or both of the route segment endpoints are at a latitude/longitude which is not located at a Navaid.<br /> <br /> '''For VFR flights''', their only purpose is to provide needed information should search and rescue operations be required. At VATSIM, a VFR flight plan is handy for controllers, as it shows vital information with the airplane tag on the radar, like the destination.<br /> <br /> === Flight Plan Syntax ===<br /> <br /> '''Syntax for IFR flight plans''' is quite strict, and pilots are encouraged to look up flight plans via online tools (like [http://www.vatroute.net www.vatroute.net]) and paste the code into the routing field. The form is usually <waypoint><route><waypoint><route><destination>, where every waypoint is noted, where the itinerary changes from one route to another (waypoints on the route are omitted). This is necessary, as radar clients (Euroscope) read and interpret this data. <br /> <br /> Example: A valid routing from LOWW to EDDM is the following:<br /> <br /> SOVIL DCT SITNI DCT BAGSI DCT MATIG DCT AMADI Q113 NAPSA<br /> <br /> * SOVIL is the SID exit point (where the aircraft leaves the SID. For more information on the SID, see https://vacc-austria.org/index.php?page=content/chartlist&icao=LOWW).<br /> * SITNI BAGSI MATIG AMADI are enroute waypoints<br /> * Q113 is the route to the STAR entry point for EDDM.<br /> * The "DCT" in-between means that there is no airway between these points: they are "DireCT".<br /> <br /> '''Syntax for VFR flight plans''' is unregulated and should be self-explanatory (controllers read it themselves). A good code for a VFR flight from LOWW to LOWI might be:<br /> <br /> SIERRA SEMMERING MUR MÜRZ LOWZ GERLOS MIKE<br /> <br /> * Sector S is the preferred VFR exit route from Vienna TMA<br /> * The rest is a description of a popular route to Innsbruck through scenic mountains<br /> * Mike ist the logical entry into LOWI.<br /> <br /> ----<br /> <br /> == Workflow for DEL controllers ==<br /> === 1. Setup ===<br /> When you log in as DEL, you have to do two things (if waiting pilots jump on you, tell them to stand by until you have done it!):<br /> # Check with the upstream controller (TWR, APP, CTR) for active runways and set active airport and runways in your Euroscope "active runways" dialogue box.<br /> # Check with the upstream controller the active ATIS letter. Set your ATIS dialog box to your airport and the active letter, but don't connect (ATIS is TWR's job). Set this way, Euroscope will show the valid ATIS letter in your METAR list and you don't need to ask every few minutes. <br /> # If there is no Tower or upstream, then create a ATIS.<br /> <br /> ===Choosing the active runways===<br /> The guiding principle in choosing the active runways is that aircraft prefer to depart and land into the wind.<br /> An airport has one runway named 16/34. The wind is reported as 320 degrees at 14 knots. In <br /> this case runway 34 is chosen as the active runway.<br /> <br /> Look at a more complicated example:<br /> <br /> LOWW has two runways: 16/34 and 11/29.<br /> Suppose, wind is 020°, and you see: runway 34 is only 40° off, while 110 is 90° off --> runway 34 is the better choice.<br /> <br /> Beware: All major airports have preferential runway configurations which depend on approach configuration, noise abatement and terrain.<br /> <br /> Generally, tailwind components of up to five knots are normally accepted.<br /> <br /> However due to noise abatement and terrain considerations most airports have some kind of preferential runway system. <br /> Bear in mind that it is the pilots decision whether he can accept a certain runway because only he knows the performance of his aircraft.<br /> <br /> For details on the preferred runway configurations for a specific airport ask your mentor or look into the airport QRS (quick reference sheets). See in the Resources section at the very bottom for links to them.<br /> <br /> === ATIS ===<br /> <br /> ATIS stands for Automatic Terminal Information Service and is a usually automatically generated broadcast that contains essential informations for pilots. It is continuously broadcasted on a dedicated frequency. On initial contact with the controller, pilots should already have listened to the ATIS and state the identifying letter. <br /> <br /> A ATIS broadcast has to consist of: <br /> <br /> *Name of the Airport <br /> *Identification Letter <br /> *Time of Observation <br /> *Active Runways <br /> *Transition Level <br /> *Wind direction and velocity <br /> *Visibilities <br /> *Special weather conditions (such as rain) <br /> *Cloud ceiling <br /> *Temperature and Dewpoint <br /> *QNH <br /> *Trends<br /> <br /> It is updated every 30 minutes or as soon as significant changes occur. In practice the ATIS function of Euroscope should be used. You can find the necessary files [http://www.vacc-austria.org/index.php?page=content/static&id=SOFTWARE_ATC here]. Please consult enclosed readme for information how to use this package.<br /> <br /> <br><br /> <br /> === 2. Check the flight Plan ===<br /> At VATSIM, the journey starts with an aircraft popping up at an airport. Initially, the tag (in Euroscope) will show "NOFP", meaning: No flight plan filed so far. Some time later, a destination and more will show up, and that means: The pilot has filed a flight plan. At this point, DEL controller work starts, but Euroscope has done already some work for you. DEL's job is to check and complete it, and to give clearance to the pilot. First, Check, if it is a VFR or IFR flight plan.<br /> <br /> '''For IFR flight plans, ...'''<br /> <br /> * Check, if "From"-Airport is yours and "To"-Airport makes sense. It is unlikely that a C172 will fly to GATB (Timbuktu) without stopovers, as well as a B737 flies VFR to KJFK. If anything looks wrong, then ask the pilot to refile the flight plan.<br /> * Check, if departure runway corresponds to the active runway. If not, then check your runway settings in Euroscope (Pilots never file a particular runway - it's Euroscope setting it for you).<br /> * Check, if cruise altitude is correct: Cruise altitude is stated in flight levels (hundreds of feet): FL280 means 28000 feet (at QNH 1013, to be really correct). For flight levels below FL410, '''westbound flights have even flight levels''', and '''eastbound flights have odd flight levels.''' Above FL410, flight levels increase by 20: west is FL430-470-510-550 etc, east is 450-490-530-570 etc (in real, only Concordes request flight levels that high). If the cruise altitude is wrong, ask the pilot for the nearest correct altitudes up or down. If you want, correct the RFL or tell the pilot to file again. <br /> *Check, if there is a valid SID from the active runway to the first waypoint in the flight plan. If not, then look for the cause. It could be an invalid flight plan (a flight plan must contain a waypoint which is the end of a SID - most SIDs have the waypoint in their names: SOVIL*B is the SID leading from LOWW rwy 16 to SOVIL). If the flight plan does not contain any valid waypoint, ask the pilot to refile a correct flight plan. If the flight plan is correct, then you might need to manually select the best SID. <br /> <br /> Watch out: <br /> * In some airports (like LOWI), there are more SIDs to the same waypoint, valid for different aircraft (usually, one is "standard" and the other are "special departure" depending on aircraft performance and equipment).<br /> * In most airports, there are special SIDs for aircraft with no FMC (the co-called Non-RNAV departures: they only rely on VOR and NDB).<br /> * Some departures are only for jet or only for prop aircraft.<br /> * Some airports have noise abatement procedures after certain hours in the evening.<br /> <br /> Euroscope has already selected the first matching SID in the alphabet. Check, if this SID is applicable to the aircraft type, performance, equipment and time (you might want to check with APP to clarify, which SIDs are correct), and select the best SID.<br /> <br /> '''For VFR flight plans''', the task is easier. usually, it contains the destination and a verbal description of the pilot's intention (could be "circuits" or "platzrunde",("TGL"= Touch and go landings) or "LOWL via Donau"). <br /> <br /> * Check, if this intention is possible and makes sense (you might check with TWR).<br /> <br /> === 2. Set Squawk and initial clearance altitude ===<br /> *Set a squawk now. The squawk number space is predefined for each airport and written in the sector file. For normal purposes, automatic squawk allocation in Euroscope works fine. In high traffic situations like Finally Austria, the squawk space runs out quickly, and Euroscope runs mad and shouts "DUPE" (for "duplicate squawk"). Technically, this is not a problem at VATSIM, but annoying. In this case, you have to set squawk codes by hand and start to fill other squawk number spaces, like 2500+. Don't attempt to set a squawk with a number higher than 7 - squawks are octets and don't have 8 and 9 (4707 is good, 4708 does not work).<br /> * Since 2016, real-life technology has changed. The so-called "transponder mode S" ("S" stands for "selective") allows aircraft to be linked with other means than the transponder code. All mode S aircraft receive squawk 1000. This makes Euroscope shout "DUPE" again. To silence this warning, "1000" must be added to the VFR codes ("7000" should be in there too). It's a setting: You do it once and gone.<br /> *Set the initial climb altitude. This differs from airport to airport. LOWW has 5000ft for all SIDs ("A50" in the list), In LOWI, you have to check with APP (it's between FL120 and 160), and Salzburg has different altitudes for different SIDs (look into the SID description).<br /> <br /> === 3. Wait for initial contact ===<br /> ATC is a service job - you wait for the pilot to come to you, as in real life you don't know if the pilot is on your frequency at all.<br /> At some point, the aircraft will call you, ideally with the first (long) phrase. When congested, the short form is used:<br /> <pre>LHA123: Wien Delivery, servus. Leipzig Air 123, Info B on board, gate C31, Fokker 70, requesting IFR clearance to München.<br /> LHA456: Wien Delivery, Leipzig Air 456 on gate 32 requesting IFR clearance.</pre><br /> <br /> Why should the pilot give aircraft and gate information? Because you want to double-triplecheck, if you deal with the correct aircraft: It can happen that you mistake LHA123 with LHA132, but it is unlikely that you mistake a LHA123 B737 to Munich on gate 32 with a LHA132 A320 to Athens on F02.<br /> <br /> === 4. Issue IFR Routing Clearances ===<br /> <br /> First, clear everything which is wrong or unclear in the flight plan, something like ...<br /> <pre>DEL: Leipzig Air 123, servus. Sir check your flight plan you fly westbound in that case your flight level must be an even flight level.<br /> What do you prefer flight level 310 or 330?<br /> LHA123: Flight level 310, Leipzig Air 123.</pre><br /> <br /> If you '''change anything in the flight plan''' (like RFL=requested flight level), then you must edit his flight plan in Euroscope, and you must tell the pilot:<br /> <br /> DEL: LHA123, flight plan amended with new flight level 300.<br /> <br /> Then (if you have an amendment, even in one broadcast without readback), '''issue your clearance''':<br /> <br /> DEL gives routing clearances to all departing aircraft with the following information:<br> <br /> <br /> * aircraft identification<br /> * clearance limit (normally destination aerodrome)<br /> * designator of the assigned SID<br /> * Cleared (initial) flight level<br /> * allocated SSR code (the "squawk")<br /> * any other necessary instructions or information not contained in the SID description, e.g. instructions relating to change of frequency or CTOT (= Calculated take-off time) Slot time (Normally not used on the VATSIM network)<br /> * You may include a confirmation of the ATIS letter.<br /> <br /> Normal construction of a routing clearance: <br /> <br /> <pre>Callsign, cleared to XXXX via XXXXX XX departure, initial climb 5000ft, Squawk 46XX</pre><br /> <br /> Example: <br /> <br /> <pre>Austrian 125, cleared to Frankfurt via LUGEM 1C departure, initial climb 5000ft,<br /> Squawk 4601, info B is current.</pre><br /> <br /> Some Aircraft are not able to follow SIDs for various reasons, most of the time due to missing equipment. In these cases you should issue a so called vectored departure. A vectored departure clearance includes the same components as a normal clearance but instead of the SID you issue instructions to be carried out after departure.<br /> <br /> Callsign,cleared to XXXX, after departure RWY XX yyyy, initial climb 5000ft,<br /> Squawk 46XX<br /> <br /> Example: <br /> <br /> <pre>Austrian 125, cleared to Frankfurt, after departure Runway 29, turn left heading 240<br /> expect vectors to LUGEM, initial climb 5000 ft, Squawk 4601.</pre><br /> <br /> You can find the instructions for each Airport within the [[Study Guide:Airport Details]] If the pilot responds with a correct readback you should answer with the following phrase: <br /> <br /> Callsign, readback correct => Austrian 125, readback correct<br /> <br /> === 5. Handover ===<br /> Afterwards you either hand the pilot over to GND or wait for his startup request, depending on local procedures. You can do this joint with the readback answer, like:<br /> <br /> Austrian 125, readback correct, contact Wien Ground "frequency" 121.60. Bye Bye<br /> <br /> ----<br /> <br /> == Special Situations (High Traffic, Slots, ...) ==<br /> <br /> === Missing ATIS ===<br /> *Maybe there is no upstream controller. Then you ask the pilot, which runway he wants to use. Then you can clear him.<br /> *Maybe there is a technical problem and TWR cannot connect any ATIS. In this case, you have to check with TWR, which runway is in use, and get the METAR yourself from Euroscope. If the pilot does not find any ATIS, he/she should contact you with the following phrase. Anyway, you should answer him as follows, before any other clearance is given:<br /> <br /> LHA123: Wien DEL, Leipzig Air 123, Position E42, requesting airport information.<br /> DEL: Leipzig 123, Wien Delivery, servus. Active runway is 34, wind 320 at 10, QNH 1030.<br /> <br /> === VFR flight plans ===<br /> The Tower is responsible for VFR traffic. However, pilots have to contact DEL for clearance. You have to enquire with Tower about the details of the departure.<br /> <br /> - runway to expect (VFR is not bound to the active rwy)<br /> <br /> - route to expect<br /> <br /> The pilot should call you 10min before the flight for clearance.<br /> <br /> OE-DLT: C172 at General aviation, request VFR clearance for Leave control zone<br /> DEL: OE-DLT Active rwy16, cleared to leave via Sector Sierra, 1500ft or below, Squawk 0001.<br /> OE-DLT: cleared to leave via Sector Sierra, 1500ft or below, Squawk 0001.<br /> DEL: Readback correct, contact Ground 121.600Mhz.<br /> <br /> OE-DLT: C172 Parkbereich der Allgemeinen Luftfahrt, erbitte VFR clearance für verlassen der Kontrollzone<br /> DEL: OE-DLT Aktive Piste 16, verlassen sie die Kontrollzone über Sektor Sierra, 1500ft oder darunter, Transponder 0001.<br /> OE-DLT: Berlassen die Kontrollzone über Sektor Sierra, 1500ft oder darunter, Transponder 0001.<br /> DEL: Korrekt, kontaktieren Sie Wien Rollkontrolle 121.600Mhz.<br /> <br /> <br /> '''Important Note''':<br /> <br /> Squawk's like 4601, 4602, and so on are reserved for IFR Flights. For VFR take a Range of 0001 - 0020 for example. Keep in mind if you have high traffic and that is in normal time IFR it's better you take squawks like 0002 and so on.<br /> <br /> As Mode-S transponder are mandatory in Austria, using the VFR 7000 exclusively is sufficient as well.<br /> <br /> === Slots ===<br /> <br /> In order to guarantee a safe flow of traffic and to minimize delays in the air so called slots are being used. A slot is a timeframe of five minutes before to ten minutes after the CTOT (Calculated Time Of Takeoff) mentioned before. The aircraft has to depart within this timeframe from its departure airport. On the VATSIM network this system is only used on special occasions.<br /> <br /> In real world the are always reserved Slots for the airliners. If they fail the slot time they must wait for a new. The reason is that you won't want too many aircraft in the air with no space to land. Responsible for the Slot Coordianten is the CFMU called "Central Flow Management" Unit in Brussels. The CFMU analyses and calculates traffic demand for 1 day, per week, per month and so on.<br /> <br /> === Behavior in situations with increased traffic ===<br /> <br /> Sometimes one of your neighboring sectors has to stop accepting traffic. In these cases you should delay an aircrafts start-up clearance. <br /> <br /> If possible you should inform the pilot about the expected delay: <br /> <br /> Austrian 125, readback correct, expect startup in 10 minutes. "The reason for that is we have an emergency in progress"<br /> Austrian 125, startup approved, expect departure in 10 minutes. Thanks for Information<br /> <br /> === More Information ===<br /> If you really want to study hard, then read the relevant sections for DEL in the official [http://www.austrocontrol.at/jart/prj3/austro_control/data/dokumente/YQPMe_LO_Circ_2012_B_04_en.pdf radio telephony guide from Austrocontrol].<br /> <br /> A really good index (and much more orderly is [http://contentzone.eurocontrol.int/phraseology/ here at Eurocontrol].<br /> <br /> <br /> ----<br /> <br /> <br /> <br /> '' Prev: [[Study Guide:OBS]] - Overview: [[Study Guide]] - Next: [[Study Guide:Ground]]''<br /> <br /> [[Category:Documents]] [[Category:Study_Guides]] [[Category:Training]] [[Category:Controller]]</div>

Michael Hoffmann https://wiki.vacc-austria.org/index.php?title=Study_Guide:Delivery&diff=4162 Study Guide:Delivery 2020-09-30T16:15:02Z

