Difference between revisions of "Study Guide:Delivery"

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'' Prev: [[Study Guide:OBS]] - Overview: [[Study Guide]] - Next: [[Study Guide:Ground]]''
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'' <-- Back: [[Study Guide:OBS]] - Overview: [[Study Guide]] - Next--> [[Study Guide:Ground]]''
  
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== Introduction  ==
+
= Introduction  =
  
 
This Study Guide has been designed to give you all the information needed to start controlling as a Clearance/Delivery controller on the VATSIM network. It assumes, that you have read and understood the [[Study Guide:OBS]] before and have logged in as observer.
 
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.
  
−
== Working Delivery Positions  ==
+
= Working Delivery Positions  =
  
 
Clearance Delivery is responsible for checking and correcting flightplans of departing aircraft and issue routing clearances to them. This task may sound boring, but is important for upstream controllers: Clearances take time (on the radio) and may block vital commands (like takeoff and landing clearances), and radar stations rely on the checked and cleared values (SIDs and clearance altitudes) for their controlling. If DEL makes mistakes, APP will have trouble.
 
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.
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*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.
 
*VFR: VFR pilots can file flight plans, but they don't need to. They can simply ask for taxi clearance, take off and continue in uncontrolled airspace.
  
−
=== Flightplan Structure  ===
+
= Flightplan Structure  =
  
 
'''Flight plans''' are documents filed by pilots with the local Civil Aviation Authority prior to departure. They generally include basic information such as departure and arrival points, estimated time en route, alternate airports in case of bad weather, type of flight (whether instrument flight rules or visual flight rules), pilot's name and number of people on board.
 
'''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.
 +
 +
At VATSIM, flight plans are filed with a VATSIM server.
  
 
'''For IFR flights''', flight plans are used by air traffic control to initiate tracking and routing services.  
 
'''For IFR flights''', flight plans are used by air traffic control to initiate tracking and routing services.  
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#'''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".
 
#'''Airway:''' Airway routing occurs along pre-defined pathways called Airways. Mostly aircraft are required to fly airways between the departure and destination airports. The rules cover altitude, airspeed, and requirements for entering and leaving the airway (SIDs and STARs). Airways have letters and numbers like "Y868 or "UM125".
 
#'''Navaid:''' Navaid routing occurs between Navaids (short for Navigational Aids) which are not always connected by airways. Navaid flight plans are used for IFR aircraft which don't have a GPS receiver - they can't follow waypoints. Navaid routing is typically only allowed in the continental U.S. If a flight plan specifies Navaid routing between two Navaids which are connected via an airway, the rules for that particular airway must be followed as if the aircraft was flying Airway routing between those two Navaids. Allowable altitudes are covered in Flight Levels.  
 
#'''Navaid:''' Navaid routing occurs between Navaids (short for Navigational Aids) which are not always connected by airways. Navaid flight plans are used for IFR aircraft which don't have a GPS receiver - they can't follow waypoints. Navaid routing is typically only allowed in the continental U.S. If a flight plan specifies Navaid routing between two Navaids which are connected via an airway, the rules for that particular airway must be followed as if the aircraft was flying Airway routing between those two Navaids. Allowable altitudes are covered in Flight Levels.  
−
#'''Direct:''' Direct routing occurs when one or both of the route segment endpoints are at a latitude/longitude which is not located at a Navaid.
+
#'''Direct:''' Direct routings are becoming more and more common as FRA (Free Route Airspace) is under ongoing development in Europe.
 +
 
 +
'''For VFR flights''', the 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.
 +
 
  
−
'''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.
+
== Lateral Syntax ==
  
−
=== Flight Plan Syntax ===
 
  
−
'''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.  
+
'''Syntax for IFR flight plans''' is quite strict, and pilots are encouraged to look up flight plans via online tools and paste the code into the routing field. The format is usually <waypoint><via><waypoint><via>, where every waypoint is noted, where the itinerary changes from one route to another (waypoints on the same airway are omitted). This is necessary, as radar clients (Euroscope) read and interpret this data.  
  
 
Example: A valid routing from LOWW to EDDM is the following:
 
Example: A valid routing from LOWW to EDDM is the following:
  
−
SOVIL SITNI DCT BAGSI DCT MATIG DCT AMADI Q113 NAPSA
+
SOVIL DCT SITNI DCT BAGSI DCT MATIG DCT AMADI Q113 NAPSA NAPSA3A
  
−
* SOVIL is the SID exit point (where the aircraft leaves the SID. For more information on the SID, see ###).
+
* SOVIL is the SID exit point.
−
* SITNI BAGSI MATIG AMADI are enroute waypoints
+
* SITNI DCT BAGSI DCT MATIG DCT AMADI are enroute waypoints.
−
* Q113 is the route to the STAR entry point for EDDM.
+
* Q113 is an airway.
 +
* The "DCT" in-between means that there is no airway between these points: they are "Direct".
  
