Difference between revisions of "Study Guide:Delivery"

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'''<span style="color:#ff0000;">This study guide is still work in progress. Stay tuned for further chapters.</span>'''
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'' <-- Back: [[Study Guide:OBS]] - Overview: [[Study Guide]] - Next--> [[Study Guide:Ground]]''
  
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==Introduction==
+
= Introduction =
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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.
 
  
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==Radio Communication - Basics==
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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.
−
Because communication is crucially important for Air Traffic Control a fixed format and syntax is used, in order to minimize the risk of misunderstandings and to keep messages short. Worldwide English is the primary language in use, however in most countries you are also allowed to use the local language. In Austria VFR flights can choose their language whereas IFR flights are mostly conducted in English. Link: [[Buchstabiertabelle]]
 
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===Basic Rules===
 
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In order to achieve the goals set above the following rules important:
 
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#''Listen before you talk''
 
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#: It's impossible for two radio stations to transmit on the same frequency at the same time. If this is done, the radio signal will be blocked and this will result in a nasty noise on the frequency. Therefore it's important that every station monitors the frequency for about 5 seconds before transmitting, to make sure there’s no ongoing radio traffic. If you hear an ongoing conversation, wait until the conversation is over before you begin to transmit. Don’t start your communication if there is a read-back expected on the last transmission even if there is a short pause.
 
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#''Think before you talk''
 
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#: The radio traffic flow should be as smooth as possible. To achieve this it's vital to "think first" before transmitting so that a clear, concise and uninterrupted message can be sent.
 
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#''As far as possible use standard phraseology and syntax''
 
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#: To prevent misunderstandings and to maintain the radio traffic as effective as possible, stick to standardized phraseology and skip slang and of course private messages.
 
  
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===Callsigns and Initial Contact===
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= Working Delivery Positions  =
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Every participant on the network has his own Callsign. Controller Positions are identified by their location and their Function (e.g. Wien Radar, Graz Tower), Aircraft either by their Registration (e.g. OE-ALB) or an Airline Callsign followed by a combination of numbers and letters (e.g. AUA25LM, SWR387).
 
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To pronounce these letters and digits the ICAO-Alphabet is used.
 
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''
 
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To initiate the contact between two stations an initial call has to be made. This call has the following structure:''
 
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  '''Station 1:''' Station 2, Station 1, Message
 
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'''Station 2:''' Station 1, Station 2, Message
 
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''Example - Austrian 251 is calling Wien Tower:''
 
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'''AUA251:''' Wien Delivery, Austrian 251, Radiocheck
 
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'''LOWW_DEL:''' Austrian 251, Wien Delivery, read you 5 by 5
 
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In Subsequent calls the calling station part can be ommited. <br>
 
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When a controller (or aircraft) transmits a message to a station it is very important that the receiving station acknowledge the message and reads back any required parts.. If the receiving station does not acknowledge, the transmitted message is considered as a lost transmission and the sender should resend the message or check if the receiving station got the message.
 
−
Items that must always be read back in full are all clearances (including altitudes, headings, speeds, radials etc), runway in use, altimeter setting (QNH or QFE) and transition level, and all frequencies. For a controller, this is extremely important to remember, since if a pilot's readback is incorrect, the controller has to ask for confirmation, i.e a new readback. There are also items that should not be read back to reduce unnesessary radio transmissions. In short, this includes everything not mentioned above, but a few examples are: wind, temperature and other weather information (except altimeter settings) and traffic information in detail.
 
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When giving an instruction the Callsign is stated at the beginning, when reading back you usually add it at the end of your transmission (although you are allowed to do it at the beginning too). <br><br>
 
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'''Examples:'''
 
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'''LOWW_APP:''' AUA251, turn left heading 290, descend Altitude 5000 feet, QNH 1019.
 
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'''AUA251:''' Turn left heading 290, descending altitude 5000 feet QNH 1019, AUA251
 
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<br> 
 
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'''LOWW_GND:''' OE-DLT, taxi to Holding Point Runway 29 via Exit 12, M and A1, QNH 1019, give way
 
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to Speedbird Airbus A320 crossing you right to left on M.
 
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'''OE-DLT:''' Taxiing to H/P Rwy 29 via Exit 12, M and A1, giving way to Speedbird
 
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Airbus A320 on M, OE-DLT.
 
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<br>
 
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'''LOWW_TWR:''' NLY2678, wind 330 degrees, 6 knots, Rwy 29, cleared for takeoff.
 
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'''NLY2678:''' Rwy 29, cleared for takeoff, NLY2678.
 
