ATC tutorial: Difference between revisions

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{{ATC-navbar}}
{{ATC-navbar}}
{{WIP|Complete rewrite in progress by [[User:elgaton|elgaton]]}}
{{Main article|Air traffic control}}
{{Main article|Air Traffic Control}}


[[Air traffic control|Air Traffic Control]] is an agreed procedure and process which keeps the [[aircraft]] separated to ensure that they don't crash into each other or are affected by turbulence when passing through the same air space.
[[Air traffic control|Air Traffic Control]] is an agreed procedure and process which keeps the [[aircraft]] separated to ensure that they don't crash into each other or are affected by turbulence when passing through the same air space. This article, probably more directly useful for pilots, will teach you that procedure and will hopefully help you to enjoy controlled areas and airports on the FlightGear multiplayer servers.
 
This article, written for controllers and pilots alike, will teach you that procedure and will hopefully help you to enjoy controlled areas and airports on the FlightGear multiplayer servers.
 
== How do I know if an airport is controlled? ==
Check the Pilot List in FlightGear or the [[MPMap|Multiplayer map]]. Usually, controllers:
* have a callsign ''XXXX_DE'', ''XXXX_GN'', ''XXXX_TW'' or ''XXXX_AP'' (where ''XXXX'' is the ICAO code of the airport they are manning); each callsign has a specific meaning (see "Controller roles" below);
* use the ''[[OpenRadar]]'', ''ATC-TOWER'', ''[[ATC-aircraft|ATC]]'' (or similarly named) aircraft.


== Controller roles ==
== Controller roles ==
Line 29: Line 21:
| xxxx_TW
| xxxx_TW
| Tower
| Tower
| Controls the runways and the airspace up to 10 NM (nautical miles) from the airport; chooses the runways to use; clears planes for takeoff and landing, making sure that they are at least 10 NM or three minutes apart.
| Controls the ''active'' runways and the airspace up to 10 NM (nautical miles) from the airport; chooses the runways to use; clears planes for takeoff and landing, making sure that they are at least 10 NM or three minutes apart.
|-
|-
| xxxx_AP
| xxxx_AP
Line 44: Line 36:
|}
|}


The "xxxx" in the table replace a code used to identify the area that controller is using; these are known as ''ICAO codes'' and can be found on the [http://www.airport-technology.com/icao-codes/ Airport Codes list]. For example, London Gatwick is "EGKK" so a Gatwick Tower Controller would log-in as ''EGKK_TW''.
* The "xxxx" in the table replace a code used to identify the area that controller is using; these are known as ''ICAO codes'' and can be found on the [http://www.airport-technology.com/icao-codes/ Airport Codes list]. For example, London Gatwick is "EGKK" so a Gatwick Tower Controller would log-in as ''EGKK_TW''.
 
* Center controllers also have ICAO identifiers, but they are not for one airport, but for a larger area. For example, ''LFFF_CT'' is France Center, and ''LFFF_FS'' is the France Flight Service Station.
At large airports, multiple controllers may man the same positions.
* At large airports, multiple controllers may man the same positions.
 
Center controllers also have ICAO identifiers, but they are not for one airport, but for a larger area. For example, ''LFFF_CT'' is France Center, and ''LFFF_FS'' is the France Flight Service Station.


=== Controller roles in FlightGear ===
=== Controller roles in FlightGear ===
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{{Main article|Flight rules}}
{{Main article|Flight rules}}
A distinction you should know for flying in controlled areas is the one between IFR and VFR flights, as flight planning and some phraseology are different.
A distinction you should know for flying in controlled areas is the one between IFR and VFR flights, as flight planning and some phraseology are different.
* VFR (Visual Flight Rules) can apply when a pilot is able to orientate and recognize other aircraft and obstacles visually (that means he must maintain a low altitude, where at most just a few clouds are present, the light must be sufficient, and there must be little or no fog at all); they are used mainly in general aviation;
* VFR (Visual Flight Rules) can apply when a pilot is able to orientate and recognize other aircraft and obstacles visually (that means, for example, the sky should be clear of clouds at low altitudes near the airport when taking off and landing, light must be sufficient, and there must be little or no fog at all); they are used mainly in general aviation;
* IFR (Instrument Flight Rules) apply in all the other cases.
* IFR (Instrument Flight Rules) apply in all other cases.


== Getting and reading charts ==
== Getting and reading charts ==
Line 94: Line 84:


==== Getting the departure clearance ====
==== Getting the departure clearance ====
We start on the airport apron at terminal T1, stand 220.
We start on the airport apron at terminal T1, stand 221.