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'''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:
 
  
−
  SIERRA SEMMERING MUR MÜRZ LOWZ GERLOS MIKE
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==Vertical Syntax==
 +
 
 +
So far we have specified the lateral dimension. To further specify the '''vertical aspects''' a speed and level segment has to be attached to the RTE string:
 +
 
 +
Format -> NxxxxFyyy or NxxxxAyyy
 +
 
 +
i.e '''N0450F340'''
 +
*'''N0450''' indicates the planned TAS (True Airspeed)
 +
*'''F340''' indicates the planned FL (Flightlevel)
 +
 
 +
 
 +
For flights which will remain in lower airspace i.e below the transition altitude the following is used:
 +
 
 +
N0120A080
 +
 
 +
*'''A080''' indicates Altitude 8000ft (QNH)
 +
 
 +
 
 +
 
 +
A "/" is used to attach such a speed and level group to a waypoint e.g:
 +
 
 +
'''N0450F340''' OSPEN DCT ABRUK DCT SETAL DCT DETSA/'''N0450F350'''
 +
 
 +
The first group indicates the initial planned TAS and Level, the second group indicates a Level Change at DETSA to '''FL350'''.
 +
 
 +
 
 +
 
 +
==VFR Syntax ==
 +
 
 +
 
 +
  SIERRA SEMMERING MUR MUERZ LOWZ GERLOS MIKE
  
 
* Sector S is the preferred VFR exit route from Vienna TMA
 
* Sector S is the preferred VFR exit route from Vienna TMA
 
* The rest is a description of a popular route to Innsbruck through scenic mountains
 
* The rest is a description of a popular route to Innsbruck through scenic mountains
−
* Mike ist the logical entry into LOWI.
+
* Mike ist the appropriate entry into LOWI.
  
−
----
+
= Workflow for DEL controllers =
−
 
+
== Setup ==
−
== Workflow for DEL controllers ==
 
−
=== 1. Setup ===
 
−
When you log in as DEL, you have to do two things (if waiting pilots jump on you, tell them to stand by until you have done it!):
 
 
# Check with the upstream controller (TWR, APP, CTR) for active runways and set active airport and runways in your Euroscope "active runways" dialogue box.
 
# Check with the upstream controller (TWR, APP, CTR) for active runways and set active airport and runways in your Euroscope "active runways" dialogue box.
 
# Check with the upstream controller the active ATIS letter. Set your ATIS dialog box to your airport and the active letter, but don't connect (ATIS is TWR's job). Set this way, Euroscope will show the valid ATIS letter in your METAR list and you don't need to ask every few minutes.  
 
# Check with the upstream controller the active ATIS letter. Set your ATIS dialog box to your airport and the active letter, but don't connect (ATIS is TWR's job). Set this way, Euroscope will show the valid ATIS letter in your METAR list and you don't need to ask every few minutes.  
−
# If there is no Tower or upstream, then there is no ATIS. In this case, check the wind, as you will need to tell this to pilots. In this case, you can set (in Euroscope) and clear (the pilot) a matching departure runway, although it is pilot's discretion to choose the runway.
+
# If there is no Tower or upstream, then create an ATIS.
 +
 
 +
===Choosing the active runways===
 +
The guiding principle in choosing the active runways is that aircraft prefer to depart and land into the wind.
 +
An airport has one runway named 16/34. The wind is reported as 320 degrees at 14 knots. In  
 +
this case runway 34 is chosen as the active runway.
 +
 
 +
Look at a more complicated example:
  
−
=== 2. Check the flight Plan ===
+
LOWW has two runways: 16/34 and 11/29.
−
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.
+
Suppose, wind is 020°, and you see: runway 34 is only 40° off, while 110 is 90° off --> runway 34 is the better choice.
 +
 +
Beware: All major airports have preferential runway configurations which depend on approach configuration, noise abatement and terrain.
  
−
'''For IFR flight plans, ...'''
+
Generally, tailwind components of up to ten knots are accepted.
  
−
* 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.
+
However due to noise abatement and terrain considerations most airports have some kind of preferential runway system.
 +
Bear in mind that it is the pilots decision whether he can accept a certain runway because only he knows the performance of his aircraft.
 +
 
 +
For details on the preferred runway configurations for a specific airport ask your mentor or look into the airport QRS (quick reference sheets). See in the Resources section at the very bottom for links to them.
 +
 
 +
===ATIS===
 +
 
 +
ATIS stands for Automatic Terminal Information Service and is a usually automatically generated broadcast that contains essential information 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.
 +
 
 +
An ATIS broadcast consists of:
 +
 
 +
*Name of the Airport
 +
*Identification Letter
 +
*Time of Observation
 +
*Active Runways
 +
*Transition Level
 +
*Wind direction and velocity
 +
*Visibilities
 +
*Special weather conditions (such as rain)
 +
*Cloud ceiling
 +
*Temperature and Dewpoint
 +
*QNH
 +
*Trends
 +
 
 +
It is updated every 30 minutes or as soon as significant changes occur.
 +
 
 +
==IFR flight plans==
 +
 
 +
* 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, ask the pilot to confirm his details. Nevertheless, as soon as you modify the FPLN, the pilot won't be able to amend his own FPLN anymore. Reconnection is required.
 
* 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).
 
* 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).
−
* 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.  
+
* Check, if cruise altitude is correct: Cruise altitude is stated in flight levels (hundreds of feet): FL280 means 28000 feet (at QNH 1013, to be really correct). For flight levels below FL410, '''westbound flights have even flight levels''', and '''eastbound flights have odd flight levels.''' Above FL410, flight levels increase by 20: west is FL430-470-510-550 etc, east is 450-490-530-570 etc. If the filed ALT requires a change - change it.
−
*Check, if there is a valid SID from the active runway to the first waypoint in the flight plan. If not, then look for the cause. It could be an invalid flight plan (a flight plan must contain a waypoint which is the end of a SID - most SIDs have the waypoint in their names: SITNI5B is the SID leading from LOWW rwy 16 to SITNI). If the flight plan does not contain any valid waypoint, ask the pilot to refile a correct flight plan. If the flight plan is correct, then you might need to manually select the best SID.  
+
*Check, if there is a valid SID from the active runway to the first waypoint in the flight plan.
  