<p>Michael Hoffmann: /* VFR flight plans */</p> <hr /> <div>'' <-- Back: [[Study Guide:OBS]] - Overview: [[Study Guide]] - Next--> [[Study Guide:Ground]]''<br /> <br /> == Introduction ==<br /> <br /> This Study Guide has been designed to give you all the information needed to start controlling as a Clearance/Delivery controller on the VATSIM network. It assumes, that you have read and understood the [[Study Guide:OBS]] before and have logged in as observer.<br /> <br /> == Working Delivery Positions ==<br /> <br /> Clearance Delivery is responsible for checking and correcting flightplans of departing aircraft and issue routing clearances to them. This task may sound boring, but is important for upstream controllers: Clearances take time (on the radio) and may block vital commands (like takeoff and landing clearances), and radar stations rely on the checked and cleared values (SIDs and clearance altitudes) for their controlling. If DEL makes mistakes, APP will have trouble.<br /> <br /> There are 2 types of flight plans at VATSIM:<br /> *IFR: Any pilot who flies IFR must file a flight plan. It contains the exact routing from departure to arrival, cruise altitude and some more information which controllers need for their job.<br /> <br /> *VFR: VFR pilots can file flight plans, but they don't need to. They can simply ask for taxi clearance, take off and continue in uncontrolled airspace.<br /> <br /> === Flightplan Structure ===<br /> <br /> '''Flight plans''' are documents filed by pilots with the local Civil Aviation Authority prior to departure. They generally include basic information such as departure and arrival points, estimated time en route, alternate airports in case of bad weather, type of flight (whether instrument flight rules or visual flight rules), pilot's name and number of people on board.<br /> <br /> At VATSIM, flight plans are filed with a VATSIM server. It can be done out of the simulator via the selected VATSIM client (Squawkbox, Xsquawkbox, ...), or [https://cert.vatsim.net/fp/file.php via the web].<br /> <br /> '''For IFR flights''', flight plans are used by air traffic control to initiate tracking and routing services. <br /> <br /> Aircraft routing types used in IFR flight plans are: Airway, Navaid and Direct. A route may be composed of segments of different routing types. <br /> <br /> #'''Airway:''' Airway routing occurs along pre-defined pathways called Airways. Mostly aircraft are required to fly airways between the departure and destination airports. The rules cover altitude, airspeed, and requirements for entering and leaving the airway (SIDs and STARs). Airways have letters and numbers like "Y868 or "UM125".<br /> #'''Navaid:''' Navaid routing occurs between Navaids (short for Navigational Aids) which are not always connected by airways. Navaid flight plans are used for IFR aircraft which don't have a GPS receiver - they can't follow waypoints. Navaid routing is typically only allowed in the continental U.S. If a flight plan specifies Navaid routing between two Navaids which are connected via an airway, the rules for that particular airway must be followed as if the aircraft was flying Airway routing between those two Navaids. Allowable altitudes are covered in Flight Levels. <br /> #'''Direct:''' Direct routing occurs when one or both of the route segment endpoints are at a latitude/longitude which is not located at a Navaid.<br /> <br /> '''For VFR flights''', their only purpose is to provide needed information should search and rescue operations be required. At VATSIM, a VFR flight plan is handy for controllers, as it shows vital information with the airplane tag on the radar, like the destination.<br /> <br /> === Flight Plan Syntax ===<br /> <br /> '''Syntax for IFR flight plans''' is quite strict, and pilots are encouraged to look up flight plans via online tools (like [http://www.vatroute.net www.vatroute.net]) and paste the code into the routing field. The form is usually <waypoint><route><waypoint><route><destination>, where every waypoint is noted, where the itinerary changes from one route to another (waypoints on the route are omitted). This is necessary, as radar clients (Euroscope) read and interpret this data. <br /> <br /> Example: A valid routing from LOWW to EDDM is the following:<br /> <br /> SOVIL DCT SITNI DCT BAGSI DCT MATIG DCT AMADI Q113 NAPSA<br /> <br /> * SOVIL is the SID exit point (where the aircraft leaves the SID. For more information on the SID, see https://vacc-austria.org/index.php?page=content/chartlist&icao=LOWW).<br /> * SITNI BAGSI MATIG AMADI are enroute waypoints<br /> * Q113 is the route to the STAR entry point for EDDM.<br /> * The "DCT" in-between means that there is no airway between these points: they are "DireCT".<br /> <br /> '''Syntax for VFR flight plans''' is unregulated and should be self-explanatory (controllers read it themselves). A good code for a VFR flight from LOWW to LOWI might be:<br /> <br /> SIERRA SEMMERING MUR MÜRZ LOWZ GERLOS MIKE<br /> <br /> * Sector S is the preferred VFR exit route from Vienna TMA<br /> * The rest is a description of a popular route to Innsbruck through scenic mountains<br /> * Mike ist the logical entry into LOWI.<br /> <br /> ----<br /> <br /> == Workflow for DEL controllers ==<br /> === 1. Setup ===<br /> When you log in as DEL, you have to do two things (if waiting pilots jump on you, tell them to stand by until you have done it!):<br /> # Check with the upstream controller (TWR, APP, CTR) for active runways and set active airport and runways in your Euroscope "active runways" dialogue box.<br /> # Check with the upstream controller the active ATIS letter. Set your ATIS dialog box to your airport and the active letter, but don't connect (ATIS is TWR's job). Set this way, Euroscope will show the valid ATIS letter in your METAR list and you don't need to ask every few minutes. <br /> # If there is no Tower or upstream, then create a ATIS.<br /> <br /> ===Choosing the active runways===<br /> The guiding principle in choosing the active runways is that aircraft prefer to depart and land into the wind.<br /> An airport has one runway named 16/34. The wind is reported as 320 degrees at 14 knots. In <br /> this case runway 34 is chosen as the active runway.<br /> <br /> Look at a more complicated example:<br /> <br /> LOWW has two runways: 16/34 and 11/29.<br /> Suppose, wind is 020°, and you see: runway 34 is only 40° off, while 110 is 90° off --> runway 34 is the better choice.<br /> <br /> Beware: All major airports have preferential runway configurations which depend on approach configuration, noise abatement and terrain.<br /> <br /> Generally, tailwind components of up to five knots are normally accepted.<br /> <br /> However due to noise abatement and terrain considerations most airports have some kind of preferential runway system. <br /> Bear in mind that it is the pilots decision whether he can accept a certain runway because only he knows the performance of his aircraft.<br /> <br /> For details on the preferred runway configurations for a specific airport ask your mentor or look into the airport QRS (quick reference sheets). See in the Resources section at the very bottom for links to them.<br /> <br /> === ATIS ===<br /> <br /> ATIS stands for Automatic Terminal Information Service and is a usually automatically generated broadcast that contains essential informations for pilots. It is continuously broadcasted on a dedicated frequency. On initial contact with the controller, pilots should already have listened to the ATIS and state the identifying letter. <br /> <br /> A ATIS broadcast has to consist of: <br /> <br /> *Name of the Airport <br /> *Identification Letter <br /> *Time of Observation <br /> *Active Runways <br /> *Transition Level <br /> *Wind direction and velocity <br /> *Visibilities <br /> *Special weather conditions (such as rain) <br /> *Cloud ceiling <br /> *Temperature and Dewpoint <br /> *QNH <br /> *Trends<br /> <br /> It is updated every 30 minutes or as soon as significant changes occur. In practice the ATIS function of Euroscope should be used. You can find the necessary files [http://www.vacc-austria.org/index.php?page=content/static&id=SOFTWARE_ATC here]. Please consult enclosed readme for information how to use this package.<br /> <br /> <br><br /> <br /> === 2. Check the flight Plan ===<br /> At VATSIM, the journey starts with an aircraft popping up at an airport. Initially, the tag (in Euroscope) will show "NOFP", meaning: No flight plan filed so far. Some time later, a destination and more will show up, and that means: The pilot has filed a flight plan. At this point, DEL controller work starts, but Euroscope has done already some work for you. DEL's job is to check and complete it, and to give clearance to the pilot. First, Check, if it is a VFR or IFR flight plan.<br /> <br /> '''For IFR flight plans, ...'''<br /> <br /> * Check, if "From"-Airport is yours and "To"-Airport makes sense. It is unlikely that a C172 will fly to GATB (Timbuktu) without stopovers, as well as a B737 flies VFR to KJFK. If anything looks wrong, then ask the pilot to refile the flight plan.<br /> * Check, if departure runway corresponds to the active runway. If not, then check your runway settings in Euroscope (Pilots never file a particular runway - it's Euroscope setting it for you).<br /> * Check, if cruise altitude is correct: Cruise altitude is stated in flight levels (hundreds of feet): FL280 means 28000 feet (at QNH 1013, to be really correct). For flight levels below FL410, '''westbound flights have even flight levels''', and '''eastbound flights have odd flight levels.''' Above FL410, flight levels increase by 20: west is FL430-470-510-550 etc, east is 450-490-530-570 etc (in real, only Concordes request flight levels that high). If the cruise altitude is wrong, ask the pilot for the nearest correct altitudes up or down. If you want, correct the RFL or tell the pilot to file again. <br /> *Check, if there is a valid SID from the active runway to the first waypoint in the flight plan. If not, then look for the cause. It could be an invalid flight plan (a flight plan must contain a waypoint which is the end of a SID - most SIDs have the waypoint in their names: SOVIL*B is the SID leading from LOWW rwy 16 to SOVIL). If the flight plan does not contain any valid waypoint, ask the pilot to refile a correct flight plan. If the flight plan is correct, then you might need to manually select the best SID. <br /> <br /> Watch out: <br /> * In some airports (like LOWI), there are more SIDs to the same waypoint, valid for different aircraft (usually, one is "standard" and the other are "special departure" depending on aircraft performance and equipment).<br /> * In most airports, there are special SIDs for aircraft with no FMC (the co-called Non-RNAV departures: they only rely on VOR and NDB).<br /> * Some departures are only for jet or only for prop aircraft.<br /> * Some airports have noise abatement procedures after certain hours in the evening.<br /> <br /> Euroscope has already selected the first matching SID in the alphabet. Check, if this SID is applicable to the aircraft type, performance, equipment and time (you might want to check with APP to clarify, which SIDs are correct), and select the best SID.<br /> <br /> '''For VFR flight plans''', the task is easier. usually, it contains the destination and a verbal description of the pilot's intention (could be "circuits" or "platzrunde",("TGL"= Touch and go landings) or "LOWL via Donau"). <br /> <br /> * Check, if this intention is possible and makes sense (you might check with TWR).<br /> <br /> === 2. Set Squawk and initial clearance altitude ===<br /> *Set a squawk now. The squawk number space is predefined for each airport and written in the sector file. For normal purposes, automatic squawk allocation in Euroscope works fine. In high traffic situations like Finally Austria, the squawk space runs out quickly, and Euroscope runs mad and shouts "DUPE" (for "duplicate squawk"). Technically, this is not a problem at VATSIM, but annoying. In this case, you have to set squawk codes by hand and start to fill other squawk number spaces, like 2500+. Don't attempt to set a squawk with a number higher than 7 - squawks are octets and don't have 8 and 9 (4707 is good, 4708 does not work).<br /> * Since 2016, real-life technology has changed. The so-called "transponder mode S" ("S" stands for "selective") allows aircraft to be linked with other means than the transponder code. All mode S aircraft receive squawk 1000. This makes Euroscope shout "DUPE" again. To silence this warning, "1000" must be added to the VFR codes ("7000" should be in there too). It's a setting: You do it once and gone.<br /> *Set the initial climb altitude. This differs from airport to airport. LOWW has 5000ft for all SIDs ("A50" in the list), In LOWI, you have to check with APP (it's between FL120 and 160), and Salzburg has different altitudes for different SIDs (look into the SID description).<br /> <br /> === 3. Wait for initial contact ===<br /> ATC is a service job - you wait for the pilot to come to you, as in real life you don't know if the pilot is on your frequency at all.<br /> At some point, the aircraft will call you, ideally with the first (long) phrase. When congested, the short form is used:<br /> <pre>LHA123: Wien Delivery, servus. Leipzig Air 123, Info B on board, gate C31, Fokker 70, requesting IFR clearance to München.<br /> LHA456: Wien Delivery, Leipzig Air 456 on gate 32 requesting IFR clearance.</pre><br /> <br /> Why should the pilot give aircraft and gate information? Because you want to double-triplecheck, if you deal with the correct aircraft: It can happen that you mistake LHA123 with LHA132, but it is unlikely that you mistake a LHA123 B737 to Munich on gate 32 with a LHA132 A320 to Athens on F02.<br /> <br /> === 4. Issue IFR Routing Clearances ===<br /> <br /> First, clear everything which is wrong or unclear in the flight plan, something like ...<br /> <pre>DEL: Leipzig Air 123, servus. Sir check your flight plan you fly westbound in that case your flight level must be an even flight level.<br /> What do you prefer flight level 310 or 330?<br /> LHA123: Flight level 310, Leipzig Air 123.</pre><br /> <br /> If you '''change anything in the flight plan''' (like RFL=requested flight level), then you must edit his flight plan in Euroscope, and you must tell the pilot:<br /> <br /> DEL: LHA123, flight plan amended with new flight level 300.<br /> <br /> Then (if you have an amendment, even in one broadcast without readback), '''issue your clearance''':<br /> <br /> DEL gives routing clearances to all departing aircraft with the following information:<br> <br /> <br /> * aircraft identification<br /> * clearance limit (normally destination aerodrome)<br /> * designator of the assigned SID<br /> * Cleared (initial) flight level<br /> * allocated SSR code (the "squawk")<br /> * any other necessary instructions or information not contained in the SID description, e.g. instructions relating to change of frequency or CTOT (= Calculated take-off time) Slot time (Normally not used on the VATSIM network)<br /> * You may include a confirmation of the ATIS letter.<br /> <br /> Normal construction of a routing clearance: <br /> <br /> <pre>Callsign, cleared to XXXX via XXXXX XX departure, initial climb 5000ft, Squawk 46XX</pre><br /> <br /> Example: <br /> <br /> <pre>Austrian 125, cleared to Frankfurt via LUGEM 1C departure, initial climb 5000ft,<br /> Squawk 4601, info B is current.</pre><br /> <br /> Some Aircraft are not able to follow SIDs for various reasons, most of the time due to missing equipment. In these cases you should issue a so called vectored departure. A vectored departure clearance includes the same components as a normal clearance but instead of the SID you issue instructions to be carried out after departure.<br /> <br /> Callsign,cleared to XXXX, after departure RWY XX yyyy, initial climb 5000ft,<br /> Squawk 46XX<br /> <br /> Example: <br /> <br /> <pre>Austrian 125, cleared to Frankfurt, after departure Runway 29, turn left heading 240<br /> expect vectors to LUGEM, initial climb 5000 ft, Squawk 4601.</pre><br /> <br /> You can find the instructions for each Airport within the [[Study Guide:Airport Details]] If the pilot responds with a correct readback you should answer with the following phrase: <br /> <br /> Callsign, readback correct => Austrian 125, readback correct<br /> <br /> === 5. Handover ===<br /> Afterwards you either hand the pilot over to GND or wait for his startup request, depending on local procedures. You can do this joint with the readback answer, like:<br /> <br /> Austrian 125, readback correct, contact Wien Ground "frequency" 121.60. Bye Bye<br /> <br /> ----<br /> <br /> == Special Situations (High Traffic, Slots, ...) ==<br /> <br /> === Missing ATIS ===<br /> *Maybe there is no upstream controller. Then you ask the pilot, which runway he wants to use. Then you can clear him.<br /> *Maybe there is a technical problem and TWR cannot connect any ATIS. In this case, you have to check with TWR, which runway is in use, and get the METAR yourself from Euroscope. If the pilot does not find any ATIS, he/she should contact you with the following phrase. Anyway, you should answer him as follows, before any other clearance is given:<br /> <br /> LHA123: Wien DEL, Leipzig Air 123, Position E42, requesting airport information.<br /> DEL: Leipzig 123, Wien Delivery, servus. Active runway is 34, wind 320 at 10, QNH 1030.<br /> <br /> === VFR flight plans ===<br /> The Tower is responsible for VFR traffic. However, pilots have to contact DEL for clearance. You have to enquire with Tower about the details of the departure.<br /> <br /> - runway to expect (VFR is not bound to the active rwy)<br /> <br /> - route to expect<br /> <br /> The pilot should call you 10min before the flight for clearance.<br /> <br /> OE-DLT: C172 at General aviation, request VFR clearance for Leave control zone<br /> DEL: OE-DLT Active rwy16, cleared to leave via Sector Sierra, 1500ft or below, Squawk 0001.<br /> OE-DLT: cleared to leave via Sector Sierra, 1500ft or below, Squawk 0001.<br /> DEL: Readback correct, contact Ground 121.600Mhz.<br /> <br /> OE-DLT: C172 Parkbereich der Allgemeinen Luftfahrt, erbitte VFR clearance für verlassen der Kontrollzone<br /> DEL: OE-DLT Aktive Piste 16, verlassen sie die Kontrollzone über Sektor Sierra, 1500ft oder darunter, Transponder 0001.<br /> OE-DLT: Berlassen die Kontrollzone über Sektor Sierra, 1500ft oder darunter, Transponder 0001.<br /> DEL: Korrekt, kontaktieren Sie Wien Rollkontrolle 121.600Mhz.<br /> <br /> <br /> '''Important Note''':<br /> <br /> Squawk's like 4601, 4602, and so on are reserved for IFR Flights. For VFR take a Range of 0001 - 0020 for example. Keep in mind if you have high traffic and that is in normal time IFR it's better you take squawks like 0002 and so on.<br /> As Mode-S transponder is mandatory in Austria, using the VFR 7000 exclusively is sufficient as well.<br /> <br /> === Slots ===<br /> <br /> In order to guarantee a safe flow of traffic and to minimize delays in the air so called slots are being used. A slot is a timeframe of five minutes before to ten minutes after the CTOT (Calculated Time Of Takeoff) mentioned before. The aircraft has to depart within this timeframe from its departure airport. On the VATSIM network this system is only used on special occasions.<br /> <br /> In real world the are always reserved Slots for the airliners. If they fail the slot time they must wait for a new. The reason is that you won't want too many aircraft in the air with no space to land. Responsible for the Slot Coordianten is the CFMU called "Central Flow Management" Unit in Brussels. The CFMU analyses and calculates traffic demand for 1 day, per week, per month and so on.<br /> <br /> === Behavior in situations with increased traffic ===<br /> <br /> Sometimes one of your neighboring sectors has to stop accepting traffic. In these cases you should delay an aircrafts start-up clearance. <br /> <br /> If possible you should inform the pilot about the expected delay: <br /> <br /> Austrian 125, readback correct, expect startup in 10 minutes. "The reason for that is we have an emergency in progress"<br /> Austrian 125, startup approved, expect departure in 10 minutes. Thanks for Information<br /> <br /> === More Information ===<br /> If you really want to study hard, then read the relevant sections for DEL in the official [http://www.austrocontrol.at/jart/prj3/austro_control/data/dokumente/YQPMe_LO_Circ_2012_B_04_en.pdf radio telephony guide from Austrocontrol].<br /> <br /> A really good index (and much more orderly is [http://contentzone.eurocontrol.int/phraseology/ here at Eurocontrol].<br /> <br /> <br /> ----<br /> <br /> <br /> <br /> '' Prev: [[Study Guide:OBS]] - Overview: [[Study Guide]] - Next: [[Study Guide:Ground]]''<br /> <br /> [[Category:Documents]] [[Category:Study_Guides]] [[Category:Training]] [[Category:Controller]]</div>

Michael Hoffmann https://wiki.vacc-austria.org/index.php?title=Study_Guide:Delivery&diff=4161 Study Guide:Delivery 2020-09-30T16:14:53Z