The first thing we need to do is to check the current air pressure and which runway is being used; as a general rule, planes should be heading into the wind for takeoff and landing. To accomplish this, we need to listen to the ''ATIS'' (Automatic Terminal Information Service), a prerecorded message describing weather information, the runways in use and other important information for pilots and transmitted continuously on a dedicated radio channel. The frequency to use is written in the Airport information chart and can also be found by clicking on ''AI -> ATC Services in Range -> LEBL'': in our case, it's 121.970 MHz.
The first thing we need to do is to check the current air pressure and which runway is being used; as a general rule, planes should be heading into the wind for takeoff and landing. To accomplish this, we need to listen to the ''ATIS'' (Automatic Terminal Information Service), a prerecorded message describing weather information, the runways in use and other important information for pilots; it's transmitted continuously on a dedicated radio channel. The frequency to use is written in the Airport information chart and can also be found by clicking on ''AI -> ATC Services in Range -> LEBL'': in our case, it's 121.970 MHz.


We open the Radio panel, set the COM1 frequency to 121.97 and listen to the ATIS message:
We open the Radio panel, set the COM1 frequency to 121.97 and listen to the ATIS message:
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# We're going to depart from runway 25L.
# We're going to depart from runway 25L.
# We need to set the altimeter to 1018 hPa<ref>European airports generally use hPa (hectopascals) for the QNH while American ones use inHg (inches of mercury). Some airplanes allow you to enter QNH values using both units; if that is not the case, you will need to use a converter.</ref> and set it back to standard pressure (STD) at the transition level (FL050, or 5000 feet).
# We need to set the altimeter to 1018 hPa<ref>European airports generally use hPa (hectopascals) for the QNH while American ones use inHg (inches of mercury). Some airplanes allow you to enter QNH values using both units; if that is not the case, you will need to use a converter.</ref> and set it back to standard pressure (STD) at the transition level (FL050, or 5000 feet).
# Every ATIS broadcast is identified by a progressive letter of the [http://en.wikipedia.org/wiki/NATO_phonetic_alphabet NATO phonetic alphabet]; we'll need to tell the delivery controller that we have information "Alpha" so that (s)he can checkwhether we have the latest information or not.
# Every ATIS broadcast is identified by a progressive letter of the [http://en.wikipedia.org/wiki/NATO_phonetic_alphabet NATO phonetic alphabet]; we'll need to tell the delivery controller that we have information "Alpha" so that (s)he can check whether we have the latest information or not.
Note also that numbers are spelled out for clarity - this will be done in all further communication.
Note also that numbers are spelled out for clarity - this will be done in all further communication.


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# The controller corrects any mistakes we've made and then hands us off to the Ground controller.
# The controller corrects any mistakes we've made and then hands us off to the Ground controller.


* '''BAW1542:''' El Prat Delivery, this is Speedbird one five four, requesting delivery to Frankfurt, flight level two five zero, we have information Alpha.
* '''BAW1542:''' El Prat Delivery, this is Speedbird one five four two, requesting delivery to Frankfurt, flight level two five zero, we have information Alpha.
* '''El Prat Delivery:''' Speedbird one five four two, Alpha is current, cleared to Frankfurt via OKABI three Whiskey, initial altitude five hundred feet, expect flight level two five zero after ten minutes, squawk four zero zero zero.
* '''El Prat Delivery:''' Speedbird one five four two, Alpha is current, cleared to Frankfurt via OKABI three Whiskey, initial altitude five hundred feet, expect flight level two five zero after ten minutes, squawk four zero zero zero.
* '''BAW1542:''' Cleared to Frankfurt via OKABI three Whiskey, initial altitude five hundred feet, expect flight level two five zero after ten minutes, squawk four zero zero zero, Speedbird one five four two.
* '''BAW1542:''' Cleared to Frankfurt via OKABI three Whiskey, initial altitude five hundred feet, expect flight level two five zero after ten minutes, squawk four zero zero zero, Speedbird one five four two.
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Before pushing back (being pushed away from the stand with a tug) and starting up, we need to get appropriate clearances from the Ground controller. This ensures we won't block taxiways unnecessarily.
Before pushing back (being pushed away from the stand with a tug) and starting up, we need to get appropriate clearances from the Ground controller. This ensures we won't block taxiways unnecessarily.


* '''BAW1542:''' El Prat Ground, Speedbird one five four two at stand two two zero, request pushback.
* '''BAW1542:''' El Prat Ground, Speedbird one five four two at stand two two one, request pushback.
* '''El Prat Ground:''' Speedbird one five four two, El Prat Ground, pushback approved, facing east.
* '''El Prat Ground:''' Speedbird one five four two, El Prat Ground, pushback approved, facing south.
* '''BAW1542:''' Pushback approved, facing east, Speedbird one five four two.
* '''BAW1542:''' Pushback approved, facing south, Speedbird one five four two.


We then push back, making sure the aircraft is turned towards ("facing") east at the end of the maneuver, and ask for permission to start our engines.
We then push back, making sure the aircraft is turned towards ("facing") south at the end of the maneuver, and ask for permission to start our engines.