 
Watch out:  
 
Watch out:  
−
* 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).
+
* At some airports (LOWI) there are more SIDs to the same waypoint, valid for different aircraft (usually, one is "standard" and the other are "special departures" depending on aircraft performance and equipment).
−
* 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).
+
* At most airports there are special SIDs for aircraft with no FMC (Non-RNAV departures.)
−
* Some departures are only for jet or only for prop aircraft.
+
* Some airports have noise abatement procedures.
−
* Some airports have noise abatement procedures after certain hours in the evening.
 
  
 
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.
 
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.
  
−
'''For VFR flight plans''', the task is easier. usually, it contains the destination and a verbal description of the pilot's intention (could be "circuits" or "platzrunde", or "LOWL via Donau").
+
=== SSR Assignment + Initial Climb ===
−
 
+
*The squawk range 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 the squawk range might not be sufficient, and Euroscope indicates "DUPE" (for "duplicate squawk"). In this case, you have to set a new squawk.
−
* Check, if this intention is possible and makes sense (you might check with TWR).
+
* 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. Certain mode S aircraft receive squawk 1000.
−
 
 
−
=== 2. Set Squawk and initial clearance altitude ===
 
−
*Set a squawk now. The squawk number space is predefined for each airport and written in the sector file. For normal purposes, automatic squawk allocation in Euroscope works fine. In high traffic situations like Finally Austria, the squawk space runs out quickly, and Euroscope runs mad 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).
 
−
* 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.
 
 
*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).
 
*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).
  
−
=== 3. Wait for initial contact ===
 
−
ATC is a service job - you wait for the pilot to come to you, as in real life you don't know if the pilot is on your frequency at all.
 
−
At some point, the aircraft will call you, ideally with the first (long) phrase. When congested, the short form is used:
 
−
<pre>LHA123: Wien Delivery, servus. Leipzig Air 123, Info B on board, gate C31, Fokker 70, requesting IFR clearance to München.
 
−
LHA456: Wien Delivery, Leipzig Air 456 on gate 32 requesting IFR clearance.</pre>
 
  
−
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.
+
===Re-routing of traffic===
  
−
=== 4. Issue IFR Routing Clearances  ===
+
If a filed routing is invalid or the decision to revise an A/C routing has been made by you it can be difficult to communicate this change in RTE to the pilot.
 +
In an ideal world you would reroute an A/C before it calls you, thus avoiding unnecessary discussions on frequency. It is therefore suggestable to make use of private messages for this special case.
  
−
First, clear everything which is wrong or unclear in the flight plan, something like ...
+
*ATC FPL AMENDED* REVISED RTE: SOVIL DCT SITNI DCT BAGSU DCT MATIG DCT NANIT NANIT2A
−
<pre>DEL: Leipzig Air 123, servus. Sir check your flight plan you fly eastbound in that case your flight level must be an odd flight level.
 
−
What do you prefer flight level 310 or 290?
 
−
LHA123: Flight level 310, Leipzig Air 123.</pre>
 
  
−
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:
+
By sending the message in this format you can reduce the likelihood of a possible discussion as it resembles an automatic message.
  
−
DEL: LHA123, flight plan amended with new flight level 310.
+
Do not forget to also amend the ATC FPL in Euroscope.
  
−
Then (if you have an amendment, even in one broadcast without readback), '''issue your clearance''':
+
=== RTE Clearance  ===
  
−
DEL gives routing clearances to all departing aircraft with the following information:<br>
+
DEL gives routing clearances to all departing aircraft with the following information:
  
 
* aircraft identification
 
* aircraft identification
−
* clearance limit (normally destination aerodrome)
+
* clearance limit (normally destination aerodrome / or last IFR waypoint)
−
* designator of the assigned SID
+
* assigned SID
−
* (NEU) Cleared flight level
+
* initial climb
−
* allocated SSR code (the "squawk")
+
* allocated SSR code (squawk)
−
* 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)
+
*''' QNH if false or no ATIS letter reported.'''
−
* You may include a confirmation of the ATIS letter.
+
* any other necessary instructions e.g. instructions relating to change of frequency or CTOT (= Calculated take-off time) Slot time.
  
 
Normal construction of a routing clearance:  
 
Normal construction of a routing clearance:  
  
−
  <pre>Callsign, cleared to XXXX via XXXXX XX departure, initial climb 5000ft, Squawk 46XX</pre>
+
  Callsign, cleared to XXXX via XXXXX XX departure, initial climb 5000ft, Squawk 46XX, QNH XXXX
  
 
Example:  
 
Example:  
  
−
  <pre>Austrian 125, cleared to Frankfurt via LUGIM 1C departure, initial climb 5000ft,
+
  Austrian 125, cleared Frankfurt, LUGEM 1C departure, 5000ft, SQ1000, Q1022.
−
  Squawk 4601, info B is current.</pre>
+
 
 +
=== Traffic unable SID ===
 +
 
 +
Some Aircraft are not able to follow SIDs for various reasons, most of the time due to missing equipment.
 +
 
 +
Vienna is equipped with a NON-RNAV SID -> the SNU departures. Any IFR equipped aircraft is sufficiently equipped to fly this SID, even if it has no FMS. This is your safest bet if a pilot has an old AIRAC or is simply unable for anything else.  
 +
 
 +
'''If you issue such a clearance you will need to connect the SID, in our case SNU2C, to the filed RTE. First filed waypoint would be SITNI - this is issued as follows:'''
 +
 
 +
AUA43EM, cleared Zürich SNU2C departure, SITNI next, 5000ft, SQ 1000, Q1032
 +
 
 +
 
  
−
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.
+
Additionally you can 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.
  