<p>Michael Hoffmann: /* VFR flight plans */</p> <hr /> <div>'' <-- Back: [[Study Guide:OBS]] - Overview: [[Study Guide]] - Next--> [[Study Guide:Ground]]''<br /> <br /> == Introduction ==<br /> <br /> This Study Guide has been designed to give you all the information needed to start controlling as a Clearance/Delivery controller on the VATSIM network. It assumes, that you have read and understood the [[Study Guide:OBS]] before and have logged in as observer.<br /> <br /> == Working Delivery Positions ==<br /> <br /> Clearance Delivery is responsible for checking and correcting flightplans of departing aircraft and issue routing clearances to them. This task may sound boring, but is important for upstream controllers: Clearances take time (on the radio) and may block vital commands (like takeoff and landing clearances), and radar stations rely on the checked and cleared values (SIDs and clearance altitudes) for their controlling. If DEL makes mistakes, APP will have trouble.<br /> <br /> There are 2 types of flight plans at VATSIM:<br /> *IFR: Any pilot who flies IFR must file a flight plan. It contains the exact routing from departure to arrival, cruise altitude and some more information which controllers need for their job.<br /> <br /> *VFR: VFR pilots can file flight plans, but they don't need to. They can simply ask for taxi clearance, take off and continue in uncontrolled airspace.<br /> <br /> === Flightplan Structure ===<br /> <br /> '''Flight plans''' are documents filed by pilots with the local Civil Aviation Authority prior to departure. They generally include basic information such as departure and arrival points, estimated time en route, alternate airports in case of bad weather, type of flight (whether instrument flight rules or visual flight rules), pilot's name and number of people on board.<br /> <br /> At VATSIM, flight plans are filed with a VATSIM server. It can be done out of the simulator via the selected VATSIM client (Squawkbox, Xsquawkbox, ...), or [https://cert.vatsim.net/fp/file.php via the web].<br /> <br /> '''For IFR flights''', flight plans are used by air traffic control to initiate tracking and routing services. <br /> <br /> Aircraft routing types used in IFR flight plans are: Airway, Navaid and Direct. A route may be composed of segments of different routing types. <br /> <br /> #'''Airway:''' Airway routing occurs along pre-defined pathways called Airways. Mostly aircraft are required to fly airways between the departure and destination airports. The rules cover altitude, airspeed, and requirements for entering and leaving the airway (SIDs and STARs). Airways have letters and numbers like "Y868 or "UM125".<br /> #'''Navaid:''' Navaid routing occurs between Navaids (short for Navigational Aids) which are not always connected by airways. Navaid flight plans are used for IFR aircraft which don't have a GPS receiver - they can't follow waypoints. Navaid routing is typically only allowed in the continental U.S. If a flight plan specifies Navaid routing between two Navaids which are connected via an airway, the rules for that particular airway must be followed as if the aircraft was flying Airway routing between those two Navaids. Allowable altitudes are covered in Flight Levels. <br /> #'''Direct:''' Direct routing occurs when one or both of the route segment endpoints are at a latitude/longitude which is not located at a Navaid.<br /> <br /> '''For VFR flights''', their only purpose is to provide needed information should search and rescue operations be required. At VATSIM, a VFR flight plan is handy for controllers, as it shows vital information with the airplane tag on the radar, like the destination.<br /> <br /> === Flight Plan Syntax ===<br /> <br /> '''Syntax for IFR flight plans''' is quite strict, and pilots are encouraged to look up flight plans via online tools (like [http://www.vatroute.net www.vatroute.net]) and paste the code into the routing field. The form is usually <waypoint><route><waypoint><route><destination>, where every waypoint is noted, where the itinerary changes from one route to another (waypoints on the route are omitted). This is necessary, as radar clients (Euroscope) read and interpret this data. <br /> <br /> Example: A valid routing from LOWW to EDDM is the following:<br /> <br /> SOVIL DCT SITNI DCT BAGSI DCT MATIG DCT AMADI Q113 NAPSA<br /> <br /> * SOVIL is the SID exit point (where the aircraft leaves the SID. For more information on the SID, see https://vacc-austria.org/index.php?page=content/chartlist&icao=LOWW).<br /> * SITNI BAGSI MATIG AMADI are enroute waypoints<br /> * Q113 is the route to the STAR entry point for EDDM.<br /> * The "DCT" in-between means that there is no airway between these points: they are "DireCT".<br /> <br /> '''Syntax for VFR flight plans''' is unregulated and should be self-explanatory (controllers read it themselves). A good code for a VFR flight from LOWW to LOWI might be:<br /> <br /> SIERRA SEMMERING MUR MÜRZ LOWZ GERLOS MIKE<br /> <br /> * Sector S is the preferred VFR exit route from Vienna TMA<br /> * The rest is a description of a popular route to Innsbruck through scenic mountains<br /> * Mike ist the logical entry into LOWI.<br /> <br /> ----<br /> <br /> == Workflow for DEL controllers ==<br /> === 1. Setup ===<br /> When you log in as DEL, you have to do two things (if waiting pilots jump on you, tell them to stand by until you have done it!):<br /> # Check with the upstream controller (TWR, APP, CTR) for active runways and set active airport and runways in your Euroscope "active runways" dialogue box.<br /> # Check with the upstream controller the active ATIS letter. Set your ATIS dialog box to your airport and the active letter, but don't connect (ATIS is TWR's job). Set this way, Euroscope will show the valid ATIS letter in your METAR list and you don't need to ask every few minutes. <br /> # If there is no Tower or upstream, then create a ATIS.<br /> <br /> ===Choosing the active runways===<br /> The guiding principle in choosing the active runways is that aircraft prefer to depart and land into the wind.<br /> An airport has one runway named 16/34. The wind is reported as 320 degrees at 14 knots. In <br /> this case runway 34 is chosen as the active runway.<br /> <br /> Look at a more complicated example:<br /> <br /> LOWW has two runways: 16/34 and 11/29.<br /> Suppose, wind is 020°, and you see: runway 34 is only 40° off, while 110 is 90° off --> runway 34 is the better choice.<br /> <br /> Beware: All major airports have preferential runway configurations which depend on approach configuration, noise abatement and terrain.<br /> <br /> Generally, tailwind components of up to five knots are normally accepted.<br /> <br /> However due to noise abatement and terrain considerations most airports have some kind of preferential runway system. <br /> Bear in mind that it is the pilots decision whether he can accept a certain runway because only he knows the performance of his aircraft.<br /> <br /> For details on the preferred runway configurations for a specific airport ask your mentor or look into the airport QRS (quick reference sheets). See in the Resources section at the very bottom for links to them.<br /> <br /> === ATIS ===<br /> <br /> ATIS stands for Automatic Terminal Information Service and is a usually automatically generated broadcast that contains essential informations for pilots. It is continuously broadcasted on a dedicated frequency. On initial contact with the controller, pilots should already have listened to the ATIS and state the identifying letter. <br /> <br /> A ATIS broadcast has to consist of: <br /> <br /> *Name of the Airport <br /> *Identification Letter <br /> *Time of Observation <br /> *Active Runways <br /> *Transition Level <br /> *Wind direction and velocity <br /> *Visibilities <br /> *Special weather conditions (such as rain) <br /> *Cloud ceiling <br /> *Temperature and Dewpoint <br /> *QNH <br /> *Trends<br /> <br /> It is updated every 30 minutes or as soon as significant changes occur. In practice the ATIS function of Euroscope should be used. You can find the necessary files [http://www.vacc-austria.org/index.php?page=content/static&id=SOFTWARE_ATC here]. Please consult enclosed readme for information how to use this package.<br /> <br /> <br><br /> <br /> === 2. Check the flight Plan ===<br /> At VATSIM, the journey starts with an aircraft popping up at an airport. Initially, the tag (in Euroscope) will show "NOFP", meaning: No flight plan filed so far. Some time later, a destination and more will show up, and that means: The pilot has filed a flight plan. At this point, DEL controller work starts, but Euroscope has done already some work for you. DEL's job is to check and complete it, and to give clearance to the pilot. First, Check, if it is a VFR or IFR flight plan.<br /> <br /> '''For IFR flight plans, ...'''<br /> <br /> * Check, if "From"-Airport is yours and "To"-Airport makes sense. It is unlikely that a C172 will fly to GATB (Timbuktu) without stopovers, as well as a B737 flies VFR to KJFK. If anything looks wrong, then ask the pilot to refile the flight plan.<br /> * Check, if departure runway corresponds to the active runway. If not, then check your runway settings in Euroscope (Pilots never file a particular runway - it's Euroscope setting it for you).<br /> * Check, if cruise altitude is correct: Cruise altitude is stated in flight levels (hundreds of feet): FL280 means 28000 feet (at QNH 1013, to be really correct). For flight levels below FL410, '''westbound flights have even flight levels''', and '''eastbound flights have odd flight levels.''' Above FL410, flight levels increase by 20: west is FL430-470-510-550 etc, east is 450-490-530-570 etc (in real, only Concordes request flight levels that high). If the cruise altitude is wrong, ask the pilot for the nearest correct altitudes up or down. If you want, correct the RFL or tell the pilot to file again. <br /> *Check, if there is a valid SID from the active runway to the first waypoint in the flight plan. If not, then look for the cause. It could be an invalid flight plan (a flight plan must contain a waypoint which is the end of a SID - most SIDs have the waypoint in their names: SOVIL*B is the SID leading from LOWW rwy 16 to SOVIL). If the flight plan does not contain any valid waypoint, ask the pilot to refile a correct flight plan. If the flight plan is correct, then you might need to manually select the best SID. <br /> <br /> Watch out: <br /> * In some airports (like LOWI), there are more SIDs to the same waypoint, valid for different aircraft (usually, one is "standard" and the other are "special departure" depending on aircraft performance and equipment).<br /> * In most airports, there are special SIDs for aircraft with no FMC (the co-called Non-RNAV departures: they only rely on VOR and NDB).<br /> * Some departures are only for jet or only for prop aircraft.<br /> * Some airports have noise abatement procedures after certain hours in the evening.<br /> <br /> Euroscope has already selected the first matching SID in the alphabet. Check, if this SID is applicable to the aircraft type, performance, equipment and time (you might want to check with APP to clarify, which SIDs are correct), and select the best SID.<br /> <br /> '''For VFR flight plans''', the task is easier. usually, it contains the destination and a verbal description of the pilot's intention (could be "circuits" or "platzrunde",("TGL"= Touch and go landings) or "LOWL via Donau"). <br /> <br /> * Check, if this intention is possible and makes sense (you might check with TWR).<br /> <br /> === 2. Set Squawk and initial clearance altitude ===<br /> *Set a squawk now. The squawk number space is predefined for each airport and written in the sector file. For normal purposes, automatic squawk allocation in Euroscope works fine. In high traffic situations like Finally Austria, the squawk space runs out quickly, and Euroscope runs mad and shouts "DUPE" (for "duplicate squawk"). Technically, this is not a problem at VATSIM, but annoying. In this case, you have to set squawk codes by hand and start to fill other squawk number spaces, like 2500+. Don't attempt to set a squawk with a number higher than 7 - squawks are octets and don't have 8 and 9 (4707 is good, 4708 does not work).<br /> * Since 2016, real-life technology has changed. The so-called "transponder mode S" ("S" stands for "selective") allows aircraft to be linked with other means than the transponder code. All mode S aircraft receive squawk 1000. This makes Euroscope shout "DUPE" again. To silence this warning, "1000" must be added to the VFR codes ("7000" should be in there too). It's a setting: You do it once and gone.<br /> *Set the initial climb altitude. This differs from airport to airport. LOWW has 5000ft for all SIDs ("A50" in the list), In LOWI, you have to check with APP (it's between FL120 and 160), and Salzburg has different altitudes for different SIDs (look into the SID description).<br /> <br /> === 3. Wait for initial contact ===<br /> ATC is a service job - you wait for the pilot to come to you, as in real life you don't know if the pilot is on your frequency at all.<br /> At some point, the aircraft will call you, ideally with the first (long) phrase. When congested, the short form is used:<br /> <pre>LHA123: Wien Delivery, servus. Leipzig Air 123, Info B on board, gate C31, Fokker 70, requesting IFR clearance to München.<br /> LHA456: Wien Delivery, Leipzig Air 456 on gate 32 requesting IFR clearance.</pre><br /> <br /> Why should the pilot give aircraft and gate information? Because you want to double-triplecheck, if you deal with the correct aircraft: It can happen that you mistake LHA123 with LHA132, but it is unlikely that you mistake a LHA123 B737 to Munich on gate 32 with a LHA132 A320 to Athens on F02.<br /> <br /> === 4. Issue IFR Routing Clearances ===<br /> <br /> First, clear everything which is wrong or unclear in the flight plan, something like ...<br /> <pre>DEL: Leipzig Air 123, servus. Sir check your flight plan you fly westbound in that case your flight level must be an even flight level.<br /> What do you prefer flight level 310 or 330?<br /> LHA123: Flight level 310, Leipzig Air 123.</pre><br /> <br /> If you '''change anything in the flight plan''' (like RFL=requested flight level), then you must edit his flight plan in Euroscope, and you must tell the pilot:<br /> <br /> DEL: LHA123, flight plan amended with new flight level 300.<br /> <br /> Then (if you have an amendment, even in one broadcast without readback), '''issue your clearance''':<br /> <br /> DEL gives routing clearances to all departing aircraft with the following information:<br> <br /> <br /> * aircraft identification<br /> * clearance limit (normally destination aerodrome)<br /> * designator of the assigned SID<br /> * Cleared (initial) flight level<br /> * allocated SSR code (the "squawk")<br /> * any other necessary instructions or information not contained in the SID description, e.g. instructions relating to change of frequency or CTOT (= Calculated take-off time) Slot time (Normally not used on the VATSIM network)<br /> * You may include a confirmation of the ATIS letter.<br /> <br /> Normal construction of a routing clearance: <br /> <br /> <pre>Callsign, cleared to XXXX via XXXXX XX departure, initial climb 5000ft, Squawk 46XX</pre><br /> <br /> Example: <br /> <br /> <pre>Austrian 125, cleared to Frankfurt via LUGEM 1C departure, initial climb 5000ft,<br /> Squawk 4601, info B is current.</pre><br /> <br /> Some Aircraft are not able to follow SIDs for various reasons, most of the time due to missing equipment. In these cases you should issue a so called vectored departure. A vectored departure clearance includes the same components as a normal clearance but instead of the SID you issue instructions to be carried out after departure.<br /> <br /> Callsign,cleared to XXXX, after departure RWY XX yyyy, initial climb 5000ft,<br /> Squawk 46XX<br /> <br /> Example: <br /> <br /> <pre>Austrian 125, cleared to Frankfurt, after departure Runway 29, turn left heading 240<br /> expect vectors to LUGEM, initial climb 5000 ft, Squawk 4601.</pre><br /> <br /> You can find the instructions for each Airport within the [[Study Guide:Airport Details]] If the pilot responds with a correct readback you should answer with the following phrase: <br /> <br /> Callsign, readback correct => Austrian 125, readback correct<br /> <br /> === 5. Handover ===<br /> Afterwards you either hand the pilot over to GND or wait for his startup request, depending on local procedures. You can do this joint with the readback answer, like:<br /> <br /> Austrian 125, readback correct, contact Wien Ground "frequency" 121.60. Bye Bye<br /> <br /> ----<br /> <br /> == Special Situations (High Traffic, Slots, ...) ==<br /> <br /> === Missing ATIS ===<br /> *Maybe there is no upstream controller. Then you ask the pilot, which runway he wants to use. Then you can clear him.<br /> *Maybe there is a technical problem and TWR cannot connect any ATIS. In this case, you have to check with TWR, which runway is in use, and get the METAR yourself from Euroscope. If the pilot does not find any ATIS, he/she should contact you with the following phrase. Anyway, you should answer him as follows, before any other clearance is given:<br /> <br /> LHA123: Wien DEL, Leipzig Air 123, Position E42, requesting airport information.<br /> DEL: Leipzig 123, Wien Delivery, servus. Active runway is 34, wind 320 at 10, QNH 1030.<br /> <br /> === VFR flight plans ===<br /> The Tower is responsible for VFR traffic. However, pilots have to contact DEL for clearance. You have to enquire with Tower about the details of the departure.<br /> <br /> - runway to expect (VFR is not bound to the active rwy)<br /> - route to expect<br /> <br /> The pilot should call you 10min before the flight for clearance.<br /> <br /> OE-DLT: C172 at General aviation, request VFR clearance for Leave control zone<br /> DEL: OE-DLT Active rwy16, cleared to leave via Sector Sierra, 1500ft or below, Squawk 0001.<br /> OE-DLT: cleared to leave via Sector Sierra, 1500ft or below, Squawk 0001.<br /> DEL: Readback correct, contact Ground 121.600Mhz.<br /> <br /> OE-DLT: C172 Parkbereich der Allgemeinen Luftfahrt, erbitte VFR clearance für verlassen der Kontrollzone<br /> DEL: OE-DLT Aktive Piste 16, verlassen sie die Kontrollzone über Sektor Sierra, 1500ft oder darunter, Transponder 0001.<br /> OE-DLT: Berlassen die Kontrollzone über Sektor Sierra, 1500ft oder darunter, Transponder 0001.<br /> DEL: Korrekt, kontaktieren Sie Wien Rollkontrolle 121.600Mhz.<br /> <br /> <br /> '''Important Note''':<br /> <br /> Squawk's like 4601, 4602, and so on are reserved for IFR Flights. For VFR take a Range of 0001 - 0020 for example. Keep in mind if you have high traffic and that is in normal time IFR it's better you take squawks like 0002 and so on.<br /> As Mode-S transponder is mandatory in Austria, using the VFR 7000 exclusively is sufficient as well.<br /> <br /> === Slots ===<br /> <br /> In order to guarantee a safe flow of traffic and to minimize delays in the air so called slots are being used. A slot is a timeframe of five minutes before to ten minutes after the CTOT (Calculated Time Of Takeoff) mentioned before. The aircraft has to depart within this timeframe from its departure airport. On the VATSIM network this system is only used on special occasions.<br /> <br /> In real world the are always reserved Slots for the airliners. If they fail the slot time they must wait for a new. The reason is that you won't want too many aircraft in the air with no space to land. Responsible for the Slot Coordianten is the CFMU called "Central Flow Management" Unit in Brussels. The CFMU analyses and calculates traffic demand for 1 day, per week, per month and so on.<br /> <br /> === Behavior in situations with increased traffic ===<br /> <br /> Sometimes one of your neighboring sectors has to stop accepting traffic. In these cases you should delay an aircrafts start-up clearance. <br /> <br /> If possible you should inform the pilot about the expected delay: <br /> <br /> Austrian 125, readback correct, expect startup in 10 minutes. "The reason for that is we have an emergency in progress"<br /> Austrian 125, startup approved, expect departure in 10 minutes. Thanks for Information<br /> <br /> === More Information ===<br /> If you really want to study hard, then read the relevant sections for DEL in the official [http://www.austrocontrol.at/jart/prj3/austro_control/data/dokumente/YQPMe_LO_Circ_2012_B_04_en.pdf radio telephony guide from Austrocontrol].<br /> <br /> A really good index (and much more orderly is [http://contentzone.eurocontrol.int/phraseology/ here at Eurocontrol].<br /> <br /> <br /> ----<br /> <br /> <br /> <br /> '' Prev: [[Study Guide:OBS]] - Overview: [[Study Guide]] - Next: [[Study Guide:Ground]]''<br /> <br /> [[Category:Documents]] [[Category:Study_Guides]] [[Category:Training]] [[Category:Controller]]</div>

Michael Hoffmann https://wiki.vacc-austria.org/index.php?title=Study_Guide:Delivery&diff=4160 Study Guide:Delivery 2020-09-30T16:13:39Z