[[File:LEBL-stand220-pushback.png|thumb|center|800px|Our aircraft's position after pushback (noon and night view). Note that the taxiway centerlines are not lit in proximity of stands.]]
[[File:LEBL-stand220-pushback.png|center|thumb|800px|Our aircraft's position after pushback (noon and night view). Note that the taxiway centerlines are not lit in proximity of stands.]]


* '''BAW1542:''' Speedbird one five four two, request startup.
* '''BAW1542:''' Speedbird one five four two, request startup.
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* '''BAW1542:''' Speedbird one five four two, we're holding short Echo two.
* '''BAW1542:''' Speedbird one five four two, we're holding short Echo two.
* '''El Prat Ground:''' Speedbird one five four two, cleared to cross runway zero two, taxi to holding point Golf one via Echo one and Kilo.
* '''El Prat Ground:''' Speedbird one five four two, cleared to cross runway zero two, taxi to holding point Golf one via Echo one and Kilo.
* '''BAW1542:''' Taxi to holding point Golf one via Echo one and Kilo, Speedbird one five four two.
* '''BAW1542:''' Cleared to cross runway zero two and taxi to holding point Golf one via Echo one and Kilo, Speedbird one five four two.


We then cross the runway without delay and turn left on K. Near K2 you can notice a ''CAT II/III holding point'' (marked by an empty yellow rectangle with vertical lines, equipped with ''fixed'' lights) - that's where we would stop if visibility was reduced or if another aircraft was landing using ILS; since that's not the case and we were cleared to G1, just proceed.
We then cross the runway without delay and turn left on K. Near K2 you can notice a ''CAT II/III holding point'' (marked by an empty yellow rectangle with vertical lines, equipped with ''fixed'' lights) - that's where we would stop if visibility was reduced or if another aircraft was landing using ILS; since that's not the case and we were cleared to G1, just proceed.
Line 176: Line 166:


We stop at G1 while the ground controller instructs us to contact the tower:
We stop at G1 while the ground controller instructs us to contact the tower:
* '''El Prat Ground:''' Speedbird one five four two, contact Tower on one one eight decimal three two zero, goodbye!
* '''El Prat Ground:''' Speedbird one five four two, contact El Prat Tower on one one eight decimal three two zero, goodbye!
* '''BAW1542:''' Contact Tower on one one eight decimal three two zero, Speedbird one five four two, bye!
* '''BAW1542:''' Contact El Prat Tower on one one eight decimal three two zero, Speedbird one five four two, bye!


==== Lining up and taking off ====
==== Lining up and taking off ====
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* '''BAW1542:''' Resuming our own navigation, frequency change approved, Speedbird one five four two, bye!
* '''BAW1542:''' Resuming our own navigation, frequency change approved, Speedbird one five four two, bye!


We're now free to follow our flightplan - it's a good practice to keep an eye on the multiplayer map to check for traffic, though.
We're now free to follow our flightplan - it's a good practice to keep an eye on the multiplayer map to check for traffic and to announce altitude changes/turns on text chat if other pilots are nearby.<ref>In real world flying, we would be handed off to center controllers and we would report our position over special points, marked as black triangles in the charts. Since center controllers are not common in FlightGear, this is not usually done.</ref>


==== Approaching the destination airport ====
==== Approaching the destination airport ====
==== Landing ====
We start descending on our own so as to reach FL150 approximately 100 NM from the destination airport. When we're about 80 NM from EDDF we check the ATIS for the destination airport, just like we did at LEBL - in this case the frequency is 118.02. We tune in the COM1 radio to that frequency and listen:
==== Taxiing to the stand and shutting down ====
* '''EDDF ATIS:''' ''This is Frankfurt information Echo. Landing runway zero seven right. Departure runway zero seven center. Transition level five zero. Wind zero two zero degrees, four knots. Visibility one zero km or more, few four thousand eight hundred feet. Temperature one niner<ref>"Niner" is used instead of "nine" to avoid confusion between the similarly sounding "nine" and "nein", the German word for "no".</ref>, dewpoint zero seven. QNH one zero one eight. No significant change. On initial contact advise controller you have information Echo.''


=== A sample VFR flight ===
We then contact the approach controller (in this case Langen Radar, 118.45 MHz):
<!-- Refer to http://forum.flightgear.org/viewtopic.php?f=72&t=19600  -->
* '''BAW1542:''' Langen Radar, Speedbird one five four two at flight level one five zero, we have information Echo.
* '''Langen Radar:''' Speedbird one five four two, radar contact, Echo is current, descend and maintain five thousand feet, proceed direct UNOKO.
* '''BAW1542:''' Descend and maintain five thousand feet, proceed direct UNOKO, Speedbird one five four two.