−
  Callsign,cleared to XXXX, after departure RWY XX yyyy, initial climb 5000ft,
+
  AUA125, cleared XXXX, RWY XX, when airborn turn XXXX, climb 5000ft, SQ46XX, QNH XXXX
−
Squawk 46XX
 
  
 
Example:  
 
Example:  
 +
Austrian 125, cleared Frankfurt, RWY29, when airborn turn left heading 200 , climb 5000 ft, SQ1000, Q1032.
 +
 +
 +
If the pilot responds with a correct readback you should answer with the following phrase:
 +
 +
Austrian 125, readback correct, report ready.
 +
 +
===Handover===
 +
 +
 +
Upon receiving the ready call - you may handover to Ground
 +
 +
Austrian 125, Ground 121,775 - Servus
  
−
<pre>Austrian 125, cleared to Frankfurt, after departure Runway 29, turn left heading 240
+
This is done to keep the A/C on your Frequency until it is fully ready to move. By doing this DEL has the chance to communicate any RTE or Slot changes should they arise, thus reducing workload for the GND Controller.
−
expect vectors to LUGIM, initial climb 5000 ft, Squawk 4601.</pre>
 
  
−
You can find the instructions for each Airport within the [[Study Guide:Airport Details]] If the pilot responds with a correct readback you should answer with the following phrase:
+
== VFR Flights ==
 +
The Tower is responsible for VFR traffic. However, pilots have to contact DEL for clearance in Vienna. You have to enquire with Tower about the details of the departure.
  
−
Callsign, readback correct =>  Austrian 125, readback correct
+
- runway to expect (VFR is not bound to the active rwy)
  
−
=== 5. Handover ===
+
- route to expect
−
Afterwards you either hand the pilot over to GND or wait for his startup request, depending on local procedures. You can do this joint with the readback answer, like:
 
  
−
Austrian 125, readback correct, contact Wien Ground "frequency" 121.60. Bye Bye
 
  
−
----
+
OE-DLT: Wien Delivery, OE-DLT, C172, at General aviation center, request to leave control zone via sector S.
 +
DEL: OE-DLT, Wien Delivery, expect RWY 16, leave Control Zone via Sector S, 1500ft or below, Squawk 7000, Q1032.
 +
OE-DLT: Leave via Sector Sierra, 1500ft or below, Squawk 7000, Q1032, OE-DLT.
 +
DEL: OE-DLT, readback correct, contact Ground on 121.775Mhz.
  
−
== Special Situations (High Traffic, Slots, ...) ==
+
OE-DLT: Wien Delivery, OE-DLT, C172, Abstellplatz der Allgemeinen Luftfahrt, erbitte Freigabe zum Verlassen der Kontrollzone über Sektor S.
 +
DEL: OE-DLT, Wien Delivery, aktive Piste 16, verlassen Sie die Kontrollzone über Sektor Sierra, 1500ft oder darunter, Squawk 7000, Q1032.
 +
OE-DLT: Verlasse die Kontrollzone über Sektor Sierra, 1500ft oder darunter, Squawk 7000, Q1032, OE-DLT.
 +
  DEL: OE-DLT, korrekt, rufen Sie Wien Ground auf 121.775Mhz.
  
−
=== Missing ATIS ===
 
−
*Maybe there is no upstream controller. Then you ask the pilot, which runway he wants to use. Then you can clear him.
 
−
*Maybe there is a technical problem and TWR cannot connect any ATIS. In this case, you have to check with TWR, which runway is in use, and get the METAR yourself from Euroscope. If the pilot does not find any ATIS, he/she should contact you with the following phrase. Anyway, you should answer him as follows, before any other clearance is given:
 
  
−
LHA123: Wien DEL, Leipzig Air 123, Position E42, requesting airport information.
+
===Mode-S SQ7000===
−
DEL: Leipzig 123, Wien Delivery, servus. Active runway is 34, wind 320 at 10, QNH 1030.
 
  
−
=== VFR flight plans ===
+
As Mode-S transponder are mandatory in Austria, using the VFR squawk 7000 exclusively is sufficient.
−
... are easier to clear. The Tower is always responsible for VFR Traffic.
 
  
−
Now one short Example: Check '''Study Guide: TWR''' for more
+
Should the need for a different Squawk arise - use 0001-0020.
−
TWR: OE-DLT, when ready taxi to h/p RWY 16 via M, W, E, wind 160 deg 12 knots, squawk 0001, QNH 1020. report when ready
 
−
OE-DLT: taxi to h/p rwy 16 via M, W and E, squawking 0001, QNH 1020, "wind copied".
 
−
...after some minutes...
 
−
TWR: OE-DLT, wind 160 with 12 knots rwy 16 clr T/O. After Departure you are cleared for left hand traffic pattern 1500 ft or below, report final.
 
−
OE-DLT: clr T/O, after dep left hand traffic pattern, report final
 
  
−
'''Important Note''':
+
= Special Situations (High Traffic, Slots, ...)  =
  
−
Squawk's like 4601, 4602 and so on are reserved for IFR Flights. For VFR take a Range of 0001 - 0020 for example. Keep in Mind if you have high Traffic and that is in normal time IFR its better you take sqk's like 0002 and so on.
 