<p>Michael Hoffmann: /* VFR flight plans */</p> <hr /> <div>'' <-- Back: [[Study Guide:OBS]] - Overview: [[Study Guide]] - Next--> [[Study Guide:Ground]]''<br /> <br /> == Introduction ==<br /> <br /> This Study Guide has been designed to give you all the information needed to start controlling as a Clearance/Delivery controller on the VATSIM network. It assumes, that you have read and understood the [[Study Guide:OBS]] before and have logged in as observer.<br /> <br /> == Working Delivery Positions ==<br /> <br /> Clearance Delivery is responsible for checking and correcting flightplans of departing aircraft and issue routing clearances to them. This task may sound boring, but is important for upstream controllers: Clearances take time (on the radio) and may block vital commands (like takeoff and landing clearances), and radar stations rely on the checked and cleared values (SIDs and clearance altitudes) for their controlling. If DEL makes mistakes, APP will have trouble.<br /> <br /> There are 2 types of flight plans at VATSIM:<br /> *IFR: Any pilot who flies IFR must file a flight plan. It contains the exact routing from departure to arrival, cruise altitude and some more information which controllers need for their job.<br /> <br /> *VFR: VFR pilots can file flight plans, but they don't need to. They can simply ask for taxi clearance, take off and continue in uncontrolled airspace.<br /> <br /> === Flightplan Structure ===<br /> <br /> '''Flight plans''' are documents filed by pilots with the local Civil Aviation Authority prior to departure. They generally include basic information such as departure and arrival points, estimated time en route, alternate airports in case of bad weather, type of flight (whether instrument flight rules or visual flight rules), pilot's name and number of people on board.<br /> <br /> At VATSIM, flight plans are filed with a VATSIM server. It can be done out of the simulator via the selected VATSIM client (Squawkbox, Xsquawkbox, ...), or [https://cert.vatsim.net/fp/file.php via the web].<br /> <br /> '''For IFR flights''', flight plans are used by air traffic control to initiate tracking and routing services. <br /> <br /> Aircraft routing types used in IFR flight plans are: Airway, Navaid and Direct. A route may be composed of segments of different routing types. <br /> <br /> #'''Airway:''' Airway routing occurs along pre-defined pathways called Airways. Mostly aircraft are required to fly airways between the departure and destination airports. The rules cover altitude, airspeed, and requirements for entering and leaving the airway (SIDs and STARs). Airways have letters and numbers like "Y868 or "UM125".<br /> #'''Navaid:''' Navaid routing occurs between Navaids (short for Navigational Aids) which are not always connected by airways. Navaid flight plans are used for IFR aircraft which don't have a GPS receiver - they can't follow waypoints. Navaid routing is typically only allowed in the continental U.S. If a flight plan specifies Navaid routing between two Navaids which are connected via an airway, the rules for that particular airway must be followed as if the aircraft was flying Airway routing between those two Navaids. Allowable altitudes are covered in Flight Levels. <br /> #'''Direct:''' Direct routing occurs when one or both of the route segment endpoints are at a latitude/longitude which is not located at a Navaid.<br /> <br /> '''For VFR flights''', their only purpose is to provide needed information should search and rescue operations be required. At VATSIM, a VFR flight plan is handy for controllers, as it shows vital information with the airplane tag on the radar, like the destination.<br /> <br /> === Flight Plan Syntax ===<br /> <br /> '''Syntax for IFR flight plans''' is quite strict, and pilots are encouraged to look up flight plans via online tools (like [http://www.vatroute.net www.vatroute.net]) and paste the code into the routing field. The form is usually <waypoint><route><waypoint><route><destination>, where every waypoint is noted, where the itinerary changes from one route to another (waypoints on the route are omitted). This is necessary, as radar clients (Euroscope) read and interpret this data. <br /> <br /> Example: A valid routing from LOWW to EDDM is the following:<br /> <br /> SOVIL DCT SITNI DCT BAGSI DCT MATIG DCT AMADI Q113 NAPSA<br /> <br /> * SOVIL is the SID exit point (where the aircraft leaves the SID. For more information on the SID, see https://vacc-austria.org/index.php?page=content/chartlist&icao=LOWW).<br /> * SITNI BAGSI MATIG AMADI are enroute waypoints<br /> * Q113 is the route to the STAR entry point for EDDM.<br /> * The "DCT" in-between means that there is no airway between these points: they are "DireCT".<br /> <br /> '''Syntax for VFR flight plans''' is unregulated and should be self-explanatory (controllers read it themselves). A good code for a VFR flight from LOWW to LOWI might be:<br /> <br /> SIERRA SEMMERING MUR MÜRZ LOWZ GERLOS MIKE<br /> <br /> * Sector S is the preferred VFR exit route from Vienna TMA<br /> * The rest is a description of a popular route to Innsbruck through scenic mountains<br /> * Mike ist the logical entry into LOWI.<br /> <br /> ----<br /> <br /> == Workflow for DEL controllers ==<br /> === 1. Setup ===<br /> When you log in as DEL, you have to do two things (if waiting pilots jump on you, tell them to stand by until you have done it!):<br /> # Check with the upstream controller (TWR, APP, CTR) for active runways and set active airport and runways in your Euroscope "active runways" dialogue box.<br /> # Check with the upstream controller the active ATIS letter. Set your ATIS dialog box to your airport and the active letter, but don't connect (ATIS is TWR's job). Set this way, Euroscope will show the valid ATIS letter in your METAR list and you don't need to ask every few minutes. <br /> # If there is no Tower or upstream, then create a ATIS.<br /> <br /> ===Choosing the active runways===<br /> The guiding principle in choosing the active runways is that aircraft prefer to depart and land into the wind.<br /> An airport has one runway named 16/34. The wind is reported as 320 degrees at 14 knots. In <br /> this case runway 34 is chosen as the active runway.<br /> <br /> Look at a more complicated example:<br /> <br /> LOWW has two runways: 16/34 and 11/29.<br /> Suppose, wind is 020°, and you see: runway 34 is only 40° off, while 110 is 90° off --> runway 34 is the better choice.<br /> <br /> Beware: All major airports have preferential runway configurations which depend on approach configuration, noise abatement and terrain.<br /> <br /> Generally, tailwind components of up to five knots are normally accepted.<br /> <br /> However due to noise abatement and terrain considerations most airports have some kind of preferential runway system. <br /> Bear in mind that it is the pilots decision whether he can accept a certain runway because only he knows the performance of his aircraft.<br /> <br /> For details on the preferred runway configurations for a specific airport ask your mentor or look into the airport QRS (quick reference sheets). See in the Resources section at the very bottom for links to them.<br /> <br /> === ATIS ===<br /> <br /> ATIS stands for Automatic Terminal Information Service and is a usually automatically generated broadcast that contains essential informations for pilots. It is continuously broadcasted on a dedicated frequency. On initial contact with the controller, pilots should already have listened to the ATIS and state the identifying letter. <br /> <br /> A ATIS broadcast has to consist of: <br /> <br /> *Name of the Airport <br /> *Identification Letter <br /> *Time of Observation <br /> *Active Runways <br /> *Transition Level <br /> *Wind direction and velocity <br /> *Visibilities <br /> *Special weather conditions (such as rain) <br /> *Cloud ceiling <br /> *Temperature and Dewpoint <br /> *QNH <br /> *Trends<br /> <br /> It is updated every 30 minutes or as soon as significant changes occur. In practice the ATIS function of Euroscope should be used. You can find the necessary files [http://www.vacc-austria.org/index.php?page=content/static&id=SOFTWARE_ATC here]. Please consult enclosed readme for information how to use this package.<br /> <br /> <br><br /> <br /> === 2. Check the flight Plan ===<br /> At VATSIM, the journey starts with an aircraft popping up at an airport. Initially, the tag (in Euroscope) will show "NOFP", meaning: No flight plan filed so far. Some time later, a destination and more will show up, and that means: The pilot has filed a flight plan. At this point, DEL controller work starts, but Euroscope has done already some work for you. DEL's job is to check and complete it, and to give clearance to the pilot. First, Check, if it is a VFR or IFR flight plan.<br /> <br /> '''For IFR flight plans, ...'''<br /> <br /> * Check, if "From"-Airport is yours and "To"-Airport makes sense. It is unlikely that a C172 will fly to GATB (Timbuktu) without stopovers, as well as a B737 flies VFR to KJFK. If anything looks wrong, then ask the pilot to refile the flight plan.<br /> * Check, if departure runway corresponds to the active runway. If not, then check your runway settings in Euroscope (Pilots never file a particular runway - it's Euroscope setting it for you).<br /> * Check, if cruise altitude is correct: Cruise altitude is stated in flight levels (hundreds of feet): FL280 means 28000 feet (at QNH 1013, to be really correct). For flight levels below FL410, '''westbound flights have even flight levels''', and '''eastbound flights have odd flight levels.''' Above FL410, flight levels increase by 20: west is FL430-470-510-550 etc, east is 450-490-530-570 etc (in real, only Concordes request flight levels that high). If the cruise altitude is wrong, ask the pilot for the nearest correct altitudes up or down. If you want, correct the RFL or tell the pilot to file again. <br /> *Check, if there is a valid SID from the active runway to the first waypoint in the flight plan. If not, then look for the cause. It could be an invalid flight plan (a flight plan must contain a waypoint which is the end of a SID - most SIDs have the waypoint in their names: SOVIL*B is the SID leading from LOWW rwy 16 to SOVIL). If the flight plan does not contain any valid waypoint, ask the pilot to refile a correct flight plan. If the flight plan is correct, then you might need to manually select the best SID. <br /> <br /> Watch out: <br /> * In some airports (like LOWI), there are more SIDs to the same waypoint, valid for different aircraft (usually, one is "standard" and the other are "special departure" depending on aircraft performance and equipment).<br /> * In most airports, there are special SIDs for aircraft with no FMC (the co-called Non-RNAV departures: they only rely on VOR and NDB).<br /> * Some departures are only for jet or only for prop aircraft.<br /> * Some airports have noise abatement procedures after certain hours in the evening.<br /> <br /> Euroscope has already selected the first matching SID in the alphabet. Check, if this SID is applicable to the aircraft type, performance, equipment and time (you might want to check with APP to clarify, which SIDs are correct), and select the best SID.<br /> <br /> '''For VFR flight plans''', the task is easier. usually, it contains the destination and a verbal description of the pilot's intention (could be "circuits" or "platzrunde",("TGL"= Touch and go landings) or "LOWL via Donau"). <br /> <br /> * Check, if this intention is possible and makes sense (you might check with TWR).<br /> <br /> === 2. Set Squawk and initial clearance altitude ===<br /> *Set a squawk now. The squawk number space is predefined for each airport and written in the sector file. For normal purposes, automatic squawk allocation in Euroscope works fine. In high traffic situations like Finally Austria, the squawk space runs out quickly, and Euroscope runs mad and shouts "DUPE" (for "duplicate squawk"). Technically, this is not a problem at VATSIM, but annoying. In this case, you have to set squawk codes by hand and start to fill other squawk number spaces, like 2500+. Don't attempt to set a squawk with a number higher than 7 - squawks are octets and don't have 8 and 9 (4707 is good, 4708 does not work).<br /> * Since 2016, real-life technology has changed. The so-called "transponder mode S" ("S" stands for "selective") allows aircraft to be linked with other means than the transponder code. All mode S aircraft receive squawk 1000. This makes Euroscope shout "DUPE" again. To silence this warning, "1000" must be added to the VFR codes ("7000" should be in there too). It's a setting: You do it once and gone.<br /> *Set the initial climb altitude. This differs from airport to airport. LOWW has 5000ft for all SIDs ("A50" in the list), In LOWI, you have to check with APP (it's between FL120 and 160), and Salzburg has different altitudes for different SIDs (look into the SID description).<br /> <br /> === 3. Wait for initial contact ===<br /> ATC is a service job - you wait for the pilot to come to you, as in real life you don't know if the pilot is on your frequency at all.<br /> At some point, the aircraft will call you, ideally with the first (long) phrase. When congested, the short form is used:<br /> <pre>LHA123: Wien Delivery, servus. Leipzig Air 123, Info B on board, gate C31, Fokker 70, requesting IFR clearance to München.<br /> LHA456: Wien Delivery, Leipzig Air 456 on gate 32 requesting IFR clearance.</pre><br /> <br /> Why should the pilot give aircraft and gate information? Because you want to double-triplecheck, if you deal with the correct aircraft: It can happen that you mistake LHA123 with LHA132, but it is unlikely that you mistake a LHA123 B737 to Munich on gate 32 with a LHA132 A320 to Athens on F02.<br /> <br /> === 4. Issue IFR Routing Clearances ===<br /> <br /> First, clear everything which is wrong or unclear in the flight plan, something like ...<br /> <pre>DEL: Leipzig Air 123, servus. Sir check your flight plan you fly westbound in that case your flight level must be an even flight level.<br /> What do you prefer flight level 310 or 330?<br /> LHA123: Flight level 310, Leipzig Air 123.</pre><br /> <br /> If you '''change anything in the flight plan''' (like RFL=requested flight level), then you must edit his flight plan in Euroscope, and you must tell the pilot:<br /> <br /> DEL: LHA123, flight plan amended with new flight level 300.<br /> <br /> Then (if you have an amendment, even in one broadcast without readback), '''issue your clearance''':<br /> <br /> DEL gives routing clearances to all departing aircraft with the following information:<br> <br /> <br /> * aircraft identification<br /> * clearance limit (normally destination aerodrome)<br /> * designator of the assigned SID<br /> * Cleared (initial) flight level<br /> * allocated SSR code (the "squawk")<br /> * any other necessary instructions or information not contained in the SID description, e.g. instructions relating to change of frequency or CTOT (= Calculated take-off time) Slot time (Normally not used on the VATSIM network)<br /> * You may include a confirmation of the ATIS letter.<br /> <br /> Normal construction of a routing clearance: <br /> <br /> <pre>Callsign, cleared to XXXX via XXXXX XX departure, initial climb 5000ft, Squawk 46XX</pre><br /> <br /> Example: <br /> <br /> <pre>Austrian 125, cleared to Frankfurt via LUGEM 1C departure, initial climb 5000ft,<br /> Squawk 4601, info B is current.</pre><br /> <br /> Some Aircraft are not able to follow SIDs for various reasons, most of the time due to missing equipment. In these cases you should issue a so called vectored departure. A vectored departure clearance includes the same components as a normal clearance but instead of the SID you issue instructions to be carried out after departure.<br /> <br /> Callsign,cleared to XXXX, after departure RWY XX yyyy, initial climb 5000ft,<br /> Squawk 46XX<br /> <br /> Example: <br /> <br /> <pre>Austrian 125, cleared to Frankfurt, after departure Runway 29, turn left heading 240<br /> expect vectors to LUGEM, initial climb 5000 ft, Squawk 4601.</pre><br /> <br /> You can find the instructions for each Airport within the [[Study Guide:Airport Details]] If the pilot responds with a correct readback you should answer with the following phrase: <br /> <br /> Callsign, readback correct => Austrian 125, readback correct<br /> <br /> === 5. Handover ===<br /> Afterwards you either hand the pilot over to GND or wait for his startup request, depending on local procedures. You can do this joint with the readback answer, like:<br /> <br /> Austrian 125, readback correct, contact Wien Ground "frequency" 121.60. Bye Bye<br /> <br /> ----<br /> <br /> == Special Situations (High Traffic, Slots, ...) ==<br /> <br /> === Missing ATIS ===<br /> *Maybe there is no upstream controller. Then you ask the pilot, which runway he wants to use. Then you can clear him.<br /> *Maybe there is a technical problem and TWR cannot connect any ATIS. In this case, you have to check with TWR, which runway is in use, and get the METAR yourself from Euroscope. If the pilot does not find any ATIS, he/she should contact you with the following phrase. Anyway, you should answer him as follows, before any other clearance is given:<br /> <br /> LHA123: Wien DEL, Leipzig Air 123, Position E42, requesting airport information.<br /> DEL: Leipzig 123, Wien Delivery, servus. Active runway is 34, wind 320 at 10, QNH 1030.<br /> <br /> === VFR flight plans ===<br /> The Tower is responsible for VFR traffic. However, pilots have to contact DEL for clearance. You have to enquire with Tower about the details of the departure.<br /> <br /> - runway to expect (VFR is not bound to the active rwy)<br /> - route to expect<br /> <br /> The pilot should call you 10min before the flight for clearance.<br /> <br /> OE-DLT: C172 at General aviation, request VFR clearance for Leave control zone<br /> DEL: OE-DLT Active rwy16, cleared to leave via Sector Sierra, 1500ft or below, Squawk 0001.<br /> OE-DLT: cleared to leave via Sector Sierra, 1500ft or below, Squawk 0001.<br /> DEL: Readback correct, contact Ground 121.600Mhz.<br /> <br /> OE-DLT: C172 Parkbereich der Allgemeinen Luftfahrt, erbitte VFR clearance für verlassen der Kontrollzone<br /> DEL: OE-DLT Aktive Piste 16, verlassen sie die Kontrollzone über Sektor Sierra, 1500ft oder darunter, Transponder 0001.<br /> OE-DLT: Berlassen die Kontrollzone über Sektor Sierra, 1500ft oder darunter, Transponder 0001.<br /> DEL: Korrekt, kontaktieren Sie Wien Rollkontrolle 121.600Mhz.<br /> <br /> <br /> '''Important Note''':<br /> <br /> Squawk's like 4601, 4602, and so on are reserved for IFR Flights. For VFR take a Range of 0001 - 0020 for example. Keep in mind if you have high traffic and that is in normal time IFR it's better you take squawks like 0002 and so on.<br /> As Mode-S transponder is mandatory in Austria, using the VFR 7000 exclusively is sufficient as well.<br /> <br /> === Slots ===<br /> <br /> In order to guarantee a safe flow of traffic and to minimize delays in the air so called slots are being used. A slot is a timeframe of five minutes before to ten minutes after the CTOT (Calculated Time Of Takeoff) mentioned before. The aircraft has to depart within this timeframe from its departure airport. On the VATSIM network this system is only used on special occasions.<br /> <br /> In real world the are always reserved Slots for the airliners. If they fail the slot time they must wait for a new. The reason is that you won't want too many aircraft in the air with no space to land. Responsible for the Slot Coordianten is the CFMU called "Central Flow Management" Unit in Brussels. The CFMU analyses and calculates traffic demand for 1 day, per week, per month and so on.<br /> <br /> === Behavior in situations with increased traffic ===<br /> <br /> Sometimes one of your neighboring sectors has to stop accepting traffic. In these cases you should delay an aircrafts start-up clearance. <br /> <br /> If possible you should inform the pilot about the expected delay: <br /> <br /> Austrian 125, readback correct, expect startup in 10 minutes. "The reason for that is we have an emergency in progress"<br /> Austrian 125, startup approved, expect departure in 10 minutes. Thanks for Information<br /> <br /> === More Information ===<br /> If you really want to study hard, then read the relevant sections for DEL in the official [http://www.austrocontrol.at/jart/prj3/austro_control/data/dokumente/YQPMe_LO_Circ_2012_B_04_en.pdf radio telephony guide from Austrocontrol].<br /> <br /> A really good index (and much more orderly is [http://contentzone.eurocontrol.int/phraseology/ here at Eurocontrol].<br /> <br /> <br /> ----<br /> <br /> <br /> <br /> '' Prev: [[Study Guide:OBS]] - Overview: [[Study Guide]] - Next: [[Study Guide:Ground]]''<br /> <br /> [[Category:Documents]] [[Category:Study_Guides]] [[Category:Training]] [[Category:Controller]]</div>

Michael Hoffmann https://wiki.vacc-austria.org/index.php?title=Study_Guide:Tower&diff=4158 Study Guide:Tower 2020-09-27T22:36:12Z