<!--== Tips ==
We proceed to the UNOKO waypoint and descend to 5000 ft, as instructed. At 5000 ft we set the altimeter to the local QNH (1018 hPa).
Listen
Practice at low density airports
Tell controller first experience-->
----
== Lesson 4 ==
''(In this section the approach controller is presumed to be handling departures, as there are very, very rarely departure controllers. If there were a departure controller, (s)he would deal with a departing plane, and the approach controller would deal with any planes arriving)''


So approach now has a plane that wants to get on with its flight. The first thing to notice was the clearance:
When we're near UNOKO the approach controller will contact us and assign us a STAR (standard arrival route):
''climb and maintain 6,000...''
* '''Langen Radar:''' Speedbird one five four two, cleared UNOKO one Mike arrival.
* '''BAW1542:''' Cleared UNOKO one Mike arrival, Speedbird one five four two.
Now we follow the altitudes and route in the STAR &ndash; in this case, we fly over UNOKO, IBVIL, MANUV, RAMOB and proceed to TAU.


It wasn't explained last page, but the reason for this low height is to ensure that planes arriving at the airport - also at low heights - that are arriving from the takeoff end of the airfield are kept above the departing planes. If arriving planes are only cleared down to 8,000 ft. then - even if they have to fly over the airport and turn around - they cannot conflict with departing planes. For this reason, departing planes are usually cleared to 6,000 and arriving planes to 8,000 until they are on the 'safe' (non-departure) side of the runway.  
We hold (circle) over TAU until the controller instructs us to continue the approach:
* '''Langen Radar:''' Speedbird one five four two, turn right heading one four zero, descend and maintain three thousand feet, reduce speed to two five zero knots.
* '''BAW1542:''' Turn right heading one four zero, descend and maintain three thousand feet, reducing speed to two five zero knots, Speedbird one five four two.


Let's look at how the hand-off occurs this time:
We now engage the autopilot's heading select mode, fly the given heading, reduce our speed and continue our descent as cleared. After a couple of minutes, the controller calls us and instructs us to use the [[Instrument Landing System]] to get towards the runway:
'''EGLL_TWR: B-ELIO, contact EGLL_APP on 119.72, good-day.'''<br />
* '''Langen Radar:''' Speedbird one five four two, cleared ILS approach runway zero seven right.
'''B-ELIO (to you): Heathrow Approach, good-day, this is B-ELIO out of 1,700 for 6,000 on runway heading'''
* '''BAW1542:''' Cleared ILS approach runway zero seven right, Speedbird one five four two.


This time, because the plane is in the air, you want to acknowledge you can see him on the radar:
As soon as the localizer is alive we engage the autopilot's localizer mode and, as soon as the glideslope is alive, we switch to approach mode and descend on the glide. The controller will call us one last time to hand us over to Frankfurt Tower:
'''You: B-ELIO, Radar Contact, continue to 6,000... (and right to 120)'''
* '''Langen Radar:''' Speedbird one five four two, contact Frankfurt Tower on one one niner decimal niner zero.
* '''BAW1542:''' Contact Frankfurt Tower on one one niner decimal niner zero, Speedbird one five four two.


The aim now is to get the plane heading in the right direction (that is, towards the first VOR or NDB - remember how they're shown on the display - listed in the Flight Strip, or just in the general direction of the country he's heading to. When the planes far enough away from the airport, or there's no other traffic, climb him up to 12,000 - 18,000ft and hand him off to center. Now, a few words about giving the plane vectors (headings), remember:
==== Landing ====
We switch to 119.90 MHz and/or join the Frankfurt Tower channel on Mumble, then contact the tower controller to get the landing clearance. It will include:
# the wind direction and speed;
# wind gusts, if any;
# warnings (like wake turbulence, rain...), if any;
# the runway number;
# the words ''cleared to land''.


* Don't expect the plane to respond instantly... think ahead. By the time he's got your message and started to turn he might be 1 NM further on that you expected.
* '''BAW1542:''' Frankfurt Tower, Speedbird one five four two, ILS approach runway zero niner right.
* If he's heading directly to a 'fix' (any VOR, NDB or Intersection) give them a 'direct <place>' order like 'B-ELIO, turn left direct BIG' - don't bother trying to figure out headings when you've been given an easy way.  
* '''Frankfurt Tower:''' Speedbird one five four two, Frankfurt Tower, wind zero one zero degrees, five knots, runway zero seven right, cleared to land.
* Consider your heading -- are you sure you mean 90 and not 270? If the aircraft is heading to the left of the screen, he's flying a heading of 270 and not 90!! This may seem obvious, but is one of the biggest problems for new controllers.
* '''BAW1542:''' Cleared to land, runway zero seven right, Speedbird one five four two.