  
−
=== Slots  ===
+
== IFR Flights Terminating at Waypoints or Uncontrolled Aerodromes ==
  
−
In order to guarantee a safe flow of traffic and to minimize delays in the air so called slots are being used. A slot is a timeframe of five minutes before to ten minutes after the CTOT mentioned before. The aircraft has to depart within this timeframe from its departure airport. On the VATSIM network this system is only used on special occasions. In real world the are always reserved SLOTS for the airliners. If they fail the slot time they must wait for a new. Responsible for the Slot Coordianten is the CFMU calls Central Flow Management Unit in Brussel. The CFMU analyse and calculate traffic demand for 1 day, per week, per month and so on.
+
An IFR Flight does not necessarily have to terminate at the destination Aerodrome.
  
−
=== Behavior in situations with increased traffic ===
+
IFR Flights to Bad Voeslau (LOAV) or Wiener Neustadt (LOAN) for example terminate at a specified Fix:
 +
 
 +
*'''MOVOS''' for LOAV arrivals
 +
*'''GESGI''' for LOAN arrivals
 +
 
 +
To clear the following flight with destination LOAV:
 +
 
 +
  N0110A050 SNU DCT MOVOS
 +
 
 +
the following phraseology is to be used:
 +
 
 +
OEFVR '''cleared to MOVOS''', SNU2C departure, 5000ft, SQ4601, Q1014
 +
 
 +
As MOVOS is the clearance limit you may not clear an A/C any further. The flight is then expected to hold at MOVOS if not instructed to continue.
 +
 
 +
== High Traffic Situations ==
  
 
Sometimes one of your neighboring sectors has to stop accepting traffic. In these cases you should delay an aircrafts start-up clearance.  
 
Sometimes one of your neighboring sectors has to stop accepting traffic. In these cases you should delay an aircrafts start-up clearance.  
Line 178: Line 265:
 
If possible you should inform the pilot about the expected delay:  
 
If possible you should inform the pilot about the expected delay:  
  
−
  Austrian 125, readback correct, expect startup in 10 minutes. "The reason for that is we have an emergency in progress"
+
  Austrian 125, expect startup in 15 minutes.
−
Austrian 125, startup approved, expect departure in 10 minutes. Thanks for Information
+
 
 +
Add 2 mins for each waiting aircraft.
 +
 
 +
== Delivery Split ==
 +
If the traffic at your departure airport is increasing even more, delivery may need additional ressources to manage all calls. In this case a second person (Delivery Coordinator) is required.
 +
Splitting the workload between the current Delivery Operator, who is solely responsible for voice transmissions (to prevent unnecessary step-ons due to two controller talking) and the Coordinator is the key here:
 +
*Coordinator:
 +
** Maintains coordination with other stations
 +
** Checks capacity at holding points and taxiways
 +
** Handles the webbased slottool to assign slots to aircrafts
 +
** Handles text pilots and route adjustments (via private chat)
 +
 
 +
*Operator:
 +
** Checks the routes and reports wrong routings to Coordinator
 +
** Is in charge of frequency transmissions and provides IFR clearances via voice
 +
** Handoffs pilots to the correct GND frequency
 +
 
 +
 
 +
Example:
 +
 
 +
* AUA123 logs in and files to EDDM
 +
 
 +
--> Operator checks routing and spots an error
 +
 
 +
--> Coordinator is in charge to send the pilot a message
 +
 
 +
 
 +
* AUA123 logs in again
 +
 
 +
--> Operator checks routing, which is correct now
 +
 
 +
 
 +
* AUA123 transmits on frequency "Wien Delivery, AUA123, info X, requesting clearance to Munich"
 +
 
 +
--> Coordinator assigns a slot in the webbased tool (earliest CTOT now +15min, to take Push and Taxi into account)
 +
 
 +
--> Operator clears the aircraft for IFR
 +
 
 +
 
 +
* AUA123 reads back correctly and the Operator communicates the slot time: “AUA123, readback correct, TSAT 12:34z, call me at time 12:34z"
 +
 
 +
* at 12:34z AUA123 calls again and is ready for push and start
 +
 
 +
--> Operator checks the stand (DEP List or radar screen) and handover the pilot to the corresponding GND frequency (121.6 or .775)
 +
 
 +
== Slots  ==
 +
 
 +
In order to guarantee a safe flow of traffic and to minimize delays in the air so called slots are being used. A slot is a timeframe of five minutes before to ten minutes after the CTOT (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.
 +
 
 +
Responsible for Slot coordination in RL is the CFMU called "Central Flow Management Unit" in Brussels.
 +
 
 +
=== Slottool and Plugin Usage ===
 +
 
 +
The webbased slottool (as of 26.11.2021) allows for drag and drop assignment of aircraft to certain slots:
 +
 
 +
[[File:Webbasedslot.png|600px]]
 +
 
 +
While there are identical flags for clearance and taxi as in Euroscope, there is no connection between both systems. Therefore a plugin SLOTHEL has been developed, to get at least the information of slot-times from the tool into an active controller session (see below, second column from right)
 +
 
 +
[[File:Esslot.png]]
 +
 
 +
 
 +
You have to adapt the DEPList settings (F button on the top left corner of the list) and select the SLOT-column.
 +
 
 +
CAUTION: Use the Plugin only in one ES instance, as every instance is triggering a call to the VACC server and too many requests may result in a blocked connection. -> To prevent this, unload the Plugin via ES “Other Set” -> “Plugins”
 +
 
 +
The data in the SLOT-column are presented in the following formats:
 +
 
 +
[[File:Slottool1.png]]
 +
 
 +
-CTOT- = Aircraft has received a taxi clearance/flag and will proceed to the holding point. It will most likely depart within time
 +
 
 +
TSAT/CTOT grey = Slot start up time is more than 5 minutes in the future
 +
 
 +
TSAT/CTOT green = Slot is open, aircraft may be transferred to GND for push and start
 +
 