<p>Michael Hoffmann: </p> <hr /> <div>'''<span style="color:#ff0000;">This study guide is still work in progress. Stay tuned for further chapters.</span>''' <br /> <br /> '' Prev: [[Study Guide:Ground]] - Overview: [[Study Guide]] - Next: [[Study Guide: Approach]]''<br /> <br /> <br /> == Introduction ==<br /> <br /> This Study Guide is designed to give you all the information you need to become a Tower Controller within VACC Austria. We assume that you have already read the [[Study Guide:OBS]], [[Study Guide:Delivery]] and [[Study Guide:Ground]] and that you have some experience controlling on VATSIM. <br /> <br /> <br /> When you reach tower, you will handle aircraft in the air for the first time. So we will discuss some basic principles of flying before actually talking about procedures. Also we'll have to talk about some organisational issues. The fourth chapter of this article will then familiarize you with the procedures you need for controlling tower positions.<br /> <br /> Euroscope Visibilty Range for Tower should not exceed 50nm (regarding to Vatsim CoC C12)<br /> <br /> == Aircraft and basic Flying Principles ==<br /> <br /> === Producing Lift ===<br /> <br /> For an aircraft to fly the lift force produced by (mostly) the wings has to outweigh the gravitational force that affects the aircraft. <br /> <br /> Basically a wing produces lift by deflecting the air it moves through into one direction. According to Newton's third law of motion the lift is produced into the opposite direction. This lift grows with the speed the aircraft has in relation to the air and with the angle the wing draws with the direction of movement. This angle is called Angle of Attack (AoA). <br /> <br /> The principle only works as long as a steady airflow around the wing exists. As soon as the airflow seperates from the wings surface the lift starts to decerease. The AoA at which this occurs is called critical Angle of Attack. It depends on the profile of the wing and it's dimensions but for subsonic aircrafts it typically lies between 8 and 21 degrees. <br /> <br /> Think of an level flying aircraft that reduces it speed. In order to compensate the reducing lift the pilot has to raise the nose. However at some point the Angle of Attack will cross the critical angle of Attack and the pilot will find himself in a stall. So the speed of an aircraft is limited on the lower side by the so called stall speed but the aircraft is also limit by aerodynamics in higher range of speed (buffeting). Because the stall speed depends on the profile most aircraft are equipped with devices that alter the profile during flight such as flaps or slats (Approach). In General when an aircraft fly it will produce thrust but at same time it produce drag. So if you fly just horizontal (cruise) you have at the same time Lift=weight and thrust=drag. Drag produce automatic noise and that is the big problem. to prevent this we have different procedures in the approach and a lot of research in aviation to reduce the sound of the aircraft but the main part are the engines. <br /> <br /> On approach pilots have to fly in a certain speed range in order to conduct a safe landing. The lower boundary is called landing reference speed and is often a fixed multiple of the stall speed. As a result of this the approach speed also depends on weight an aircraft configuration (Flap/Slat setting). For safety the Approach Vapp is higher than Vref and the difference depends mostly on the weather conditions. <br /> <br /> Generally you can say that bigger aircraft also have a bigger approach speed however at some point this rule does not work anymore because the Vref depends largely on the aircrafts weight in relation to it's maximum takeoff weight (MTOW). The speed ranges from 50 knots in a C150 up to 170 knots with a fully loaded 747. However for example it is possible that a light 747 is slower than a fully loaded 737.<br /> <br /> === Aircraft Categories ===<br /> <br /> The most important ways of categorizing aircraft in aviation are by weight or by approach speed. <br /> <br /> ==== Weight Categories ====<br /> <br /> Aircraft are categorized into three weight categories: <br /> <br /> {| class="prettytable"<br /> |-<br /> | '''Category''' <br /> | '''MTOW'''<br /> |-<br /> | Light Aircraft (L) <br /> | &lt; 7 000 kg<br /> |-<br /> | Medium Aircraft (M) <br /> | 7 000 – 136 000 kg<br /> |-<br /> | Heavy Aircraft (H) <br /> | &gt;136 000 kg<br /> |-<br /> | Super Aircraft (S)<br /> | is only one: the A380<br /> |}<br /> <br /> You can find a list of aircrafts in this link [http://www.skybrary.aero/index.php?title=Category:Aircraft&until=D228] <br>Weight depicted is MTOW.<br /> <br /> ==== Approach Speed ====<br /> <br /> Aircraft are categorized by their reference approach speed (Vref) at maximum landing weight: <br /> <br /> {| class="prettytable"<br /> |-<br /> | '''Category''' <br /> | '''Vref'''<br /> |-<br /> | A <br /> | &lt;= 90 knots<br /> |-<br /> | B <br /> | 91 - 120 knots<br /> |-<br /> | C <br /> | 121 - 140 knots<br /> |-<br /> | D <br /> | 141 - 165 knots<br /> |-<br /> | E <br /> | &gt;= 165 knots<br /> |}<br /> <br /> ==Before you start controlling==<br /> <br /> Tower is responsible ...<br /> <br /> - for all movements on the runways <br /> - for all movements within the control zone (see "Airspace Structure" below).<br /> <br /> Tower decides which runways are in use and maintains the ATIS. Tower is also responsible for ground and delivery if they are not online or if they are not defined for that particular airport (LOWS has DEL, but no GND; LOWI, LOWG and LOWK have only TWR).<br /> <br /> === Airspace Structure around Major Airports ===<br /> Major airports in Austria are surrounded by a so called control zone which is a class D airspace. This means that all aircraft need a clearance to enter this piece of airspace. So either they are cleared to an approach or you need to clear them specifically into the control zone. Details will be discussed in the VFR part later on.<br /> <br /> <br /> === Transition Altitude/Transition Level ===<br /> <br /> Knowing the altitude you are flying is one of the most important informations you need in order to safely operate an airplane. Aircraft Altimeters use the air pressure around them to determine their actual altitude. In order to get correct readings you have to use the actual local pressure in your area. As a memory hook you can use this: The altimeter needle moves in the same direction you turn the rotary knob to adjust the pressure. If you turn it counterclockwise, the needle also turns counterclockwise and therefor indicates a lower altitude. <br /> <br /> As ground pressure changes every hundred miles, aircraft would need to update their settings every few minutes. If ALL aircraft would need to do this, it would be terribly unpractical and dangerous. Guess what happens if one forgets? So the altitude is "sliced":<br /> <br /> * In lower areas (where terrain is near), aircraft have to update local settings. Most aircraft are there only for takeoff and landing, so no big deal.<br /> * In higher areas, aircraft all tune a standard setting (QNH 1013 or 29.92 HG) - this setting may be "wrong", but as all aircraft have the same "wrong" setting, it does not matter.<br /> <br /> And where is the altitude where that changes?<br /> <br /> * For climbing aircraft, it is the Transition Altitude, where they change from local to standard pressure.<br /> * For descending aircraft, it is the Transition Level, where they change from standard to local pressure.<br /> <br /> Between the two, there is a safety layer (called "Transition Layer") which compensates for the difference between local and standard pressure, which is 1000ft minimum, so the stack is:<br /> <br /> Upper airspace: measured in Flight Levels (FL220 = Altitude 22.000ft at standard settings)<br /> Transition Level: the lowest Flight Level<br /> Transition layer (to keep distance)<br /> Transition Altitude (TA): the highest altitude cleared at local pressure settings<br /> Lower airspace, where altitude is given (you write "A5000ft").<br /> <br /> As the difference between TA and TL varies with pressure (the lower local pressure, the thinner), the size of the Transition Layer varies (the lower local pressure, the thicker). Use the following table to calculated your TRL: <br /> <br /> QNH &lt; 0977: TA + 3000 ft.<br /> QNH 0978 - 1013: TA + 2000 ft.<br /> QNH 1014 - 1050: TA + 1000 ft.<br /> QNH 1051 &gt; &nbsp;: TA = TL<br /> <br /> == Working as a Tower Controller ==<br /> <br /> ===Setting the right priorities===<br /> The moment you are responsible for more than one aircraft you will have to set priorities in your handling. As a general guideline:<br /> <br /> #aircraft in the air have top priority - you take care of them first. Reason: They can't stop.<br /> #aircraft moving on the ground have next priority. They could bump into each other.<br /> #aircraft standing on ground have the least priority.<br /> <br /> This also means that you will have to tell pilots to stand by while you attend to other matters. Make sure you keep a list of aircraft you told to stand by so you don't forget to call them back. This also means, that you might have to set priority in services which aircraft in the air need first, like setting up ATIS.<br /> <br /> === Runway Separation ===<br /> <br /> The runways are one of the most dangerous spots on an airport because aircraft are travelling at high speed with little room to maneuver and most of the time no ability to stop at a reasonable distance. Because of this the general rule is that '''<span style="color:#ff0000;">only one aircaft may be cleared to use a runway at the same time.</span>''' What this means practically and exceptions from this rule are explained in the following chapters. <br /> <br /> === Departing Traffic ===<br /> <br /> So now we are at the point where the pilot reaches the Holding Point of his departure runway and reports ready for departure. What are the things you should check before issuing the takeoff clearance? <br /> <br /> *Have a look at the flightplan. Take note of the type of aircraft and the Departure Route. <br /> *Check the traffic approaching the runway.<br /> <br /> To give him the takeoff clearance the following phrase should be used: <br /> <br /> e.g.: TWR: AUA2CM, wind 320 degerees, 7 knots, Runway 29, cleared for takeoff.<br /> AUA2CM: Cleared for takeoff Runway 29, AUA2CM<br /> <br /> The pilot lines up on the runway, advances the throttle and takes off. When he is well established in climb check he is squawking Mode C and the right Code. Afterwards he is handed off to the next Controller, in this case a radar position:<br /> <pre>LOWW_TWR: AUA2CM, contact Wien Radar frequency 134.670, bye bye!<br /> AUA2CM: Contacting Wien Radar frequency 134.67, AUA2CM. </pre> <br /> The next aircraft reports ready for departure. Again check the points above, but this time we cannot give the takeoff clearance straight away because the preceeding aircraft is still occupying the runway. Now you get to know the first exception to the Runway Seperation rule above. To speed things up you can instruct the next aircraft to line up behind the first one while this one is still in the takeoff roll occupying the runway: <br /> <br /> TWR: AZA639, behind departing Austrian Airbus A319, line-up rwy 29 and wait behind.<br /> AZA639: behind departing Airbus lining up runway 29 and waiting behind, AZA639.<br /> ''Note: you '''must''' add another "behind" at the end to make sure the aircraft really waits on the Runway before commencing Takeoff !!<br /> <br /> This type of clearance is called a conditional clearance. <br> The earliest possible point where you can issue the next takeoff clearance is, when the preceeding aircraft has overflown the opposite runway end or has clearly turned onto either side of it.<br> However in some cases this could be very close which leads us to the next chapter but before lets have a look on helicopters. <br /> <br /> Helicopters are sometimes able to start from there current position like a Helipad or a normal stand, if he want to depart from a Runway you can use the normal Phrases for VFR Traffic. <br /> <br /> e.g.: OEATD: Wien Tower, OEATD at General Aviation Parking ready for departure.<br /> TWR: OEATD, Wien Tower, after departure leave control zone via Freudenau and Donauturm, 2500 feet or below, Wind 290° 6 Knots, present position cleared for take-off.<br /> OEATD: After departure leaving the control zone via Freudenau and Donauturm not above 2500 feet, present position cleared for take-off.<br /> <br /> ==== Take care! Phraseology around the runway is vital ====<br /> In 1977, at the Tenerife Airport, two 747 Jumbo Jets collided on the runway and burst up in flames, killing more than 500 people. There was a simple cause: misunderstandings in the takeoff phraseology: Tower said "standby for takeoff", the pilot understood "cleared for takeoff". So, there is two iron rules which you should never break as Tower controller:<br /> <br /> * '''Use the word "takeoff" only when you clear for takeoff: Say "<aircraft> cleared for takeoff" and nothing else.''' If you have to say anything else (like that the aircraft can leave in 2 minutes), then use the word "departure".<br /> * '''Use the word "landing" only when you clear for landing: Say "<aircraft> cleared to land" and nothing else.''' If you have to say anything else (like where to leave the runway after touchdown), use the word "arrival".<br /> <br /> === Departure Separation ===<br /> There are several factors to take into consideration when deciding what the minimum separation between succeeding aircraft is. It is the tower controller's responsibility to decide which kind of separation to apply. The following types of separation shall be considered:<br /> *[[#Time Based Separation|Time Based Separation]]<br /> *[[#Radar Separation|Radar Separation]]<br /> <br /> '''CAUTION: Regardless of separation minima to be used, the following rule ALWAYS applies:'''<br /> <br /> A departing aircraft will not normally be permitted to commence take-off until<br /> *the preceding departing aircraft has crossed the end of the runway-in-use or<br /> *has started a turn or<br /> *until all preceding landing aircraft are clear of the runway-in-use.<br /> Note that this paragraph is not about the actual clearance. You may clear an aircraft - considering the minima below - for takeoff before the above conditions are fulfilled, taking into account the time it will take the aircraft, until the actual takeoff can be commenced.<br /> <br /> ==== Time Based Separation ====<br /> To avoid hazards created by the turbulence formed at the wing tips of aicraft (wakes), separation based on time shall be applied between succeeding departing traffic. This is due to the fact, that wakes need a certain time to dissipate.<br /> <br /> The actual time to apply depends on the wake turbulence category and thus on the weight of the aircraft:<br /> <div align="left"><br /> {| class="prettytable"<br /> |-<br /> | Light Aircraft (L) <br /> | &lt; 7 000 kg<br /> |-<br /> | Medium Aircraft (M) <br /> | 7 000 – 136 000 kg<br /> |-<br /> | Heavy Aircraft (H) <br /> | &gt;136 000 kg<br /> |}<br /> </div> <br /> <br /> ===== 2 Minutes =====<br /> Provided that succeeding aircraft are using:<br /> *the same runway<br /> *crossing runways if the projected flight path of the second aircraft will cross the projected flight path of the first aircraft at the same altitude or less than 300 m (1 000 ft) below<br /> *''parallel runways separated by less than 760m'' (no applicable in Austria)<br /> *''parallel runways separated by 760 m (2 500 ft) or more, if the projected flight path of the second aircraft will cross the projected flight path of the first aircraft at the same altitude or less than 300 m (1 000 ft) below (not applicable in Austria)''<br /> a minimum separation of 2 minutes applies whenever a<br /> <div align="left"><br /> {| class="prettytable"<br /> |-<br /> | Light or Medium<br /> | follows<br /> | Heavy<br /> |-<br /> | Light<br /> | follows<br /> | Medium<br /> |}<br /> </div> <br /> <br /> ===== 3 Minutes =====<br /> Provided that succeeding aircraft are taking off from:<br /> *an intermediate part of the same runway (read: intersection)<br /> *''an intermediate part of a parallel runway separated by less than 760 m (2 500 ft) (not applicable in Austria)''<br /> a minimum separation of 3 minutes applies whenever a<br /> <div align="left"><br /> {| class="prettytable"<br /> |-<br /> | Light or Medium<br /> | follows<br /> | Heavy<br /> |-<br /> | Light<br /> | follows<br /> | Medium<br /> |}<br /> </div><br /> Note: In LOWW the following intersections are, for the purposes of wake vortex, NOT considered to be intersection departures:<br /> <div align="left"><br /> {| class="prettytable"<br /> | Runway<br /> | Intersections<br /> |-<br /> | 11<br /> | A11 and A12<br /> |-<br /> | 29<br /> | A1 and A2<br /> |-<br /> | 16<br /> | B1 and B2<br /> |-<br /> | 34<br /> | B11 and B12<br /> |}<br /> </div><br /> <br /> To point out this hazard to a pilot the following phrase should be used: <br /> <br /> TWR:DLH32C, wind 180 degrees, 3 knots, runway 16 cleared for takeoff, <u>caution wake turbulence.</u><br /> DLH32C: cleared for takeoff runway 16, DLH32C.<br /> <br /> ==== Radar Separation ====<br /> For radar equipped TWR stations, which in Austria are basically all controlled TWR stations, departure separation shall be as such, that departing aircraft are entering the approach airspace with radar separation. For LOWW_TWR these minima are for example:<br /> <br /> <div align="left"><br /> {| class="prettytable"<br /> |Traffic<br /> |Distance<br /> |Condition<br /> |-<br /> | Departing traffic on different SIDs<br /> | 3 nm <br /> | increasing<br /> |-<br /> | Departing traffic on same SIDs <br /> | 5 nm<br /> | increasing<br /> |}<br /> </div> <br /> Note: LUGEM and MEDIX count as the same SID<br /> <br /> ==== Deciding Which Separation to apply ====<br /> In order to provide an expeditous flow of traffic for departing traffic, it is imperative for the tower controller to always apply the lowest separation minimum. Since time based separation is always the larger of the minima, it should always be strived to achieve radar separation. In principle, taking the minima above into consideration, radar separation may always be applied when suceeding departing traffic is in the same wake turbulence category or if a heavier aircraft is departing behind a lighter one.<br /> Otherwise, time based separation has to be applied.<br /> <br /> ==== Tips And Tricks ====<br /> *Try to avoid having multiple aircraft using the same SID depart the same runway right after each other. Throw in a departure with another SID in between to utilize the 3nm radar separation minimum instead of 5.<br /> *If possible, have heavier planes depart behind lighter ones, so you avoid having to use time based separation. Of course, take this with a grain of salt, since you can't let the heavier aircraft wait forever.<br /> *To achieve radar separation as soon as possible, use initial visual turns if weather permits (VMC). Example:<br /> TWR: AUA117M, after departure visual right turn to SOVIL is approved, wind calm, runway 11 cleared for takeoff.<br /> In this case the aircraft will make a very early right turn, allowing you to have the next aircraft takeoff within seconds, provided it is not lighter than the preceeding.<br /> *The ground controller should send aircraft to your frequency early enough during taxi - provided that there are no conflicts on the ground - that you should be able to distribute the aircraft onto the different holding points to your needs. Use the holding points in order to prepare a proper departure sequence that allows you to use the lowest minima possible.<br /> Note: According to the austrian AIP, the pilot shall prepare and be ready to use the following intersections for departure:<br /> <div align="left"><br /> {| class="prettytable"<br /> | Runway<br /> | Intersections<br /> |-<br /> | 11<br /> | A10<br /> |-<br /> | 16<br /> | B4<br /> |-<br /> | 29<br /> | A3 (west)<br /> |-<br /> | 34<br /> | B10<br /> |}<br /> </div><br /> For those intersections it is normally not necessary to ask a pilot if he is able - it is his obligation to tell ground upon requesting taxi clearance or latest upon initial contact with the tower controller.<br /> <br /> === Arriving Traffic ===<br /> <br /> Arriving Aircraft call you when they are established on an approach to a runway. Most of the time this is an ILS Approach but also other kinds are possible. <br /> <br /> MAH224:Linz Tower, MAH224 established ILS Approach rwy 27.<br /> <br /> Again you are not allowed to clear more than one aircraft onto the same runway at the same time.<br> <br /> <br /> {| class="prettytable"<br /> |-<br /> | In order to issue a landing clearance <br /> #preceeding departing traffic must have overflown the opposite runway threshold or clearly turned onto either side of the runway. <br /> #preceeding landing traffic must have left the runway safety strip with all parts. <br /> #traffic crossing the runway must have left the runway safety strip with all parts.<br /> <br /> |}<br /> <br /> If these conditions are met use the following phrase to clear the aircraft: <br /> <br /> TWR:MAH224, Linz Tower, wind 300 degerees at 16 knots, runway 27, cleared to land.<br /> MAH224:cleared to land runway 27, MAH224.<br /> <br /> During periods of high traffic it is likely that you have more than one aircraft approaching the same runway at the same time. Approach has to ensure the minimum radar seperation of 3 nm and additionally increased seperation due to wake turbulence. <br /> <br /> AUA26T:Linz Tower, AUA26T established ILS 27.<br /> TWR:AUA26T, Linz Tower, continue approach, wind 300 degrees at 16 knots.<br /> AUA26T:continuing approach, AUA26T.<br /> <br /> {| class="prettytable"<br /> |-<br /> | Meanwhile MAH224 has left the runway.<br /> |}<br /> <br /> TWR:AUA26T wind 310 degrees at 14 knots, runway 27 cleared to land.<br /> AUA26T:Runway 27, cleared to land, AUA26T.<br /> <br /> Often it is useful to give pilots additional information, such as [[traffic information]] or wind: <br /> <br /> {| class="prettytable"<br /> |-<br /> | CSA276 is following NLY7751 (A320):<br /> |}<br /> <br /> CSA276: Wien Tower, CSA276 established ILS 34.<br /> TWR:CSA276, Wien Tower, preceeding traffic is a NLY Airbus A320 3,5 nm ahead of you, continue<br /> approach runway 34, wind 010 degrees at 4 knots.<br /> CSA276:We have the airbus in sight continue approach, CSA276.<br /> <br /> {| class="prettytable"<br /> |-<br /> | AUA81 is approaching runway 16, OE-AGA is on left base runway 16 and there is a rescue helicopter operating in the area around Freudenau.<br /> |}<br /> <br /> AUA81:Wien Tower, AUA81 established ILS 16<br /> TWR:AUA81, Wien Tower, VFR traffic is on left base rwy 16, continue approach, wind 140<br /> degrees at 7 knots.<br /> AUA81:continuing approach, AUA81.<br /> TWR:AUA81, There is an helicopter operating west of the extended centerline, presently at<br /> your one o'clock position, 5 nm, 1400 ft.<br /> AUA81: Thank you, looking out, AUA81.<br /> AUA81: traffic in sight, AUA81.<br /> <br /> Helicopters don't need a Runway for the approach, sometimes they are able to land at their parking position, lets have a look on the Phrases. <br /> <br /> eg. the rescue helicopter from the example above needs to land on your airport:<br /> OEATD: Wien Tower, request landing at the General Aviation Terminal.<br /> TWR: OEATD, wind 010 degreees 4 knots direct General Aviation Terminal, cleared to land.<br /> <br /> To give you an idea how dense traffic can get in real life consider that during peak times and good weather the seperation is reduced to 2,5 nm. This equals to one landing every 75 seconds. However on VATSIM the minimum seperation is 3 nm which already requires good cooperation from all the pilots involved. <br /> You can check this site to see a normal peak time. the capacity from EGLL (London) has reached the 90 percent. Make a replay from one day and you can see further problems in the aviation ....[http://casperflights.com/]<br /> <br /> === Issuing "late clearances" ===<br /> If an aircraft approaches for landing and does not receive landing clearance, then it has to go around - no way to avoid that. For each approach, there is a specific point (MAPt: Missed Approach Point) noted in the charts, where either landing clearance is received or go-around has to be initiated. There is no third option. In airports like LOWW, this is no issue, as the MAPt (when using ILS) is almost the runway threshold. Other airports (like LOWI) have the MAPt some miles out.<br /> <br /> So, if traffic gets crowded and some bloke misses the turnoff and taxis along the runway, that can get pretty hard: You know that the arriving aircraft will make it in time for a free runway, but the runway is not free yet, and the arriving aircraft is at the MAPt. What can you do? '''You issue a "late clearance warning" to allow the aircraft to continue his approach:<br /> <br /> TWR: LHA123, expect late clearance.<br /> LHA123: expecting late clearance, LHA123.<br /> <br /> This means, that the aircraft may continue approach and expect to be cleared in time. ''Note: it is not "expect late landing clearance", as "landing" is only to be used when clearing to land!''<br /> <br /> === Merging Departing and Arriving Traffic ===<br /> <br /> And now to the most fun part of being a Tower Controller. Sometimes you get into the situation that you use the same runway for departures and arrivals. Either your airport has only one runway or weather demand this configuration. <br /> <br /> <br> Still the above rule of only one aircraft at the same time applies, however we also use conditional clearances which look very similar to those above in the departing traffic section. <br /> <br /> LOWW_TWR: AUA123, Traffic short final RWY 29, C750, report in sight<br /> AUA123: Traffic in sight, AUA123<br /> LOWW_TWR: AUA123, behind landing C750 line up RWY 29 behind and wait<br /> AUA123: Behind landing C750 lining up RWY 29 behind and waiting, AUA123<br /> <br /> To avoid misunderstandings, this time we make sure that the Pilot has the the landing aircraft in sight. You don't have to worry about wake turbulence seperation between landing and departing aircraft since they never cross through each others wake. <br /> <br /> To depart an aircraft in front of an approaching aircraft at the time of the departure clearance given the arriving aircraft should not be closer than 4 nm to touchdown. To squeeze a departing aircraft between two arrivals you normally need a minimum of 6 nm between them. It is important for you to check carefully if you have the necessary gap, so have a close look at the distance between the arrivals and their speed. If the second one comes in faster than normal consider this in your calculation. Also you should make sure, that the pilot will be ready for departure when you need him to depart. To check this use the following phrase: <br /> <br /> Callsign, are you ready for immediate departure?<br /> <br /> Again it is a good idea to give the pilot an idea of the traffic situation around him. <br /> <br /> Example: <br /> <br /> {| class="prettytable"<br /> |-<br /> | You are the Tower Controller at Vienna airport. Runway 29 is active for departures and arrivals. One aircraft is on a 5 nm final, one at 12 nm out. Additionally you have two departures waiting at the holding point of ruwnay 29.<br /> |}<br /> <br /> TWR:CAL275, are you ready for immediate departure?<br /> CAL275:Affirmitive, ready for immediate departure, CAL275<br /> TWR:Traffic is now at a 4 nm final, wind 300 degrees at 7 knots, runway 29 cleared for<br /> immediate takeoff.<br /> CAL275:cleared for immediate takeoff runway 29, CAL275<br /> <br /> {| class="prettytable"<br /> |-<br /> | After the CAL B747 has taken off.<br /> |}<br /> <br /> TWR:AUA289, wind 300 degrees at 7 knots, runway 29, cleared to land.<br /> AUA289:Runway 29, cleared to land, AUA289.<br /> TWR:AUA2LT, traffic is an AUA Airbus A320 on a 2 nm final rwy 29, do you have traffic in sight?<br /> AUA2LT:Traffic in sight, AUA2LT.<br /> TWR:AUA2LT, behind landing traffic line up runway 29 behind and wait.<br /> AUA2LT:Behind the landing Airbus, lining up runway 29 behind and waiting, AUA2LT.<br /> <br /> {| class="prettytable"<br /> |-<br /> | AUA289 has vacated the runway.<br /> |}<br /> <br /> TWR: AUA2LT, wind 300 degrees at 8 knots, runway 29 cleared for takeoff, landing traffic is<br /> now on a 3,5 nm final.<br /> AUA2LT: cleread for takeoff runway 29, AUA2LT.<br /> <br /> === VFR Traffic ===<br /> <br /> ==== Differences to handling of IFR Traffic ====<br /> <br /> The essential collision safety principle guiding the VFR pilot is "see and avoid." Pilots flying under VFR assume responsibility for their separation from all other aircraft and are generally not assigned routes or altitudes by air traffic control. Governing agencies establish specific requirements for VFR flight, consisting of minimum visibility, distance from clouds, and altitude to ensure that aircraft operating under VFR can be seen from a far enough distance to ensure safety. <br /> <br /> To guide VFR TRaffic through your airspace you make use of VFR Routes, Sectors, and reporting Points. '''Used phrases''': <br /> <br /> TWR:OE-AGA, enter control zone via VFR route Klosterneuburg – Freudenau, 2500ft or below,<br /> QNH 1020, Squawk 0001, report XXXX (i.e. Freudenau), expect runway 29.<br /> TWR:OE-AGA hold (orbit) overhead XXXX (i.e. Freudenau) in XXXX (i.e. 2500ft)<br /> <br /> VFR flights should be guided into downwind, base and final leg for landing.<br><br> <br /> <br /> TWR:OE-AGA, enter downwind for runway 29, report on downwind<br /> TWR:OE-AGA, enter base for runway 29, report on base<br /> <br /> VFR Flights get squawk and basic information (active runway, QNH etc.) from Delivery, the route clearance from <u>Tower</u>. After startup, they will contact Ground for taxi, thereafter the Tower will issue the clearance. A possible VFR clearance could be:<br> <br /> <br /> TWR:OE-AGA, verlassen Sie die Kontrollzone über Sichtflugstrecke Klosterneuburg, 1500 Fuß<br /> oder darunter, QNH 1014, Squawk 0001, Rechtskurve nach dem Abheben so bald als möglich.<br /> TWR:OE-AGA, leave controlzone via VFR-route Klosterneuburg, 1500 feet or below,<br /> QNH 1014, Squawk 0001, right turn after departure as soon as possible.<br /> <br /> TWR: OE-AGA, steigen sie auf 3500 Fuß, melden Sie Donauturm.<br /> TWR: OE-AGA, climb 3500 feet, report Donauturm.<br /> <br /> In the air ATC provides [[traffic information]]. <br /> <br /> TWR:OE-AGA, Traffic at your 12 o'clock position, 2100 feet, a PA28 on VFR inbound<br /> route Klosterneuburg-Freudenau.<br /> <br /> When the aircraft leaves the control zone. <br /> <br /> TWR: OE-AGA, set Sqauwk 7000, leaving frequency is approved.<br /> <br /> Wien Tower/Turm can also be contacted in German.<br /> <br /> ==== Merging in VFR Traffic ====<br /> <br /> To manage VFR Traffic efficiently you have to use [[traffic information]] and visual separation. <br /> <br /> TWR: OE-ANX, traffic at your 3 o´clock position, moving right to left, B767, distance 2.5<br /> miles, report mentioned traffic in sight<br /> OE-ANX: Traffic in sight, OE-ANX<br /> <br /> Because of other traffic, it might be necessary for the aircraft to remain in the downwind leg until the traffic has passed: <br /> <br /> TWR: OE-AGA, fly extended right downwind, standby for base.<br /> OE-AGA: Extending right downwind, OE-AGA<br /> <br /> To instruct the aircraft to continue it's approach use the following procedure: <br /> <br /> TWR: OE-ANX, traffic at your 3 o´clock position, moving right to left, B767, distance 2.5<br /> miles, report mentioned traffic in sight<br /> OE-ANX: Traffic in sight, OE-ANX<br /> TWR: OE-AGA, behind B767 traffic, enter final RWY 29, caution wake turbulence<br /> OE-AGA: Behind B767, enter final RWY 29 behind, caution wake turbulence, OE-ANX<br /> <br /> When using an extended downwind you should always consider that the aircraft's speed might be considerably lower than the speed of other aircraft involved. So if an aircraft has to fly a long way out it might take some time for it to come all the way back, generating a big gap in the arrival sequence. Instead you should aim to keep the plane within the vicinity of the airfield: <br /> <br /> TWR: OE-AGA, Make a right three-sixty.<br /> OE-AGA: Making three-sixty to the right.<br /> TWR: OE-AGA, Orbit left<br /> OE-AGA: Orbiting left, OE-AGA<br /> <br /> The second instructions mean, that the pilot should make orbits until further advice.<br /> <br /> ==== Special VFR ====<br /> Could be used when weather Minimums are below VFR condition.<br /> <br /> Weather minimums for (S)VFR are follow<br /> <br /> - Base Cloud at min. 600ft<br /> <br /> - visibility min 1500m<br /> <br /> '''Used phrases''': <br /> Verlassen Sie Kontrollzone als Sonder-Sichtflug über Donauroute. <br /> Verlassen Sie Kontrollzone als Sonder-Sichtflug. Nach dem Abheben geradeaus steigen auf 600 ft, dann Rechtskurve Steuerkurs 340. <br /> Verlassen Sie Kontrollzone als Sonder-Sichtflug. Nach dem Abheben geradeaus bis zur Ende der Raffinerie. Folgen Sie der Donau. Ausflug Richtung Norden genehmigt. <br /> <br /> Leave control zone special-VFR via November<br /> Leave control zone special-VFR. After departure climb on runway heading 600 ft then right turn heading 340<br /> Leave control zone special-VFR. After departure climb on runway heading until end of refinery. turn right heading 360, follow the Danube. Leaving control zone to the noth approved.<br /> <br /> ==== Night VFR ====<br /> <br /> Night VFR is handled like any other VFR flight. Adherence to special procedures associated with flying VFR after ECET and clearance of terrain is the responsibility of the PIC.<br /> <br /> === Coordination with other ATC Stations ===<br /> ''Communication from one controller to another is as important as the communication from controller to pilot.'' This is especially true during high traffic situations where you might be tempted to concentrate solely on what is happening on your frequency. In these situations don't hesitate to take a call from a fellow controller even if it means that a pilot has to wait before you call him back. Secondly, if you know a controller is busy, try to keep your conversation with him concisely and avoid chatting in a teamspeak channel next to him.<br /> <br /> Within VACC Austria we usually use teamspeak to coordinate with each other. The coordination with other ATC units is mostly done per private chat.<br /> Other means of communication are the Intercom functions of Euroscope which would be a very nice feature, however often they only work with certain controllers. The ATC Channel within Euroscope should not be used for individual coordination.<br /> <br /> When you come online or go offline you should inform neighboring ATC stations.<br /> <br /> === Special Situations (High Traffic, Slots, ...) ===<br /> <br /> ==== Reduced Runway Separation Minima (LOWW) ====<br /> Each runway in Vienna has a 2400m-marker indicated on the runway - be aware that the second marker from the respective threshold is the 2400m-marker for that very threshold:<br /> For details refer to ICAO DOC4444 7.11<br /> <br /> Application of RRSM:<br /> An aircraft may be cleared for takeoff, given that:<br /> * a preceding departing aircraft has passed the 2400m-marker.<br /> <br /> An aircraft may be cleared to land, given that:<br /> * a preceding landing aircraft has passed the 2400m-marker, is in motion and is not required to make a backtrack.<br /> * a preceding departing aircraft has passed the 2400m-marker.<br /> <br /> Reduced runway separation minima shall be subject to the following conditions: <br /> * wake turbulence separation minima shall be applied<br /> * visibility shall be at least 5 km and ceiling (BKN/OVC) shall not be lower than 1000ft.<br /> * tailwind component shall not exceed 5 kt<br /> * minimum separation continues to exist between two departing aircraft immediately after take-off of the second aircraft<br /> * [[traffic information]] shall be provided to the flight crew of the succeeding aircraft concerned<br /> * Reduced runway separation minima shall not apply between a departing aircraft and a preceding landing aircraft<br /> * Reduced runway separation minima shall only be applied during the hours of daylight from 30 minutes after local sunrise to 30 minutes before local sunset. (simplified VATSIM rule: once night-SIDs are in operation, RRSM is not applicable anymore)<br /> <br /> ==== High traffic situations ====<br /> <br /> During high traffic situations communication with adjacent approach sectors is very important. Especially during single runway operations you might have to ask for increased inbound spacing to be able to fit in departing aircraft. <br /> <br /> ==== Additional phrases during periods of high traffic ====<br /> <br /> In order to expedite the flow of traffic use the following phrases: <br /> <br /> Austrian 125, wind is xxx/xx runway 29 cleared for takeoff, expedite<br /> Austrian 125, wind is xxx/xx runway 34 cleared to land, expedite vacating<br /> OE-ABC, wind xxx/xx, runway 29 cleared for takeoff, after departure right turn<br /> <br /> ==== Opposite runway operations ====<br /> <br /> This is one of the more difficult situations for a Tower controller. You have to consider the departure route of each aircraft to estimate the required spacing to arriving traffic. Again close coordination with approach is very important.<br /> <br /> ==== Traffic Pattern ====<br /> <br /> The traffic pattern is separated into departure, crosswind, downwind, base, and final.<br /> On request, the Tower controller can clear VFR traffic into the traffic pattern.<br /> <br /> OEABC, after departure, join traffic pattern Runway 29.<br /> <br /> or<br /> <br /> OEABC, after departure, join downwind runway 29.<br /> <br /> If the controller clears an aircraft into any part of the pattern, it implies the clearance of the whole pattern.<br /> To tell the pilot to maintain on the downwind use:<br /> <br /> OEABC, extend downwind<br /> <br /> or<br /> <br /> OEABC, I call you for base<br /> <br /> <br /> == Resources ==<br /> <br /> *[http://downloads.vacc-austria.org/Documents/QRS_LOWI.pdf LOWI QRS]<br /> *[http://downloads.vacc-austria.org/Documents/QRS_LOWK.pdf LOWK QRS]<br /> *[http://downloads.vacc-austria.org/Documents/QRS_LOWL.pdf LOWL QRS]<br /> *[http://downloads.vacc-austria.org/Documents/QRS_LOWG.pdf LOWG QRS]<br /> *[http://downloads.vacc-austria.org/Documents/QRS_LOWW.pdf LOWW QRS]<br /> *[http://downloads.vacc-austria.org/Documents/QRS_LOWS.pdf LOWS QRS]<br /> <br /> <br /> *[http://vateud.net/index.php?option=com_content&view=article&id=77&Itemid=122 VATEUD Training Department] <br /> *[http://de.wikipedia.org/wiki/ICAO-Alphabet Wikipedia: Buchstabentafel]<br /> <br /> If you really want to study hard, then read the relevant sections for DEL in the official [http://www.austrocontrol.at/jart/prj3/austro_control/data/dokumente/YQPMe_LO_Circ_2012_B_04_en.pdf radio telephony guide from Austrocontrol].<br /> <br /> A really good index (and much more orderly is [http://contentzone.eurocontrol.int/phraseology/ here at Eurocontrol].<br /> <br /> ----<br /> <br /> '' Prev: [[Study Guide:Ground]] - Overview: [[Study Guide]] - Next: [[Study Guide: Approach]]''<br /> <br /> [[Category:Documents]][[Category:Study Guides]][[Category:Training]][[Category:Controller]]</div>