  
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==METAR and TAF==
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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.
−
References for detailed information: [[METAR]], [[TAF]]
 
  
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==How is an Aerodrome organized==
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There are 2 types of flight plans at VATSIM:
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As airports grew bigger over time also the workload for the Air Traffic Controller handling the traffic got bigger. Soon it was necessary to distribute this workload onto more than one controller in order to be able to cope with the traffic.
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*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.
  
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So the Tower Position got divided into thre basic types with different areas of responsibility.
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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.
  
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* Clearance delivery (DEL), responsible for checking flightplans and issuing IFR clearances to departing aircraft.
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= Flightplan Structure  =
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* Ground (GND), responsible for all traffic on the apron and the taxiways.
 
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* Tower (TWR), responsible for movements on the runway and within its associated Control Zone.
 
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Because Tower and Ground controllers rely very strongly on what they see out of their window, these are the positions which are situated within the airports control tower.
 
  
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Apart from that there are the controllers who manage the traffic once it has left the control zone. They are again divided into:
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'''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.
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* APP Positions, managing the traffic within the airports vicinity (the so called TMA, Terminal Area). In Austria they are situated directly at the airports.
 
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* ACC (Area Control Center, on VATSIM the abbreviation CTR is used) positions, which are responsible for enroute traffic. They reside in Vienna.
 
  
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Since they all use their radar to control air traffic, they are also called Radar positions.
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At VATSIM, flight plans are filed with a VATSIM server.
  
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==Working Delivery Positions==
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'''For IFR flights''', flight plans are used by air traffic control to initiate tracking and routing services.  
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Clearance Delivery is responsible for checking and correcting flightplans of departing aircraft and issue routing clearances to them.
 
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===Flightplan Structure===
 
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'''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>
 
−
For IFR flights, flight plans are used by air traffic control to initiate tracking and routing services. For VFR flights, their only purpose is to provide needed information should search and rescue operations be required.
 
  
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Aircraft routing types used in flight planning are: Airway, Navaid and Direct. A route may be composed of segments of different routing types.
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Aircraft routing types used in IFR flight plans are: Airway, Navaid and Direct. A route may be composed of segments of different routing types.  
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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).
 
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*'''Navaid:''' Navaid routing occurs between Navaids (short for Navigational Aids) which are not always connected by airways. Navaid routing is typically only allowed in the continental U.S. If a flight plan specifies Navaid routing between two Navaids which are connected via an airway, the rules for that particular airway must be followed as if the aircraft was flying Airway routing between those two Navaids. Allowable altitudes are covered in Flight Levels.
 
−
*'''Direct:''' Direct routing occurs when one or both of the route segment endpoints are at a latitude/longitude which is not located at a Navaid. This is a routing from Vienna
 
  
 +
#'''Airway:''' Airway routing occurs along pre-defined pathways called Airways. Mostly aircraft are required to fly airways between the departure and destination airports. The rules cover altitude, airspeed, and requirements for entering and leaving the airway (SIDs and STARs). Airways have letters and numbers like "Y868 or "UM125".
 +
#'''Navaid:''' Navaid routing occurs between Navaids (short for Navigational Aids) which are not always connected by airways. Navaid flight plans are used for IFR aircraft which don't have a GPS receiver - they can't follow waypoints. Navaid routing is typically only allowed in the continental U.S. If a flight plan specifies Navaid routing between two Navaids which are connected via an airway, the rules for that particular airway must be followed as if the aircraft was flying Airway routing between those two Navaids. Allowable altitudes are covered in Flight Levels.
 +
#'''Direct:''' Direct 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 ==
 +
# Check with the upstream controller (TWR, APP, CTR) for active runways and set active airport and runways in your Euroscope "active runways" dialogue box.
 +
# Check with the upstream controller the active ATIS letter. Set your ATIS dialog box to your airport and the active letter, but don't connect (ATIS is TWR's job). Set this way, Euroscope will show the valid ATIS letter in your METAR list and you don't need to ask every few minutes.
 +
# If there is no 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
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 +
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
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* clearance limit (normally destination aerodrome / or last IFR waypoint)
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* assigned SID
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* initial climb
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* allocated SSR code (squawk)
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*''' QNH if false or no ATIS letter reported.'''
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* any other necessary instructions e.g. instructions relating to change of frequency or CTOT (= Calculated take-off time) Slot time.
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 +
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.
 +
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=== Traffic unable SID  ===
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 +
Some Aircraft are not able to follow SIDs for various reasons, most of the time due to missing equipment.
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 +
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
  
−
===Issuing IFR Routing Clearances===
 
−
DEL gives routing clearances to all departing aircraft with the following information:<br>
 
−
'''Destination of flight'''
 
−
'''SID''' (= Standard instrument departure) Normally the filed SID is given
 
−
Initial climb altitude after departure (5000ft)
 
−
'''Squawk''' (Squawk assignments for LOWW are 4600 to 4620)
 
−
'''QNH''' (Local QNH of airport according to latest METAR) = given with taxi clearance
 
−
CTOT (= Calculated take-off time) Slot time (Normally not used on the VATSIM network)
 
  
−
The '''bold''' marked points are mandatory, all other points are optional.<br>
 
−
<br>
 
−
Normal construction of a routing clearance:
 
−
Callsign, cleared to XXXX via XXXXX XX departure, (initial climb 5000ft), Squawk 46XX
 
 
Example:
 
Example:
−
Austrian 125, cleared to Frankfurt via LUGIM 1C departure, initial climb 5000ft,
 
−
Squawk 4601.
 