 +
TSAT/CTOT yellow = Slot is still open, but aircraft is already 5 minutes late.
 +
 
 +
OVERDUE = Slot is closed 10 minutes after start up time, new slot necessary
 +
 
 +
 
 +
Example of handling:
 +
 
 +
[[File:Slotgrey.png|100px]]
 +
Pilot: "AUA123, ready for push and start" -- Controller: "AUA123, your slot is not open yet. Call me again at 11:48z"
 +
 
 +
[[File:Slotgreen.png|100px]]
 +
Pilot: “AUA123, ready for push and start” -- Controller: “AUA123 contact ground on…”
 +
 
 +
[[File:Slotyellow.png|100px]]
 +
Pilot: “AUA123, ready for push and start” -- Controller: “AUA123 contact ground on…” OR if the aircraft has not called in yet, and workload permits, the controller can actively call the pilot.
 +
 
 +
[[File:Slotred.png|100px]]
 +
Pilot: “AUA123, ready for push and start” -- Controller: “AUA123, you missed your slot. New TSAT xx:xx, call me again at xx:xx”, after you or your Coordinator has assigned a new slot.
  
−
=== More Information ===
+
=More Information=
 
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].
 
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].
  

Latest revision as of 14:23, 2 April 2024

<-- Back: Study Guide:OBS - Overview: Study Guide - Next--> Study Guide:Ground

Introduction

This Study Guide has been designed to give you all the information needed to start controlling as a Clearance/Delivery controller on the VATSIM network. It assumes, that you have read and understood the Study Guide:OBS before and have logged in as observer.

Working Delivery Positions

Clearance Delivery is responsible for checking and correcting flightplans of departing aircraft and issue routing clearances to them. This task may sound boring, but is important for upstream controllers: Clearances take time (on the radio) and may block vital commands (like takeoff and landing clearances), and radar stations rely on the checked and cleared values (SIDs and clearance altitudes) for their controlling. If DEL makes mistakes, APP will have trouble.

There are 2 types of flight plans at VATSIM:

  • IFR: Any pilot who flies IFR must file a flight plan. It contains the exact routing from departure to arrival, cruise altitude and some more information which controllers need for their job.
  • VFR: VFR pilots can file flight plans, but they don't need to. They can simply ask for taxi clearance, take off and continue in uncontrolled airspace.

Flightplan Structure

Flight plans are documents filed by pilots with the local Civil Aviation Authority prior to departure. They generally include basic information such as departure and arrival points, estimated time en route, alternate airports in case of bad weather, type of flight (whether instrument flight rules or visual flight rules), pilot's name and number of people on board.

At VATSIM, flight plans are filed with a VATSIM server.

For IFR flights, flight plans are used by air traffic control to initiate tracking and routing services.

Aircraft routing types used in IFR flight plans are: Airway, Navaid and Direct. A route may be composed of segments of different routing types.

  1. 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".
  2. 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.
  3. Direct: Direct routings are becoming more and more common as FRA (Free Route Airspace) is under ongoing development in Europe.

For VFR flights, the 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.


Lateral Syntax

Syntax for IFR flight plans is quite strict, and pilots are encouraged to look up flight plans via online tools and paste the code into the routing field. The format is usually <waypoint><via><waypoint><via>, where every waypoint is noted, where the itinerary changes from one route to another (waypoints on the same airway are omitted). This is necessary, as radar clients (Euroscope) read and interpret this data.

Example: A valid routing from LOWW to EDDM is the following: 

SOVIL DCT SITNI DCT BAGSI DCT MATIG DCT AMADI Q113 NAPSA NAPSA3A
  • SOVIL is the SID exit point.
  • SITNI DCT BAGSI DCT MATIG DCT AMADI are enroute waypoints.
  • Q113 is an airway.
  • The "DCT" in-between means that there is no airway between these points: they are "Direct".


Vertical Syntax

So far we have specified the lateral dimension. To further specify the vertical aspects a speed and level segment has to be attached to the RTE string: 

Format -> NxxxxFyyy or NxxxxAyyy

i.e N0450F340
  • N0450 indicates the planned TAS (True Airspeed)
  • F340 indicates the planned FL (Flightlevel)


For flights which will remain in lower airspace i.e below the transition altitude the following is used: 

N0120A080
  • A080 indicates Altitude 8000ft (QNH)


A "/" is used to attach such a speed and level group to a waypoint e.g: 

N0450F340 OSPEN DCT ABRUK DCT SETAL DCT DETSA/N0450F350

The first group indicates the initial planned TAS and Level, the second group indicates a Level Change at DETSA to FL350.


VFR Syntax

SIERRA SEMMERING MUR MUERZ LOWZ GERLOS MIKE
  • Sector S is the preferred VFR exit route from Vienna TMA
  • The rest is a description of a popular route to Innsbruck through scenic mountains
  • Mike ist the appropriate entry into LOWI.

Workflow for DEL controllers

Setup

  1. Check with the upstream controller (TWR, APP, CTR) for active runways and set active airport and runways in your Euroscope "active runways" dialogue box.
  2. 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.
  3. If there is no Tower or upstream, then create an ATIS.

Choosing the active runways

The guiding principle in choosing the active runways is that aircraft prefer to depart and land into the wind. 

An airport has one runway named 16/34. The wind is reported as 320 degrees at 14 knots. In 
this case runway 34 is chosen as the active runway.

Look at a more complicated example: 

LOWW has two runways: 16/34 and 11/29.
Suppose, wind is 020°, and you see: runway 34 is only 40° off, while 110 is 90° off --> runway 34 is the better choice.