Michael Hoffmann https://wiki.vacc-austria.org/index.php?title=Study_Guide:Flight_Information_Center&diff=4156 Study Guide:Flight Information Center 2020-09-05T12:10:00Z

<p>Michael Hoffmann: </p> <hr /> <div>= Flight Information Center (FIC) =<br /> <br /> == Introduction ==<br /> The Flight Information Center provides VFR traffic with info service and takes care of the alarm service in the Austrian airspace.<br /> The info service contains the information necessary to safely conduct a VFR flight by providing weather information, informing about hazards en route as well as giving out traffic information.<br /> <br /> The area covered by FIC (Callsign Wien Information, or short, Wien Info) is split into two sectors, Wien Information North (134.625) and Wien Information South (124.400). ???<br /> <br /> TBD: Add Chart here<br /> <br /> On VATSIM, we conduct FIC by using the logon LOVV_I_CTR, on frequency 124.400 only.<br /> <br /> == Phraseology ==<br /> <br /> === Basic principles ===<br /> A pilot should initiate radio contact by calling in and providing only their callsign. Any other information shall not be passed on initial contact.<br /> <br /> ==== Making contact ====<br /> <br /> OEABC: Wien Info, servus, OEBAC.<br /> <br /> As the Info Controller, you now check for the aircraft and the flight plan.<br /> If positive flight plan you reply:<br /> <br /> Info: OEABC, Wien Info, servus. I got all your information. QNH LOWI 1014.<br /> <br /> If negative flight plan, you simply reply by:<br /> <br /> Info: OEABC, Wien Info, servus. Go ahead.<br /> OEBAC: OEABC, SR22, VFR from LOWZ to LOGO, 2 Minutes west of Goldegg, squawk 7000, 5500ft, request traffic information.<br /> <br /> You now create a flight plan for the pilot.<br /> <br /> ==== Further information ====<br /> As you now got all information needed, check the route of the pilot for any hazards en route (military activity, parachuting, active restricted/danger areas) and inform the pilot about them:<br /> <br /> Info: OEABC, be advised of active restricted area Allentsteig up to FL125.<br /> <br /> In case of the route crossing any TMA, inform the pilot and ask if they want to cross it:<br /> <br /> Info: OEABC, confirm you want to cross the TMA Linz?<br /> OEBAC: OEABC, affirmative, we would like to cross the TMA Linz at 5500ft.<br /> Info: OEABC, roger, call you back.<br /> <br /> Now you coordinate with the current controller, which is responsible for the LOWL TMA, and ask for a VFR TMA crossing.<br /> Linz either tells you to keep the aircraft on your frequency or asks you to hand them over.<br /> <br /> Info: OEABC, Linz Radar clears you to cross TMA Linz between 5000ft and 6000ft VFR, remain on my frequency.<br /> <br /> ==== Traffic Information ====<br /> Traffic information shall be provided in the following format:<br /> <br /> * Type of traffic (VFR, IFR, Military,...)<br /> * Position, based on the clock bearing<br /> * Distance<br /> * Direction<br /> * Relative altitude<br /> * Type of aircraft<br /> <br /> When initiating a traffic information call, give the pilot some time to respond:<br /> <br /> Info: OEABC, traffic information.<br /> OEBAC: Go ahead.<br /> Info: OEABC, vfr traffic, 3 o'clock, 3nm, same direction, 500ft below, C172.<br /> <br /> ==== Weather Information ====<br /> You may provide weather information to pilots, above a certain severity.<br /> <br /> Info: OEABC, be advised of CB overhead Graz, ceiling 6000ft.<br /> <br /> == Do Not ==<br /> * You only provide information, do not order the pilot to do certain things (climb, turn) only provide suggestions.<br /> * The phrase "Currently no traffic." shall not be used.<br /> * Do not hand over pilots to other frequencies. This does not apply for TMA crossings or CTR entries. If a pilot informs you about their wish to leave, you may respond:<br /> Info: OEABC, you may leave my frequency, servus.<br /> <br /> <br /> TBD:<br /> <br /> * VFR Squawks<br /> * ASAS<br /> * CTAs<br /> * VFR climbs</div>