−
Some Aircraft are not able to follow SIDs for various reasons, most of the time due to missing equipment. In these cases you should issue a so called vectored departure. A vectored departure clearance includes the same components as a normal clearance but instead of the SID you issue instructions to be carried out after departure. In this case the initial climb altitude is mandatory.
 
−
Callsign,cleared to XXXX, after departure RWY XX, XXXXXXX, initial climb 5000ft,
 
−
Squawk 46XX
 
  
−
Example:
+
* AUA123 logs in and files to EDDM
−
  Austrian 125, cleared to Frankfurt, after departure Runway 29, turn left heading 240
+
 
−
expect vectors to LUGIM, initial climb 5000 ft, Squawk 4601.
+
--> Operator checks routing and spots an error
−
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:
+
--> Coordinator is in charge to send the pilot a message
−
Callsign, readback correct. Austrian 125, readback correct /(readback was correct)
+
 
−
Afterwards you either hand the pilot over to GND or wait for his startup request, depending on local procedures.
+
 
 +
* 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=
 +
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].
  
−
===Special Situations (High Traffic, Slots, ...)===
+
A really good index (and much more orderly is [http://contentzone.eurocontrol.int/phraseology/ here at Eurocontrol].
−
====Slots====
 
−
In order to guarantee a safe flow of traffic and to minimize delays in the air so called slots are being used. A slot is a timeframe of five minutes before to ten minutes after the CTOT mentioned before. The aircraft has to depart within this timeframe from its departure airport.
 
−
On the VATSIM network this system is only used on special occasions.
 
  
−
==== Behavior in situations with increased traffic ====
 
−
Sometimes one of your neighboring sectors has to stop accepting traffic. In these cases you should delay an aircrafts start-up clearance.
 
  
−
If possible you should inform the pilot about the expected delay:
+
----
−
Austrian 125, readback correct, expect startup in 10 minutes.
 
−
Austrian 125, startup approved, expect departure in 10 minutes.
 
  
−
===Determination of active Runways===
 
−
Pilots normally prefer to takeoff and land the aircraft with the nose into the wind because it shortens the Rwy length required to safely operate the aircraft. The wind direction given in the METAR is the direction the wind is coming from, so it is easy to compare this wind to your given runways. <br>
 
−
'''Example:'''
 
−
{| class="prettytable"
 
−
|-
 
−
|You are the Tower controller at Salzburg Airport. The only runway at Salzburg is runway 16-34 so  you have two directions available (roughly 160° and 340°.) The wind is coming from 180° at 5 knots. So the usual Runway in use would be rwy 16 for takeoff and landing.''
 
−
|}
 
−
However, at most airports a preferred runway configuration is defined (Find them here: [[Study Guide:Airport Details]]) which should be used if traffic situation and weather permits. Aircraft have certain limitations they can operate in, so normally the tailwind component should not exceed 5-10 knots (again depending on airport). Also the allowed crosswind is limited (This depends very much on the aircraft).<br>
 
−
Be aware that it is the pilots responsibility to accept a certain wind component and that this decision is often based on performance issues, so one pilot might accept the next one refuses to take a certain runway.
 
  
−
So back to our example above:
 
−
{| class="prettytable"
 
−
|-
 
−
|At Salzburg, due to the terrain in the vicinity and city of Salzburg around the airport, runway 34 is preferred for departures and rwy 16 for landing. So the indicated configuration would be DEP 34, ARR 16.
 
−
|}
 
  
−
===Use of the word takeoff===
+
'' Prev: [[Study Guide:OBS]] - Overview: [[Study Guide]] - Next: [[Study Guide:Ground]]''
−
The word take-off shall only be used in combination with the take-off clearance (cleared for take-off). For other phrases use the word departure (ready for departure – NOT ready for take-off!).
 
  
−
[[Category:Documents]][[Category:Study Guides]][[Category:Training]][[Category:Controller]]
+
[[Category:Documents]] [[Category:Study_Guides]] [[Category:Training]] [[Category:Controller]]

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.



Prev: Study Guide:OBS - Overview: Study Guide - Next: Study Guide:Ground

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