Beware: All major airports have preferential runway configurations which depend on approach configuration, noise abatement and terrain.

Generally, tailwind components of up to ten knots are accepted.

However due to noise abatement and terrain considerations most airports have some kind of preferential runway system. Bear in mind that it is the pilots decision whether he can accept a certain runway because only he knows the performance of his aircraft.

For details on the preferred runway configurations for a specific airport ask your mentor or look into the airport QRS (quick reference sheets). See in the Resources section at the very bottom for links to them.

ATIS

ATIS stands for Automatic Terminal Information Service and is a usually automatically generated broadcast that contains essential information 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.

An ATIS broadcast consists of:

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

It is updated every 30 minutes or as soon as significant changes occur.

IFR flight plans

  • 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, ask the pilot to confirm his details. Nevertheless, as soon as you modify the FPLN, the pilot won't be able to amend his own FPLN anymore. Reconnection is required.
  • 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).
  • Check, if cruise altitude is correct: Cruise altitude is stated in flight levels (hundreds of feet): FL280 means 28000 feet (at QNH 1013, to be really correct). For flight levels below FL410, westbound flights have even flight levels, and eastbound flights have odd flight levels. Above FL410, flight levels increase by 20: west is FL430-470-510-550 etc, east is 450-490-530-570 etc. If the filed ALT requires a change - change it.
  • Check, if there is a valid SID from the active runway to the first waypoint in the flight plan.

Watch out:

  • At some airports (LOWI) there are more SIDs to the same waypoint, valid for different aircraft (usually, one is "standard" and the other are "special departures" depending on aircraft performance and equipment).
  • At most airports there are special SIDs for aircraft with no FMC (Non-RNAV departures.)
  • Some airports have noise abatement procedures.

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.

SSR Assignment + Initial Climb

  • The squawk range 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 the squawk range might not be sufficient, and Euroscope indicates "DUPE" (for "duplicate squawk"). In this case, you have to set a new squawk.
  • 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. Certain mode S aircraft receive squawk 1000.
  • 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).


Re-routing of traffic

If a filed routing is invalid or the decision to revise an A/C routing has been made by you it can be difficult to communicate this change in RTE to the pilot. In an ideal world you would reroute an A/C before it calls you, thus avoiding unnecessary discussions on frequency. It is therefore suggestable to make use of private messages for this special case. 

*ATC FPL AMENDED* REVISED RTE: SOVIL DCT SITNI DCT BAGSU DCT MATIG DCT NANIT NANIT2A

By sending the message in this format you can reduce the likelihood of a possible discussion as it resembles an automatic message.

Do not forget to also amend the ATC FPL in Euroscope.

RTE Clearance

DEL gives routing clearances to all departing aircraft with the following information:

  • aircraft identification
  • clearance limit (normally destination aerodrome / or last IFR waypoint)
  • assigned SID
  • initial climb
  • allocated SSR code (squawk)
  • QNH if false or no ATIS letter reported.
  • any other necessary instructions e.g. instructions relating to change of frequency or CTOT (= Calculated take-off time) Slot time.

Normal construction of a routing clearance: 

Callsign, cleared to XXXX via XXXXX XX departure, initial climb 5000ft, Squawk 46XX, QNH XXXX

Example: 

Austrian 125, cleared Frankfurt, LUGEM 1C departure, 5000ft, SQ1000, Q1022.

Traffic unable SID

Some Aircraft are not able to follow SIDs for various reasons, most of the time due to missing equipment.

Vienna is equipped with a NON-RNAV SID -> the SNU departures. Any IFR equipped aircraft is sufficiently equipped to fly this SID, even if it has no FMS. This is your safest bet if a pilot has an old AIRAC or is simply unable for anything else.

If you issue such a clearance you will need to connect the SID, in our case SNU2C, to the filed RTE. First filed waypoint would be SITNI - this is issued as follows: 

AUA43EM, cleared Zürich SNU2C departure, SITNI next, 5000ft, SQ 1000, Q1032


Additionally you can 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. 

AUA125, cleared XXXX, RWY XX, when airborn turn XXXX, climb 5000ft, SQ46XX, QNH XXXX

Example: 

Austrian 125, cleared Frankfurt, RWY29, when airborn turn left heading 200 , climb 5000 ft, SQ1000, Q1032.


If the pilot responds with a correct readback you should answer with the following phrase: 

Austrian 125, readback correct, report ready.

Handover

Upon receiving the ready call - you may handover to Ground 

Austrian 125, Ground 121,775 - Servus

This is done to keep the A/C on your Frequency until it is fully ready to move. By doing this DEL has the chance to communicate any RTE or Slot changes should they arise, thus reducing workload for the GND Controller.

VFR Flights

The Tower is responsible for VFR traffic. However, pilots have to contact DEL for clearance in Vienna. You have to enquire with Tower about the details of the departure.

- runway to expect (VFR is not bound to the active rwy)

- route to expect 


OE-DLT: Wien Delivery, OE-DLT, C172, at General aviation center, request to leave control zone via sector S.
DEL: OE-DLT, Wien Delivery, expect RWY 16, leave Control Zone via Sector S, 1500ft or below, Squawk 7000, Q1032.
OE-DLT: Leave via Sector Sierra, 1500ft or below, Squawk 7000, Q1032, OE-DLT.
DEL: OE-DLT, readback correct, contact Ground on 121.775Mhz.