Michael Hoffmann https://wiki.vacc-austria.org/index.php?title=Study_Guide:Flight_Information_Center&diff=4155 Study Guide:Flight Information Center 2020-09-05T11:50:14Z

<p>Michael Hoffmann: </p> <hr /> <div>= Flight Information Center (FIC) =<br /> <br /> == Introduction ==<br /> The Flight Information Center provides VFR traffic with info service and takes care of the alarm service in the Austrian airspace.<br /> The info service contains the information necessary to safely conduct a VFR flight by providing weather information, informing about hazards en route as well as giving out traffic information.<br /> <br /> The area covered by FIC (Callsign Wien Information, or short, Wien Info) is split into two sectors, Wien Information North (134.625) and Wien Information South (124.400). ???<br /> <br /> TBD: Add Chart here<br /> <br /> On VATSIM, we conduct FIC by using the logon LOVV_I_CTR, on frequency 124.400 only.<br /> <br /> == Phraseology ==<br /> <br /> === Basic principles ===<br /> A pilot should initiate radio contact by calling in and providing only their callsign. Any other information shall not be passed on initial contact.<br /> <br /> ==== Making contact ====<br /> <br /> OEABC: Wien Info, servus, OEBAC.<br /> <br /> As the Info Controller, you now check for the aircraft and the flight plan.<br /> If positive flight plan you reply:<br /> <br /> Info: OEABC, Wien Info, servus. I got all your information. QNH LOWI 1014.<br /> <br /> If negative flight plan, you simply reply by:<br /> <br /> Info: OEABC, Wien Info, servus. Go ahead.<br /> OEBAC: OEABC, SR22, VFR from LOWZ to LOGO, 2 Minutes west of Goldegg, squawk 7000, 5500ft, request traffic information.<br /> <br /> You now create a flight plan for the pilot.<br /> <br /> ==== Further information ====<br /> As you now got all information needed, check the route of the pilot for any hazards en route (military activity, parachuting, active restricted/danger areas) and inform the pilot about them:<br /> <br /> Info: OEABC, be advised of active restricted area Allentsteig up to FL125.<br /> <br /> In case of the route crossing any TMA, inform the pilot and ask if they want to cross it:<br /> <br /> Info: OEABC, confirm you want to cross the TMA Linz?<br /> OEBAC: OEABC, affirmative, we would like to cross the TMA Linz at 5500ft.<br /> Info: OEABC, roger, call you back.<br /> <br /> Now you coordinate with the current controller, which is responsible for the LOWL TMA, and ask for a VFR TMA crossing.<br /> Linz either tells you to keep the aircraft on your frequency or asks you to hand them over.<br /> <br /> Info: OEABC, Linz Radar clears you to cross TMA Linz between 5000ft and 6000ft VFR, remain on my frequency.<br /> <br /> ==== Traffic Information ====<br /> Traffic information shall be provided in the following format:<br /> <br /> * Type of traffic (VFR, IFR, Military,...)<br /> * Position, based on the clock bearing<br /> * Distance<br /> * Direction<br /> * Relative altitude<br /> * Type of aircraft<br /> <br /> When initiating a traffic information call, give the pilot some time to respond:<br /> <br /> Info: OEABC, traffic information.<br /> OEBAC: Go ahead.<br /> Info: OEABC, vfr traffic, 3 o'clock, 3nm, same direction, 500ft below, C172.<br /> <br /> ==== Weather Information ====<br /> You may provide weather information to pilots, above a certain severity.<br /> <br /> Info: OEABC, be advised of CB overhead Graz, ceiling 6000ft.<br /> <br /> == Do Not ==<br /> * You only provide information, do not order the pilot to do certain things (climb, turn) only provide suggestions.<br /> * The phrase "Currently no traffic." shall not be used.<br /> * Do not hand over pilots to other frequencies. This does not apply for TMA crossings or CTR entries. If a pilot informs you about there wish to leave, you may respond:<br /> Info: OEABC, you may leave my frequency, servus.<br /> <br /> <br /> TBD:<br /> <br /> * VFR Squawks<br /> * ASAS<br /> * CTAs<br /> * VFR climbs</div>

Michael Hoffmann https://wiki.vacc-austria.org/index.php?title=Study_Guide:Flight_Information_Center&diff=4154 Study Guide:Flight Information Center 2020-09-05T11:47:02Z

<p>Michael Hoffmann: </p> <hr /> <div>= Flight Information Center (FIC) =<br /> <br /> == Introduction ==<br /> The Flight Information Center provides VFR traffic with info service and takes care of the alarm service in the Austrian airspace.<br /> The info service contains the information necessary to safely conduct a VFR flight by providing weather information, informing about hazards en route as well as giving out traffic information.<br /> <br /> The area covered by FIC (Callsign Wien Information, or short, Wien Info) is split into two sectors, Wien Information North (134.625) and Wien Information South (124.400). ???<br /> <br /> TBD: Add Chart here<br /> <br /> On VATSIM, we conduct FIC by using the logon LOVV_I_CTR, on frequency 124.400 only.<br /> <br /> == Phraseology ==<br /> <br /> === Basic principles ===<br /> A pilot should initiate radio contact by calling in and providing only their callsign. Any other information shall not be passed on initial contact.<br /> <br /> ==== Making contact ====<br /> <br /> OEABC: Wien Info, servus, OEBAC.<br /> <br /> As the Info Controller, you now check for the aircraft and the flight plan.<br /> If positive flight plan you reply:<br /> <br /> Info: OEABC, Wien Info, servus. I got all your information. QNH LOWI 1014.<br /> <br /> If negative flight plan, you simply reply by:<br /> <br /> Info: OEABC, Wien Info, servus. Go ahead.<br /> OEBAC: OEABC, SR22, VFR from LOWZ to LOGO, 2 Minutes west of Goldegg, squawk 7000, 5500ft, request traffic information.<br /> <br /> You now create a flight plan for the pilot.<br /> <br /> ==== Further information ====<br /> As you now got all information needed, check the route of the pilot for any hazards en route (military activity, parachuting, active restricted/danger areas) and inform the pilot about them:<br /> <br /> Info: OEABC, be advised of active restricted area Allentsteig up to FL125.<br /> <br /> In case of the route crossing any TMA, inform the pilot and ask if they want to cross it:<br /> <br /> Info: OEABC, confirm you want to cross the TMA Linz?<br /> OEBAC: OEABC, affirmative, we would like to cross the TMA Linz at 5500ft.<br /> Info: OEABC, roger, call you back.<br /> <br /> Now you coordinate with the current controller, which is responsible for the LOWL TMA, and ask for a VFR TMA crossing.<br /> Linz either tells you to keep the aircraft on your frequency or asks you to hand them over.<br /> <br /> Info: OEABC, Linz Radar clears you to cross TMA Linz between 5000ft and 6000ft, remain on my frequency.<br /> <br /> ==== Traffic Information ====<br /> Traffic information shall be provided in the following format:<br /> <br /> * Type of traffic (VFR, IFR, Military,...)<br /> * Position, based on the clock bearing<br /> * Distance<br /> * Direction<br /> * Relative altitude<br /> * Type of aircraft<br /> <br /> When initiating a traffic information call, give the pilot some time to respond:<br /> <br /> Info: OEABC, traffic information.<br /> OEBAC: Go ahead.<br /> Info: OEABC, vfr traffic, 3 o'clock, 3nm, same direction, 500ft below, C172.<br /> <br /> ==== Weather Information ====<br /> You may provide weather information to pilots, above a certain severity.<br /> <br /> Info: OEABC, be advised of CB overhead Graz, ceiling 6000ft.<br /> <br /> == Do Not ==<br /> * You only provide information, do not order the pilot to do certain things (climb, turn) only provide suggestions.<br /> * The phrase "Currently no traffic." shall not be used.<br /> * Do not hand over pilots to other frequencies. This does not apply for TMA crossings or CTR entries. If a pilot informs you about there wish to leave, you may respond:<br /> Info: OEABC, you may leave my frequency, servus.<br /> <br /> <br /> TBD:<br /> <br /> * VFR Squawks<br /> * ASAS<br /> * CTAs<br /> * VFR climbs</div>

Michael Hoffmann https://wiki.vacc-austria.org/index.php?title=Study_Guide:Flight_Information_Center&diff=4153 Study Guide:Flight Information Center 2020-09-05T11:45:11Z

<p>Michael Hoffmann: </p> <hr /> <div>= Flight Information Center (FIC) =<br /> <br /> == Introduction ==<br /> The Flight Information Center provides VFR traffic with info service and takes care of the alarm service in the Austrian airspace.<br /> The info service contains the information necessary to safely conduct a VFR flight by providing weather information, informing about hazards en route as well as giving out traffic information.<br /> <br /> The area covered by FIC (Callsign Wien Information, or short, Wien Info) is split into two sectors, Wien Information North (134.625) and Wien Information South (124.400). ???<br /> <br /> TBD: Add Chart here<br /> <br /> On VATSIM, we conduct FIC by using the logon LOVV_I_CTR, on frequency 124.400 only.<br /> <br /> == Phraseology ==<br /> <br /> === Basic principles ===<br /> A pilot should initiate radio contact by calling in and providing only their callsign. Any other information shall not be passed on initial contact.<br /> <br /> ==== Making contact ====<br /> <br /> OEABC: Wien Info, servus, OEBAC.<br /> <br /> As the Info Controller, you now check for the aircraft and the flight plan.<br /> If positive flight plan you reply:<br /> <br /> Info: OEABC, Wien Info, servus. I got all your information. QNH LOWI 1014.<br /> <br /> If negative flight plan, you simply reply by:<br /> <br /> Info: OEABC, Wien Info, servus. Go ahead.<br /> OEBAC: OEABC, SR22, VFR from LOWZ to LOGO, 2 Minutes west of Goldegg, squawk 7000, 5500ft, request traffic information.<br /> <br /> You now create a flight plan for the pilot.<br /> <br /> ==== Further information ====<br /> As you now got all information needed, check the route of the pilot for any hazards en route (military activity, parachuting, active restricted/danger areas) and inform the pilot about them:<br /> <br /> Info: OEABC, be advised of active restricted area Allentsteig up to FL125.<br /> <br /> In case of the route crossing any TMA, inform the pilot and ask if they want to cross it:<br /> <br /> Info: OEABC, confirm you want to cross the TMA Linz?<br /> OEBAC: OEABC, affirmative, we would like to cross the TMA Linz at 5500ft.<br /> Info: OEABC, roger, call you back.<br /> <br /> Now you coordinate with the current controller, which is responsible for the LOWL TMA, and ask for a VFR TMA crossing.<br /> Linz either tells you to keep the aircraft on your frequency or asks you to hand them over.<br /> <br /> Info: OEABC, you are cleared to cross TMA Linz between 5000ft and 6000ft, remain on my frequency.<br /> <br /> ==== Traffic Information ====<br /> Traffic information shall be provided in the following format:<br /> <br /> * Type of traffic (VFR, IFR, Military,...)<br /> * Position, based on the clock bearing<br /> * Distance<br /> * Direction<br /> * Relative altitude<br /> * Type of aircraft<br /> <br /> When initiating a traffic information call, give the pilot some time to respond:<br /> <br /> Info: OEABC, traffic information.<br /> OEBAC: Go ahead.<br /> Info: OEABC, vfr traffic, 3 o'clock, 3nm, same direction, 500ft below, C172.<br /> <br /> ==== Weather Information ====<br /> You may provide weather information to pilots, above a certain severity.<br /> <br /> Info: OEABC, be advised of CB overhead Graz, ceiling 6000ft.<br /> <br /> == Do Not ==<br /> * You only provide information, do not order the pilot to do certain things (climb, turn) only provide suggestions.<br /> * The phrase "Currently no traffic." shall not be used.<br /> * Do not hand over pilots to other frequencies. This does not apply for TMA crossings or CTR entries. If a pilot informs you about there wish to leave, you may respond:<br /> Info: OEABC, you may leave my frequency, servus.<br /> <br /> <br /> TBD:<br /> <br /> * VFR Squawks<br /> * ASAS<br /> * CTAs<br /> * VFR climbs</div>

Michael Hoffmann https://wiki.vacc-austria.org/index.php?title=Study_Guide:Flight_Information_Center&diff=4152 Study Guide:Flight Information Center 2020-09-05T11:43:56Z

<p>Michael Hoffmann: </p> <hr /> <div>= Flight Information Center (FIC) =<br /> <br /> == Introduction ==<br /> The Flight Information Center provides VFR traffic with info service and takes care of the alarm service in the Austrian airspace.<br /> The info service contains the information necessary to safely conduct a VFR flight by providing weather information, informing about hazards en route as well as giving out traffic information.<br /> <br /> The area covered by FIC (Callsign Wien Information, or short, Wien Info) is split into two sectors, Wien Information North (134.625) and Wien Information South (124.400). ???<br /> <br /> TBD: Add Chart here<br /> <br /> On VATSIM, we conduct FIC by using the logon LOVV_I_CTR, on frequency 124.400 only.<br /> <br /> == Phraseology ==<br /> <br /> === Basic principles ===<br /> A pilot should initiate radio contact by calling in and providing only their callsign. Any other information shall not be passed on initial contact.<br /> <br /> ==== Making contact ====<br /> <br /> OEABC: Wien Info, servus, OEBAC.<br /> <br /> As the Info Controller, you now check for the aircraft and the flight plan.<br /> If positive flight plan you reply:<br /> <br /> Info: OEABC, Wien Info, servus. I got all your information. QNH LOWI 1014.<br /> <br /> If negative flight plan, you simply reply by:<br /> <br /> Info: OEABC, Wien Info, servus. Go ahead.<br /> OEBAC: OEABC, SR22, VFR from LOWZ to LOGO, 2 Minutes south of Goldegg, 5500ft, request traffic information.<br /> <br /> You now create a flight plan for the pilot.<br /> <br /> ==== Further information ====<br /> As you now got all information needed, check the route of the pilot for any hazards en route (military activity, parachuting, active restricted/danger areas) and inform the pilot about them:<br /> <br /> Info: OEABC, be advised of active restricted area Allentsteig up to FL125.<br /> <br /> In case of the route crossing any TMA, inform the pilot and ask if they want to cross it:<br /> <br /> Info: OEABC, confirm you want to cross the TMA Linz?<br /> OEBAC: OEABC, affirmative, we would like to cross the TMA Linz at 5500ft.<br /> Info: OEABC, roger, call you back.<br /> <br /> Now you coordinate with the current controller, which is responsible for the LOWL TMA, and ask for a VFR TMA crossing.<br /> Linz either tells you to keep the aircraft on your frequency or asks you to hand them over.<br /> <br /> Info: OEABC, you are cleared to cross TMA Linz between 5000ft and 6000ft, remain on my frequency.<br /> <br /> ==== Traffic Information ====<br /> Traffic information shall be provided in the following format:<br /> <br /> * Type of traffic (VFR, IFR, Military,...)<br /> * Position, based on the clock bearing<br /> * Distance<br /> * Direction<br /> * Relative altitude<br /> * Type of aircraft<br /> <br /> When initiating a traffic information call, give the pilot some time to respond:<br /> <br /> Info: OEABC, traffic information.<br /> OEBAC: Go ahead.<br /> Info: OEABC, vfr traffic, 3 o'clock, 3nm, same direction, 500ft below, C172.<br /> <br /> ==== Weather Information ====<br /> You may provide weather information to pilots, above a certain severity.<br /> <br /> Info: OEABC, be advised of CB overhead Graz, ceiling 6000ft.<br /> <br /> == Do Not ==<br /> * You only provide information, do not order the pilot to do certain things (climb, turn) only provide suggestions.<br /> * The phrase "Currently no traffic." shall not be used.<br /> * Do not hand over pilots to other frequencies. This does not apply for TMA crossings or CTR entries. If a pilot informs you about there wish to leave, you may respond:<br /> Info: OEABC, you may leave my frequency, servus.<br /> <br /> <br /> TBD:<br /> <br /> * VFR Squawks<br /> * ASAS<br /> * CTAs<br /> * VFR climbs</div>

Michael Hoffmann https://wiki.vacc-austria.org/index.php?title=Study_Guide:Flight_Information_Center&diff=4151 Study Guide:Flight Information Center 2020-09-05T11:42:49Z