Now the plane's in the sky, a big, bold few words about separation:
<gallery widths=400px mode=packed>
'''Keep your planes at least 3NM from each other, or at least 1,000 ft vertically between them. If you think the planes will eventually come too close, don't wait -- turn or descend one immediately! In order to make collisions between planes traveling in opposite directions less likely, use this rule:'''
File:EDDF-finalapproach.png|Short final to runway 07R.
File:EDDF-landing-07R.png|Landing on 07R.
</gallery>


{| class="prettytable"
We land on 07R and ''vacate'' (exit) the runway at the earliest opportunity, making sure not to block other aircraft and not to enter a taxiway marked with a ''NO ENTRY'' sign; in this case, we vacate on the left, since the terminal is on the left. (On occasion, the controller will ask us to vacate on a specific side or to use a specific exit). We are now asked to switch to Ground:
! align="center" bgcolor="#EFEFEF" |
* '''Frankfurt Tower:''' Speedbird one five four two, contact Frankfurt Ground on one two one decimal eight zero.
! align="center" bgcolor="#EFEFEF" |
* '''BAW1542:''' Contact Frankfurt Ground on one two one decimal eight zero, Speedbird one five four two.
|-
|Plane flying headings 0-179     
|Fly at ODD FLIGHT LEVELS
|-
|Plane flying headings 180 - 359     
|Fly at EVEN FLIGHT LEVELS
|}


What are Flight Levels? Flight Levels are used to shorten heights -- you should recognize them from the plane's blip -- you simply remove the two last digits from the height, for example 32,000ft --> FL320. Also, when you talk about Flight Levels, the pilot uses a standard altimeter setting (instead of the local altimeter setting found after the Q in the METAR weather report in the bottom right of your screen); while at low altitudes the plane will use the local barometric pressure. This means that all planes cruising will think 32,000 ft is at the same place, and not vary slightly depending on the local pressure.  
==== Taxiing to the stand and shutting down ====
We switch the transponder to ground mode and check the ground chart to get the name of the taxiway we are on; in our case, we have vacated the runway on taxiway M15. We then contact the ground controller:
* '''BAW1542:''' Frankfurt Ground, Speedbird one five four two on Mike one five, runway zero seven right vacated.
* '''Frankfurt Ground:''' Speedbird one five four two, Frankfurt Ground, taxi to holding point Mike one four via Mike, hold short of Mike one four.
* '''BAW1542:''' Taxi to holding point Mike one four via Mike, hold short of Mike one four, Speedbird one five four two.


Your aim is to get the planes in the right direction at a height ready for hand-off to an ARTCC (_CTR) and away from the airport. Once you've done it pass your plane onto the centre controller. It is a good idea to use the .chat <callsign of controller> function to ensure that you and your center agree on what places and heights you'll hand off at.
We taxi to holding point M14, stop and report our position to the controller, so that (s)he can coordinate with Tower and clear us to cross the active runway 07C.
* '''BAW1542:''' Speedbird one five four two, holding short Mike one four.
* '''Frankfurt Ground:''' Speedbird one five four two, standby. ''(The controller will ask Tower for crossing clearance &ndash; it might take a bit.)''
* '''Frankfurt Ground:''' Speedbird one five four two, cleared to cross zero seven center, taxi to Lima via Lima niner.
* '''BAW1542:''' Cleared to cross zero seven center, taxi to Lima via Lima niner, Speedbird one five four two.
At this point, we resume taxiing, making sure to cross the runway expeditiously.


Now the planes with Centre. The same hand-off procedure as above applies... wait for the first contact. When you've got it, identify the plane, and report 'radar contact'. If a plane is in your airspace and won't contact you try asking on your frequency, then try a quick switch to 121.50 to send a 'Contact EGTT_CTR on 132.600' to get the plane's attention. Using 121.50 (the Guard Frequency) is used when you can't contact a plane -- all planes within a few hundred miles will hear your broadcast, irrespective of who it was intended for! Remember to switch back to your frequency -- you don't want everyone to hear your broadcasts for the rest of eternity (or perhaps you do; I certainly don't).
Since the taxiways and the apron are managed by two different controllers, the ground controller will hand us off to the apron controller:
* '''Frankfurt Ground:''' Speedbird one five four two, contact Apron East on one two one decimal niner five.
* '''BAW1542:''' Contact Apron East on one two one decimal niner five, Speedbird one five four two.
We switch to the new frequency and report:
* '''BAW1542:''' Apron East, Speedbird one five four two on Lima nine, request taxi to the stand.
* '''Apron South:''' Speedbird one five four two, Apron East, taxi to stand Delta five via Lima and November one.
* '''BAW1542:''' Taxi to stand Delta five via Lima and November one, Speedbird one five four two.


Centers job is pretty easy until its busy. Read the planes intended route and just get the plane to fly it. If there are other planes, make sure they don't collide. Since opposite traveling planes will have a 1,000 ft separation (using the table above) you shouldn't need to worry that much. Other than that, listen to the pilot's requests and help him where you can. When you get to your ARTCC boundary hand-off to the next centre, or - if there isn't one - give the order:
<gallery widths=400px mode=packed>
File:EDDF-M15.png|Taxiing on M15.
File:EDDF-crossing-07C.png|Approaching holding point M14 and preparing to cross runway 07C. Note that the stop bar is not lit, only the ground sign tells you to hold short of the runway &ndash; so be careful.
File:EDDF-L.png|Taxiing on L.
</gallery>


'''You: B-ELIO, no control available in France, resume own navigation to Belgium, radar service terminated'''
We taxi to the stand and shut down, also switching the transponder off &ndash; there's no need to ask a clearance for that. Our flight is now finished.
==== This tutorial in video format ====
The departure and arrival presented in this tutorial have also been recorded. Some interactions were simplified, the result should however be more close to what you usually experience on the multiplayer network. Closed captions are available.