OE-DLT: Wien Delivery, OE-DLT, C172, Abstellplatz der Allgemeinen Luftfahrt, erbitte Freigabe zum Verlassen der Kontrollzone über Sektor S.
DEL: OE-DLT, Wien Delivery, aktive Piste 16, verlassen Sie die Kontrollzone über Sektor Sierra, 1500ft oder darunter, Squawk 7000, Q1032.
OE-DLT: Verlasse die Kontrollzone über Sektor Sierra, 1500ft oder darunter, Squawk 7000, Q1032, OE-DLT.
DEL: OE-DLT, korrekt, rufen Sie Wien Ground auf 121.775Mhz.


Mode-S SQ7000

As Mode-S transponder are mandatory in Austria, using the VFR squawk 7000 exclusively is sufficient.

Should the need for a different Squawk arise - use 0001-0020.

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

IFR Flights Terminating at Waypoints or Uncontrolled Aerodromes

An IFR Flight does not necessarily have to terminate at the destination Aerodrome.

IFR Flights to Bad Voeslau (LOAV) or Wiener Neustadt (LOAN) for example terminate at a specified Fix:

  • MOVOS for LOAV arrivals
  • GESGI for LOAN arrivals

To clear the following flight with destination LOAV: 

N0110A050 SNU DCT MOVOS

the following phraseology is to be used: 

OEFVR cleared to MOVOS, SNU2C departure, 5000ft, SQ4601, Q1014

As MOVOS is the clearance limit you may not clear an A/C any further. The flight is then expected to hold at MOVOS if not instructed to continue.

High Traffic Situations

Sometimes one of your neighboring sectors has to stop accepting traffic. In these cases you should delay an aircrafts start-up clearance.

If possible you should inform the pilot about the expected delay: 

Austrian 125, expect startup in 15 minutes.

Add 2 mins for each waiting aircraft.

Delivery Split

If the traffic at your departure airport is increasing even more, delivery may need additional ressources to manage all calls. In this case a second person (Delivery Coordinator) is required. Splitting the workload between the current Delivery Operator, who is solely responsible for voice transmissions (to prevent unnecessary step-ons due to two controller talking) and the Coordinator is the key here:

  • Coordinator:
    • Maintains coordination with other stations
    • Checks capacity at holding points and taxiways
    • Handles the webbased slottool to assign slots to aircrafts
    • Handles text pilots and route adjustments (via private chat)
  • Operator:
    • Checks the routes and reports wrong routings to Coordinator
    • Is in charge of frequency transmissions and provides IFR clearances via voice
    • Handoffs pilots to the correct GND frequency


Example:

  • AUA123 logs in and files to EDDM

--> Operator checks routing and spots an error

--> Coordinator is in charge to send the pilot a message


  • AUA123 logs in again

--> Operator checks routing, which is correct now


  • AUA123 transmits on frequency "Wien Delivery, AUA123, info X, requesting clearance to Munich"

--> Coordinator assigns a slot in the webbased tool (earliest CTOT now +15min, to take Push and Taxi into account)

--> Operator clears the aircraft for IFR


  • AUA123 reads back correctly and the Operator communicates the slot time: “AUA123, readback correct, TSAT 12:34z, call me at time 12:34z"
  • at 12:34z AUA123 calls again and is ready for push and start

--> Operator checks the stand (DEP List or radar screen) and handover the pilot to the corresponding GND frequency (121.6 or .775)

Slots

In order to guarantee a safe flow of traffic and to minimize delays in the air so called slots are being used. A slot is a timeframe of five minutes before to ten minutes after the CTOT (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.

Responsible for Slot coordination in RL is the CFMU called "Central Flow Management Unit" in Brussels.

Slottool and Plugin Usage

The webbased slottool (as of 26.11.2021) allows for drag and drop assignment of aircraft to certain slots:

Webbasedslot.png

While there are identical flags for clearance and taxi as in Euroscope, there is no connection between both systems. Therefore a plugin SLOTHEL has been developed, to get at least the information of slot-times from the tool into an active controller session (see below, second column from right)

Esslot.png


You have to adapt the DEPList settings (F button on the top left corner of the list) and select the SLOT-column.

CAUTION: Use the Plugin only in one ES instance, as every instance is triggering a call to the VACC server and too many requests may result in a blocked connection. -> To prevent this, unload the Plugin via ES “Other Set” -> “Plugins”

The data in the SLOT-column are presented in the following formats:

Slottool1.png

-CTOT- = Aircraft has received a taxi clearance/flag and will proceed to the holding point. It will most likely depart within time

TSAT/CTOT grey = Slot start up time is more than 5 minutes in the future

TSAT/CTOT green = Slot is open, aircraft may be transferred to GND for push and start

TSAT/CTOT yellow = Slot is still open, but aircraft is already 5 minutes late.

OVERDUE = Slot is closed 10 minutes after start up time, new slot necessary


Example of handling:

Slotgrey.png Pilot: "AUA123, ready for push and start" -- Controller: "AUA123, your slot is not open yet. Call me again at 11:48z"

Slotgreen.png Pilot: “AUA123, ready for push and start” -- Controller: “AUA123 contact ground on…”

Slotyellow.png Pilot: “AUA123, ready for push and start” -- Controller: “AUA123 contact ground on…” OR if the aircraft has not called in yet, and workload permits, the controller can actively call the pilot.

Slotred.png Pilot: “AUA123, ready for push and start” -- Controller: “AUA123, you missed your slot. New TSAT xx:xx, call me again at xx:xx”, after you or your Coordinator has assigned a new slot.

More Information

If you really want to study hard, then read the relevant sections for DEL in the official radio telephony guide from Austrocontrol.

A really good index (and much more orderly is here at Eurocontrol.



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