<p>Michael Hoffmann: </p> <hr /> <div>= Flight Information Center (FIC) =<br /> <br /> == Introduction ==<br /> The Flight Information Center provides VFR traffic with info service and takes care of the alarm service in the Austrian airspace.<br /> The info service contains the information necessary to safely conduct a VFR flight by providing weather information, informing about hazards en route as well as giving out traffic information.<br /> <br /> The area covered by FIC (Callsign Wien Information, or short, Wien Info) is split into two sectors, Wien Information North (134.625) and Wien Information South (124.400). ???<br /> <br /> TBD: Add Chart here<br /> <br /> On VATSIM, we conduct FIC by using the logon LOVV_I_CTR, on frequency 124.400 only.<br /> <br /> == Phraseology ==<br /> <br /> === Basic principles ===<br /> A pilot should initiate radio contact by calling in and providing only their callsign. Any other information shall not be passed on initial contact.<br /> <br /> ==== Making contact ====<br /> <br /> OEABC: Wien Info, servus, OEBAC.<br /> <br /> As the Info Controller, you now check for the aircraft and the flight plan.<br /> If positive flight plan you reply:<br /> <br /> Info: OEABC, Wien Info, servus. I got all your information. QNH LOWI 1014.<br /> <br /> If negative flight plan, you simply reply by:<br /> <br /> Info: OEABC, Wien Info, servus. Go ahead.<br /> OEBAC: OEABC, SR22, VFR from LOWZ to LOGO, 2 Minutes south of Goldegg, 5500ft, request traffic information.<br /> <br /> You now create a flight plan for the pilot.<br /> <br /> ==== Further information ====<br /> As you now got all information needed, check the route of the pilot for any hazards en route (military activity, parachuting, active restricted/danger areas) and inform the pilot about them:<br /> <br /> Info: OEABC, be advised of active restricted area Allentsteig up to FL125.<br /> <br /> In case of the route crossing any TMA, inform the pilot and ask if they want to cross it:<br /> <br /> Info: OEABC, confirm you want to cross the TMA Linz?<br /> OEBAC: OEABC, affirmative, we would like to cross the TMA Linz at 5500ft.<br /> Info: OEABC, roger, call you back.<br /> <br /> Now you coordinate with the current controller, which is responsible for the LOWL TMA, and ask for a VFR TMA crossing.<br /> Linz either tells you to keep the aircraft on your frequency or asks you to hand them over.<br /> <br /> Info: OEABC, you are cleared through the TMA Linz between 5000ft and 6000ft, remain on my frequency.<br /> <br /> ==== Traffic Information ====<br /> Traffic information shall be provided in the following format:<br /> <br /> * Type of traffic (VFR, IFR, Military,...)<br /> * Position, based on the clock bearing<br /> * Distance<br /> * Direction<br /> * Relative altitude<br /> * Type of aircraft<br /> <br /> When initiating a traffic information call, give the pilot some time to respond:<br /> <br /> Info: OEABC, traffic information.<br /> OEBAC: Go ahead.<br /> Info: OEABC, vfr traffic, 3 o'clock, 3nm, same direction, 500ft below, C172.<br /> <br /> ==== Weather Information ====<br /> You may provide weather information to pilots, above a certain severity.<br /> <br /> Info: OEABC, be advised of CB overhead Graz, ceiling 6000ft.<br /> <br /> == Do Not ==<br /> * You only provide information, do not order the pilot to do certain things (climb, turn) only provide suggestions.<br /> * The phrase "Currently no traffic." shall not be used.<br /> * Do not hand over pilots to other frequencies. This does not apply for TMA crossings or CTR entries. If a pilot informs you about there wish to leave, you may respond:<br /> Info: OEABC, you may leave my frequency, servus.<br /> <br /> <br /> TBD:<br /> <br /> * VFR Squawks<br /> * ASAS<br /> * CTAs<br /> * VFR climbs</div>

Michael Hoffmann https://wiki.vacc-austria.org/index.php?title=Study_Guide:Flight_Information_Center&diff=4150 Study Guide:Flight Information Center 2020-09-05T11:42:00Z

<p>Michael Hoffmann: </p> <hr /> <div>= Flight Information Center (FIC) =<br /> <br /> == Introduction ==<br /> The Flight Information Center provides VFR traffic with info service and takes care of the alarm service in the Austrian airspace.<br /> The info service contains the information necessary to safely conduct a VFR flight by providing weather information, informing about hazards en route as well as giving out traffic information.<br /> <br /> The area covered by FIC (Callsign Wien Information, or short, Wien Info) is split into two sectors, Wien Information North (134.625) and Wien Information South (124.400). ???<br /> <br /> TBD: Add Chart here<br /> <br /> On VATSIM, we conduct FIC by using the logon LOVV_I_CTR, on frequency 124.400 only.<br /> <br /> == Phraseology ==<br /> <br /> === Basic principles ===<br /> A pilot should initiate radio contact by calling in and providing only their callsign. Any other information shall not be passed on initial contact.<br /> <br /> ==== Making contact ====<br /> <br /> OEABC: Wien Info, servus, OEBAC.<br /> <br /> As the Info Controller, you now check for the aircraft and the flight plan.<br /> If positive flight plan you reply:<br /> <br /> Info: OEABC, Wien Info, servus. I got all your information. QNH LOWI 1014.<br /> <br /> If negative flight plan, you simply reply by:<br /> <br /> Info: OEABC, Wien Info, servus. Go ahead.<br /> OEBAC: OEABC, Sierra Romeo Two Two, VFR from LOWZ to LOGO, 2 Minutes south of Goldegg, 5500ft, request traffic information.<br /> <br /> You now create a flight plan for the pilot.<br /> <br /> ==== Further information ====<br /> As you now got all information needed, check the route of the pilot for any hazards en route (military activity, parachuting, active restricted/danger areas) and inform the pilot about them:<br /> <br /> Info: OEABC, be advised of active restricted area Allentsteig up to FL125.<br /> <br /> In case of the route crossing any TMA, inform the pilot and ask if they want to cross it:<br /> <br /> Info: OEABC, confirm you want to cross the TMA Linz?<br /> OEBAC: OEABC, affirmative, we would like to cross the TMA Linz at 5500ft.<br /> Info: OEABC, roger, call you back.<br /> <br /> Now you coordinate with the current controller, which is responsible for the LOWL TMA, and ask for a VFR TMA crossing.<br /> Linz either tells you to keep the aircraft on your frequency or asks you to hand them over.<br /> <br /> Info: OEABC, you are cleared through the TMA Linz between 5000ft and 6000ft, remain on my frequency.<br /> <br /> ==== Traffic Information ====<br /> Traffic information shall be provided in the following format:<br /> <br /> * Type of traffic (VFR, IFR, Military,...)<br /> * Position, based on the clock bearing<br /> * Distance<br /> * Direction<br /> * Relative altitude<br /> * Type of aircraft<br /> <br /> When initiating a traffic information call, give the pilot some time to respond:<br /> <br /> Info: OEABC, traffic information.<br /> OEBAC: Go ahead.<br /> Info: OEABC, vfr traffic, 3 o'clock, 3nm, same direction, 500ft below, C172.<br /> <br /> ==== Weather Information ====<br /> You may provide weather information to pilots, above a certain severity.<br /> <br /> Info: OEABC, be advised of CB overhead Graz, ceiling 6000ft.<br /> <br /> == Do Not ==<br /> * You only provide information, do not order the pilot to do certain things (climb, turn) only provide suggestions.<br /> * The phrase "Currently no traffic." shall not be used.<br /> * Do not hand over pilots to other frequencies. This does not apply for TMA crossings or CTR entries. If a pilot informs you about there wish to leave, you may respond:<br /> Info: OEABC, you may leave my frequency, servus.<br /> <br /> <br /> TBD:<br /> <br /> * VFR Squawks<br /> * ASAS<br /> * CTAs<br /> * VFR climbs</div>

Michael Hoffmann https://wiki.vacc-austria.org/index.php?title=Study_Guide:Flight_Information_Center&diff=4149 Study Guide:Flight Information Center 2020-09-05T11:38:17Z

<p>Michael Hoffmann: </p> <hr /> <div>= Flight Information Center (FIC) =<br /> <br /> == Introduction ==<br /> The Flight Information Center provides VFR traffic with info service and takes care of the alarm service in the Austrian airspace.<br /> The info service contains the information necessary to safely conduct a VFR flight by providing weather information, informing about hazards en route as well as giving out traffic information.<br /> <br /> The area covered by FIC (Callsign Wien Information, or short, Wien Info) is split into two sectors, Wien Information North (134.625) and Wien Information South (124.400). ???<br /> <br /> TBD: Add Chart here<br /> <br /> On VATSIM, we conduct FIC by using the logon LOVV_I_CTR, on frequency 124.400 only.<br /> <br /> == Phraseology ==<br /> <br /> === Basic principles ===<br /> A pilot should initiate radio contact by calling in and providing his callsign. Any other information shall not be passed on initial contact,<br /> <br /> ==== Making contact ====<br /> <br /> OEBAC: Wien Info, servus, OEBAC.<br /> <br /> As the Info Controller, you now check for the aircraft and the flight plan.<br /> If positive flight plan you reply:<br /> <br /> Info: OEBAC, Wien Info, servus. I got all your information. QNH LOWI 1014.<br /> <br /> If negative flight plan, you simply reply by:<br /> <br /> Info: OEBAC, Wien Info, servus. Go ahead.<br /> OEBAC: OEBAC, Sierra Romeo Two Two, VFR from LOWZ to LOGO, 2 Minutes south of Goldegg, 5500ft, request traffic information.<br /> <br /> You now create a flight plan for the pilot.<br /> <br /> ==== Further information ====<br /> As you now got all information needed, check the route of the pilot for any hazards en route (military activity, parachuting, active restricted/danger areas) and inform the pilot about them:<br /> <br /> Info: OEBAC, be advised of active restricted area Allentsteig up to FL125.<br /> <br /> In case of the route crossing any TMA, inform the pilot and ask if they want to cross it:<br /> <br /> Info: OEBAC, confirm you want to cross the TMA Linz?<br /> OEBAC: OEBAC, affirmative, we would like to cross the TMA Linz at 5500ft.<br /> Info: OEBAC, roger, call you back.<br /> <br /> Now you coordinate with the current controller, which is responsible for the LOWL TMA, and ask for a VFR TMA crossing.<br /> Linz either tells you to keep the aircraft on your frequency or asks you to hand them over.<br /> <br /> Info: OEBAC, you are cleared through the TMA Linz between 5000ft and 6000ft, remain on my frequency.<br /> <br /> ==== Traffic Information ====<br /> Traffic information shall be provided in the following format:<br /> <br /> * Type of traffic (VFR, IFR, Military,...)<br /> * Position, based on the clock bearing<br /> * Distance<br /> * Direction<br /> * Relative altitude<br /> * Type of aircraft<br /> <br /> When iniating a traffic information call, give the pilot some time to respond:<br /> <br /> Info: OEBAC, traffic information.<br /> OEBAC: Go ahead.<br /> Info: OEBAC, vfr traffic, 3 o'clock, 3nm, same direction, 500ft below, C172.<br /> <br /> ==== Weather Information ====<br /> You may providfe weather information to pilots, above a certain serverity.<br /> <br /> Info: OEBAC, be advised of CB overhead Graz, ceiling 6000ft.<br /> <br /> == Do Not ==<br /> * You only provide information, do not order the pilot to do certain things (climb, turn) only provide suggestions.<br /> * The phrase "Currently no traffic." shall not be used.<br /> * Do not hand over pilots to other frequencies. This does not apply for TMA crossings or CTR entries. If a pilot informs you about there wish to leave, you may respond:<br /> Info: OEBAC, you may leave my frequenzy, servus.<br /> <br /> <br /> TBD:<br /> <br /> * VFR Squawks<br /> * ASAS<br /> * CTAs<br /> * VFR climbs</div>

Michael Hoffmann https://wiki.vacc-austria.org/index.php?title=Study_Guide:Flight_Information_Center&diff=4148 Study Guide:Flight Information Center 2020-09-05T11:22:23Z

<p>Michael Hoffmann: </p> <hr /> <div>= Flight Information Center (FIC) =<br /> <br /> == Introduction ==<br /> The Flight Information Center provides VFR traffic with info service and takes care of the alarm service in the Austrian airspace.<br /> The info service contains the information necessary to safely conduct a VFR flight by providing weather information, informing about hazards en route as well as giving out traffic information.<br /> <br /> The area covered by FIC (Callsign Wien Information, or short, Wien Info) is split into two sectors, Wien Information North (134.625) and Wien Information South (124.400). ???<br /> <br /> TBD: Add Chart here<br /> <br /> On VATSIM, we conduct FIC by using the logon LOVV_I_CTR, on frequency 124.400 only.<br /> <br /> == Phraseology ==<br /> <br /> === Basic principles ===<br /> A pilot should initiate radio contact by calling in and providing his callsign. Any other information shall not be passed on initial contact,<br /> <br /> ==== Making contact ====<br /> <br /> OEBAC: Wien Info, servus, OEBAC.<br /> <br /> As the Info Controller, you now check for the aircraft and the flight plan.<br /> If positive flight plan you reply:<br /> <br /> Info: OEBAC, Wien Info, servus. I got all your information.<br /> <br /> If negative flight plan, you simply reply by:<br /> <br /> Info: OEBAC, Wien Info, servus. Go ahead.<br /> OEBAC: OEBAC, Sierra Romeo Two Two, VFR from LOWZ to LOGO, 2 Minutes south of Goldegg, 5500ft, request traffic information.<br /> <br /> You now create a flight plan for the pilot.<br /> <br /> ==== Further information ====<br /> As you now got all information needed, check the route of the pilot for any hazards en route (military activity, parachuting, active restricted/danger areas) and inform the pilot about them:<br /> <br /> Info: OEBAC, be advised of active restricted area Allentsteig up to FL125.<br /> <br /> In case of the route crossing any TMA, inform the pilot and ask if they want to cross it<br /> <br /> Info: OEBAC, confirm you want to cross the TMA Linz?<br /> OEBAC: OEBAC, affirmative, we would like to cross the TMA Linz at 5500ft.<br /> Info: OEBAC, roger, call you back.<br /> <br /> Now you coordinate with the current controller, which is responsible for the LOWL TMA, and ask for a VFR TMA crossing.<br /> Linz either tells you to keep the aircraft on your frequency or asks you to hand them over.<br /> <br /> Info: OEBAC, you are cleared through the TMA Linz between 5000ft and 6000ft, remain on my frequency.</div>

Michael Hoffmann https://wiki.vacc-austria.org/index.php?title=Study_Guide:Flight_Information_Center&diff=4147 Study Guide:Flight Information Center 2020-09-05T11:02:39Z

<p>Michael Hoffmann: </p> <hr /> <div>= Flight Information Center (FIC) =<br /> <br /> == Introduction ==<br /> The Flight Information Center provides VFR traffic with info service and takes care of the alarm service in the Austrian airspace.<br /> The info service contains the information necessary to safely conduct a VFR flight by providing weather information, informing about hazards en route as well as giving out traffic information.<br /> <br /> The area covered by FIC (Callsign Wien Information, or short, Wien Info) is split into two sectors, Wien Information North (134.625) and Wien Information South (124.400). ???<br /> <br /> TBD: Add Chart here<br /> <br /> On VATSIM, we conduct FIC by using the logon LOVV_I_CTR, on frequency 124.400 only.<br /> <br /> == Phraseology ==<br /> <br /> === Basic principles ===<br /> A pilot should initiate radio contact by calling in and providing his callsign. Any other information shall not be passed on initial contact,<br /> <br /> ==== Making contact ====<br /> <br /> OEBAC: Wien Info, servus, OEBAC.<br /> <br /> As the Info Controller, you now check for the aircraft and the flighplan.<br /> If positive flightplan you reply:<br /> <br /> Info: OEBAC, Wien Info, servus. I got all your information.<br /> <br /> If negative flight plan, you simply reply by:<br /> <br /> Info: OEBAC, Wien Info, servus. Go ahead.<br /> OEBAC: OEBAC, Sierra Romeo Two Two, VFR from LOWZ to LOGO, 2 Minutes south of Goldegg, 5500ft, request traffic information.<br /> <br /> You now create a flight plan for the pilot.<br /> <br /> ==== Hazards enroute ====</div>

Michael Hoffmann https://wiki.vacc-austria.org/index.php?title=Study_Guide:Flight_Information_Center&diff=4146 Study Guide:Flight Information Center 2020-09-05T11:01:28Z

<p>Michael Hoffmann: </p> <hr /> <div>= Flight Information Center (FIC) =<br /> <br /> == Introduction ==<br /> The Flight Information Center provides VFR traffic with info service and takes care of the alarm service in the Austrian airspace.<br /> The info service contains the information necessary to safely conduct a VFR flight by providing weather information, informing about hazards en route as well as giving out traffic information.<br /> <br /> The area covered by FIC (Callsign Wien Information, or short, Wien Info) is split into two sectors, Wien Information North (134.625) and Wien Information South (124.400). ???<br /> <br /> TBD: Add Chart here<br /> <br /> On VATSIM, we conduct FIC by using the logon LOVV_I_CTR, on frequency 124.400 only.<br /> <br /> == Phraseology ==<br /> <br /> === Basic principles ===<br /> A pilot should initiate radio contact by calling in and providing his callsign. Any other information shall not be passed on initial contact,<br /> <br /> ==== Making contact ====<br /> <br /> OEBAC: Wien Info, servus, OEBAC<br /> <br /> As the Info Controller, you now check for the aircraft and the flighplan.<br /> If positive flightplan you reply:<br /> <br /> Info: OEBAC, Wien Info, servus. I got all your information.<br /> <br /> If negative flight plan, you simply reply by:<br /> <br /> Info: OEBAC, Wien Info, servus. Go ahead.<br /> OEBAC: OEBAC, Sierra Romeo Two Two, VFR from LOWZ to LOGO, 2 Minutes south of Goldegg, 5500ft, request traffic information.<br /> <br /> You now create a flight plan for the pilot.<br /> <br /> ==== Hazards enroute ====</div>

Michael Hoffmann https://wiki.vacc-austria.org/index.php?title=Study_Guide:Flight_Information_Center&diff=4145 Study Guide:Flight Information Center 2020-09-05T10:45:04Z

<p>Michael Hoffmann: Created page with "= Flight Information Center (FIC) = == Introduction == The Flight Information Center provides VFR traffic with info service and takes care of the alarm service in the Austria..."</p> <hr /> <div>= Flight Information Center (FIC) =<br /> <br /> == Introduction ==<br /> The Flight Information Center provides VFR traffic with info service and takes care of the alarm service in the Austrian airspace.<br /> The info service contains the information necessary to safely conduct a VFR flight by providing weather information, informing about hazards en route as well as giving out traffic information.<br /> <br /> The are covered by FIC (Callsign Wien Information, or short, Wien Info) is split<br /> <br /> ==</div>

Michael Hoffmann https://wiki.vacc-austria.org/index.php?title=Study_Guide&diff=4144 Study Guide 2020-09-05T10:30:57Z

<p>Michael Hoffmann: </p> <hr /> <div>Overview: [[Study Guide]] - Next: [[Study Guide:Basic Lesson]]<br /> <br /> = About this page =<br /> This is the overview of all study documents for our trainees. From here, you will find the links to other relevant pages.<br /> <br /> = Overview =<br /> * In the [[ATC_academy]] you will find all steps into your ATC career at VACC Austria.<br /> <br /> = Study Guide =<br /> <br /> The Study Guides are tutorial-like documents for the relevant steps in your training career. Study them step by step along with your trainings.<br /> <br /> *[[Study Guide:Intro]]<br /> *[[Study Guide:Basic Lesson]]<br /> *[[Study Guide:Euroscope]]<br /> *[[Study Guide:OBS]]<br /> *[[Study Guide:Delivery]]<br /> *[[Study Guide:Ground]]<br /> *[[Study Guide:Tower]]<br /> *[[Study Guide: Approach]] <br /> *[[Study Guide:Radar]] <br /> *[[Study Guide:Airport Details]] <br /> *[[Study Guide:Low Visibility Procedures]]<br /> *[[Study Guide:Special Procedures]]<br /> *[[Study Guide:Flight Level Allocation Scheme]]<br /> *[[Study Guide:Flight Information Center]]<br /> <br /> = Airport Primers =<br /> ... are documents with procedures how to handle specific airports.<br /> <br /> *[[LOWI_Primer]] for Innsbruck<br /> *[[LOWW_Primer]] for Vienna (under construction)<br /> <br /> = Other related documents =<br /> <br /> * [[Squawk_Codes]]<br /> * [[Airspace classes]]<br /> * [[Emergency procedures]]<br /> * [[Visibility ranges]]<br /> * [[Radio Procedures for Controllers]]<br /> * [[CPDLC Guide]]</div>

Michael Hoffmann