This statement removes all your requirements to control the plane, as it now knows that your not watching on radar, and you're not going to help him navigate. When you are navigating as centre - if the flight plan doesn't include a route - find the start and end points, and plan a quick route (either direct - give one heading - or by 'hopping' from VOR to VOR).
{{#ev:youtube|dA-UXATCHuI|400}}
{{#ev:youtube|E3yfeWjlyic|400}}


These terms are used often while controlling to confirm or deny requests and answer any questions:
=== A sample VFR flight ===
 
[http://forum.flightgear.org/memberlist.php?mode=viewprofile&u=12953 de profundis] has written a VFR tutorial that takes you for a sample flight from KRNO (Reno Tahoe) to KBIH (Eastern Sierra Regional) and covers VFR flight planning, phraseology and tips in great detail. You can get his ''Cross Country Tutorial'' from the [http://forum.flightgear.org/viewtopic.php?f=72&t=19600 dedicated forum thread].
{| class="prettytable"
! align="center" bgcolor="#EFEFEF" |
! align="center" bgcolor="#EFEFEF" |
|-
|Affirmative (sometimes affirm or aff)
|Yes or correct
|-
|Negative (sometimes neg)
|No or incorrect
|-
|Confirm...
|Is it correct that...
|-
|Unable...
|Sorry, I cannot accept your request for...
|-
|Roger (almost always rgr)
|I've heard and understood your last transmission
|-
|Wilco
|I will comply with your orders (implies Roger)
|-
|Standby (sometimes stby)
|Please wait, I will call you back when I am free.
|}
 
'''Some examples of these:'''
* '''You: Confirm current altitude is FL310. '''
** '''B-ELIO: Negative, FL290'''
* '''B-ELIO: Request descent to FL290 '''
** '''You: Unable FL290 (there is already traffic at FL290?)'''
 
When the plane is nearing its final destination, make sure it has descended to between 18,000 and 22,000 ft. This means that the approach controller can take the plane and descend it quickly -- it's no good trying to descend a plane 35,000 ft in 20 NM and still get it to land. Notice that the plane should remain above 18,000 ft (in your airspace) until you've handed off. Approach might decide not to take the plane and have you make it fly circles in the sky for 20 minutes until he has some room; otherwise arrivals and departures might crash while they're being handed over! So:
 
'''You: B-ELIO, d/m (descend and maintain) 18,000 on QNH 1221, right to 270 and expect hand-off to approach in five minutes.'''<br />
'''B-ELIO: down to 18,000 on 1221, will expect approach in five, B-ELIO.'''
 
What is the QNH? This is an altimeter setting. As the plane will shortly be moving back to local pressure, and not the flight level standard pressure, the pilot must know the local pressure. This ensures that his diagrams which give him the height of the airfield above sea level are correct -- if everyone used a standard altimeter setting at low altitudes the airport's height would seem to fluctuate over a period of hours by a few hundred feet! And finally:
 
'''You: B-ELIO, contact EGLL_APP on 192.72'''
 
I'm not sure how we ended up at Heathrow, but that's another story!
 
== Lesson 5 ==
Our plane, B-ELIO, is now about 40NM east-south-east of Heathrow ready to start the approach to runway 9L - as tower has chosen runway 9R for departures, with the winds of 87@22 - the plane is at 18,000 ft and is heading at 270 (towards the left of our screen...).
 
Did you remember that the landing direction would be towards the right of the screen? I hope so... Anyway, planes need to be at 2,500 ft about 8NM away from the airport heading in the correct direction to intercept the magical [[Instrument Landing System|ILS]] device that will guide them perfectly onto the runway. We know we need to keep the plane at 8,000 ft until its past OCK, and then get it down to 2,500 and onto the grey dotted line leading to the left runway (9L) for the ILS and tower to take the passengers safely to the ground. Formulate a plan: accept the hand-off, descend the plane to 8,000 and send it directly towards OCK VOR, at OCK descend it to 2,500 and fly it past OCK on 270, then turn it to 360 (north, easier to read than '0') up the grey dotted line pointing north, then turn it to 45 so that is cuts the grey-dotted line at 90 to runway 9L... when the plane is on a course taking it through extended center-line (an imaginary line representing a line extending from the runway) it is said to be intercepting the localizer. The plane can then be told to get itself onto this extended center-line as the ILS will warn the plane when it needs to turn to establish itself on the line.
 
Since the airplane is on the wrong side of the airport, we fly three sides of a rectangle, the first is known as the down-wind (since you land heading up-wind), then the next 'leg' is known as the base, and the red-line shows the final. If the plane was coming from the west, he could just fly a 'straight-in' approach, also known as an extended final - as the plane only flies a very long final.
 
The orange line shows the 'intercepting the localizer' as the plane will continue to fly this heading until the ILS tells it to turn right onto the center-line of the runway. As soon as the plane reports it's established on the localizer (it has direction signals), it can be cleared for the approach and told to descend with the glideslope which gives the plane height signals. The glideslope and localizer give precision approach information and are known - together - as the ILS (Instrument Landing System). Then get the plane to the tower, because - remember - you may well be dealing with planes taking off which you need to get out of your air-space, and other planes trying to get established on the ILS, as the tower wants a steady stream of well-separated planes on the ILS. You hopefully now know what you're supposed to be doing, but how do we do it. We'll look at each stage in turn.
 
'''B-ELIO: B-ELIO with you at 18,000 for Heathrow. Information Alpha. (Your ATIS - might contain weather, voice IP?)'''<br />
'''You: B-ELIO, Radar Contact, alpha is current. d/m 8,000 and direct OCK please.'''<br />
'''B-ELIO: rgr, down to 8,000 to OCK.'''
 
Great... B-ELIO will now get to OCK and be at 8,000. Just before he gets to OCK, you need to issue the next instructions so that he can be ready for them:
 
'''You: B-ELIO, d/m 2,500 continue present heading and expect ILS approach to runway 9L at Heathrow.'''<br />
'''B-ELIO: rgr, 2,500 on my heading for 9L, B-ELIO.'''
 
OK so far? Now let's head him towards the airport. This is the base leg:
 
'''You: B-ELIO, turn right heading 360 (for base) the for base is for information and is usually left out.'''<br />
'''B-ELIO: t/r (turn right) 360, B-ELIO'''
 
This is where judgment and cunning use of the feature for monitoring heading and distance come into play. It is also your duty to give the plane the frequency for the ILS (in the form xxx.xx) which can be found at www.ivao.aero/db/ss (or from database, sector system) using the search facility. The plane just hit the extended center-line at least 8NM away from the airport, so make sure you issue the turn to 45 at the correct time, otherwise B-ELIO will miss the ILS. Right place, so...
 
'''You: Turn right heading 45 to intercept the localizer on 119.21 to 9L and report established.'''<br />
'''B-ELIO: right to 45 for LLZ to 9L, will report established'''
 
B-ELIO will now get himself onto the localizer and call:
 
'''B-ELIO: established'''
 
This is your cue to clear him for the approach and allow him to descend (otherwise he'll fly perfectly over the runway at 2,500ft). This is done with the following command:
 
'''You: B-ELIO, rgr (I heard the 'established') cleared the ILS approach to 9L, descend with the g/s.<br />
B-ELIO: Cleared ILS approach.'''<br />
'''You: B-ELIO, contact the tower on 118.52 (if there is a tower, else you'll have to do the job... and look up the tower frequency in who's on-line)'''<br />
'''B-ELIO: Over to the tower, thanks for your help.'''
 
That's your job done! As the approach controller you have the most work, so don't be afraid to give planes holds. A hold is a request for a plane to circle around a given fix (e.g.: a VOR) at a given height until you can do something with them. In fact, if you have lots of planes all circling a VOR, it's known as a 'stack' because the plane's are stacked there. So, we could get three planes holding at the OCK VOR (while we waited for traffic to decrease) at 6,000 ft, 8,000 ft and 10,000 ft and add new planes to the top and take planes ready for the approach from the bottom. To give a hold, the basic command is:
 
''Hold at <vor name> VOR at <current altitude/10,000 etc. / FL120 etc.>, expect further clearance in <time> minutes.''
 
Which requests the pilot flies around the <vor name> VOR at the assigned altitude until you give him a new clearance. The expect further clearance (e.g.: expect further clearance in 10 minutes) just gives the pilot some idea of the delay and does not give the pilot the right to start flying away after that time is over! The full clearance for holding is as follows, but usually you can just use the one above unless you specifically need to avoid a plane coming to a certain side of the VOR:
 
'''Hold <north/east/south/west> of the <vor name> VOR on the <approach heading> radial, expect further clearance in <time> minutes.'''
 
The approach heading is the heading at which you want the plane to approach the VOR. So, hold north of the OCK VOR on the 270 radial would ask the pilot to fly to OCK on a hdg of 270 and then to hold so he's always north of the fix. A hold is a racing track shaped rectangle.
 
The key to remember as the approach controller is to, wherever the planes coming from, remember its height is just as important as its direction when it comes to landing - 2,500 ft (above ground level) for the ILS.
 
Disaster! You've got a propeller aircraft doing an approach and you've started a 747 on the same approach behind it. There's nothing to hold it at, and there getting very close -- what do you do? You could take the plane away and start the approach again, but using an orbit -- a circle to the left or right and then on the original heading -- will increase your time, just give:
 
'''You: B-ELIO, one orbit to the left please for spacing.'''<br />
'''B-ELIO: wilco'''
 
Also, sometimes as approach you will want to slow a plane down to ensure that it isn't conflicting with a plane already on approach in front... if they are too close, the second plane will end up missing his approach because the plane in front will still be on the runway.
 
'''You: B-ELIO, slow to 210kts'''<br />
'''You: B-ELIO, slow to minimum feasible speed please'''<br />
'''You: B-ELIO, maintain minimum 190kts ''etc.'''''
 
Anyway, back to our imaginary flight in which B-ELIO is flying the approach and is back with the tower...
 
== Lesson 6 ==
Tower now has B-ELIO who is now cleared for the ILS approach, so can descend to the decision height. The decision minimum height is the height above the airport to which the plane can descend before being cleared to land. The plane cannot pass the decision height until he has visual contact (that is, he can see) the runway he wants to land on. If he cannot see the runway he will execute a missed approach and go around for another approach.
 
The pilot will report to the tower:
 
'''B-ELIO: B-ELIO with you to land 9L.'''<br />
'''You: B-ELIO, Rgr. (you do not need to give radar contact, as the pilot no longer needs a radar service. He is using ILS)'''
 
You can then give the landing clearance, or - more likely - you can delay the clearance until he is 8NM from the airport and so are more certain that he will be able to land. The 8NM point of the approach is marked by a special device that causes a tone and light in the plane's cockpit. This device is known as the outer marker (O/M or OM). You can ask the pilot to tell you at this point for his clearance:
 
'''You: B-ELIO, report the O/M for landing clearance'''<br />
'''B-ELIO: rgr<br />
'''B-ELIO: at O/M'''
 
'''You: B-ELIO, winds 109@17, runway 9L, cleared to land.'''<br />
'''B-ELIO: 9L, cleared to land, B-ELIO.'''
 
Your aim as the tower is to clear the plane to land to avoid it having to miss its approach, and get other planes taking off between the landing planes, whilst maintaining separation between the planes. You must remember to account for the fact that a plane trying to land may miss its approach, and have to fly past the airport -- so make sure you turn slower planes away from the airport quickly in case a jet needs to continue past the runway.
 
After B-ELIO has landed, while he's still on the runway, you still control him. You want him off your runway as soon as possible, so you can land the next plane (otherwise, if he's still anywhere on the runway, you'd have to give a landing plane a missed approach), so:
 
'''You: B-ELIO take first taxi-way to <left/right> then contact ground on 121.65 (look up frequency in who's on-line)'''<br />
'''B-ELIO: Thanks for your help, switching to ground.'''
 
And your job is done... let's look at a worse scenario. You landed a plane before B-ELIO and for some reason it hasn't been able to get off the runway yet. You must not let B-ELIO land whilst any other plane is on the runway, so you order B-ELIO to miss his approach:
 
'''You: B-ELIO initiate missed approach immediately, c/m 6000 on runway heading, and contact approach on 192.72 (again, use who's on-line)<br />
B-ELIO: Missed approach, and will contact approach.'''
 
Approach will then climb the plane back to 6,000 ft (as it is almost a departure now) and complete the down-wind and base legs again (possibly on the other side of the airfield, depending on traffic). The plane can then be vectored back onto approach by the approach controller, and then given back to tower to try again. Of course a plane can initiate their own missed approach.
 
'''B-ELIO:''' No visual on runway, going around (same as missed approach), B-ELIO.<br />
You: Rgr, c/m 6000 left to 60 (perhaps there's traffic straight ahead?) and contact approach on 192.72.'''
 
Once, B-ELIO is back with the ground controller, having taxied just off the runway, he will be given instructions to taxi to the terminal building. If there is no ground, the tower controller can just give a 'taxi to parking' order without specialized instructions.


That concludes the average flight in ProController, but the next (and last) page of this lesson contains some information that you may want to know, for example: the words used to represent single letter (e.g.: alpha for A in ATIS, and lima for L as in 'taxi-way lima' as opposed to 'taxi-way L').
== Tips ==
* This tutorial, for the sake of simplicity and brevity, assumed no other aircraft was present. On multiplayer servers you might be instructed to hold your position, give way to other aircraft or hold (make circles) over a point to remain separate from other aircraft; check the [[ATC phraseology]] page for the specific phraseology used in those situations.
* Follow the guidelines detailed in [[ATC best practices]] to make the experience enjoyable for everyone.
* When practicing controlled flying, make sure you know your aircraft well (you should be able to maintain an assigned speed, altitude and heading), go to a less trafficked airport and tell the controller it's your first time interacting via ATC.
* '''Remember to read back (repeat) the clearances; it is the only way for the controller to know whether you received them correctly or not.'''
* Execute the clearances while reading them back.


== Notes ==
== Notes ==
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