For more phraseolgy examples view our Standard Phraseology Guide
- ALWAYS sign on as an observer using a valid OBS callsign first. As observer call signs use the following format:
OI_OBS
where “OI” are your assigned Operating Initials.
- Check to see that the desired position is not taken or scheduled to be taken. DO NOT rely on Webeye for this information as they lag behind actual network status.
- Coordinate with other pertinent controllers:
- If the position you would like to sign onto is an empty TRACON position, coordinate with existing TRACON controllers and Center as to how the airspace will be controlled. Also coordinate with the local controllers (DEL, GND, TWR) to inform regarding any change in departure frequency, ATIS code, runway configuration, etc.
- If the position you would like to sign onto is an empty DEL, GND, or TWR position, coordinate with any TRACON controller that is currently covering that airport.
- Once online announce it by selecting the "online" button in th atc channel.
- Do NOT attempt to contact airplanes on short final or airplanes in the middle of their takeoff roll! Be courteous to the pilots and understand that have to fly the airplane first. Airplanes in the near vicinity of your airport, after sign on, should be given no more than one contact me.
- Give no less than 10 minute notice by selecting "Closing" in the ATC channel if you are not being relieved.
- If someone is relieving you of your position, proceed to the section Transfer of Control.
- If you are a radar controller, then coordinate with controllers who directly feed you aircraft by informing them who to send A/C to if applicable.
- DO NOT accept any new handoff requests.
- Before you disconnect (without being relieved) announce it by selecting "Closed" in the atc channel.
- Controllers shall setup their ATIS as their first duty right after connecting to the network, do not handle/respond to any aircraft until then.
- Aurora will fetch following information automatically:
- ATC will enter active arrival and departure runways seperated by a space, e.g.
8L 8R 9 12
- The remarks section shall only be used for pertinent information such as:
- Runway closures due to emergencies.
- LLWS advisories (“low level wind shear advisories in effect”)
- Breaking action advisories (“braking action advisories in effect”)
- LAHSO (“land and hold short operations in effect”), etc.
- Do not include real-life NOTAMs that do not affect IVAO pilots such as:
- bird acitvity
- taxiway or runway closures due to constructions
- Cranes/obstacles in the airport vicinity.
Standards
- If you are logged in as DEL or above, you are responsible for setting up voice ATIS for your primary facility.
- If you are on DEL/GND this task must be delegated to TWR as this station is responsible for the active runways.
- Aurora will automaticall sync DEL/GND ATIS with the TWR ATIS to avoid braodcasting multiple different ATIS infos for the same field.
- Whoever is controlling approach services is responsible for choosing the approaches in use.
- In all cases, the controller managing the ATIS is responsible for the quality of the content.
Voice ATIS
- Optionally, controllers can record their ATIS information via voice.
- The ATIS recording must not exceed one minute in length and the only audible sound shall be the controller recording the ATIS.
- Whenever a new ATIS recording is made or updated, a one-time announcement via voice/text broadcast shall be made on all affected frequencies
Attention all aircraft, Atlanta ATIS information Golf now current.
- If the altimeter setting and/or the runway configuration is changed, the updated information may be included in the broadcast.
Attention, Kennedy ATIS information Alpha now current. Altimeter 2990. Departing runway 31L.
Examples:
KMMU 112230Z 19007G15KT 5SM BR -RA FEW020 OVC030 25/24 A2989
Morristown Municipal Airport Information Charlie, two two tree zero zulu. Wind one niner zero at seven gust one fife. Visibility fife, mist, light rain. Few clouds at two thousand, ceiling tree thousand overcast. Temperature two fife. Dew point two four. Altimeter two niner eight niner. I-L-S runway two tree approach in use. Departing runway two tree. Read back all hold short instructions, advise on initial contact you have information Charlie.
KLGA 120200Z 32006KT 10SM SCT120 BKN250 28/18 A2984
LaGuardia Airport information Mike, zero two zero zero zulu. Wind tree two zero at six. Visibility one zero. Sky conditions, one two thousand scattered, two fife thousand broken. Temperature two eight. Dew point one eight. Altimeter two niner eight four. I-L-S runway four and Expressway Visual runway tree one approaches in use. Departing runway tree one. Read back all hold short instructions, advise on initial contact you have information Mike.
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Controllers have the option of broadcasting hazardous weather information on their primary frequency when applicable.
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Hazardous weather information can be found by going to skyvector.com. Once there, SIGMETs and Convective SIGMETs should be displayed in blue and be clickable for detailed information. If they are not there, go to the top right corner and click on "Sigmets."
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Only broadcast if the SIGMET is within 150nm from the airport which you are controlling.
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Information that should be broadcast is: SIGMETs, Convective SIGMETs, and Turbulence AIRMETs that contain information about moderate turbulence or greater. All other AIRMET information is not applicable and should not be broadcast over frequency.
Example:
CONVECTIVE SIGMET 21C
VALID UNTIL 0755Z
KS NE
FROM 50W LBF-50ENE MCK-50ENE GCK-40NNW GLD-50W LBF
AREA TS MOV FROM 21025KT. TOPS ABV FL450.
Attention all aircraft, hazardous weather Convective SIGMET two-one central valid until zero-seven-fife-fife zulu for Kansas and Nebraska. From fife-zero west of North Platte to fife-zero east-north-east of McCook to fife-zero east-north-east of Garden City to fower-zero north-north-west of Goodland to fife-zero west of North Platte, area of Thunderstorms moving from two-one-zero at two-fife knots. Tops above flight level fower-fife zero.
- Should you deem that a pilot has become a real problem AFTER you have tried to contact them and correct the problem using private messaging through the
.chat (callsign)
command, summon a Supervisor using the .wallop command
. Provide enough details in the wallop request, for example:
.wallop AAL123 not responding. First force act sent at 1315z.
.wallop ABC123 using rude and vulgar language on frequency
- Please, do not connect to a position unless you have an hour to spare. Signing on for only 30 minutes is annoying to ATC and pilots who re-work their procedures to incorporate you into the mix.
- Avoid switching facilities too quickly. There will be times where no traffic is in the area for you to work. This is a good time to show online presence, re-read procedures, ask training staff about things that you need clarification on, etc.
- Consistency attracts pilots. ”If you staff it, they will come”. Pilots often depart planning to arrive in areas where ATC is usually online at a fairly consistent time. Conversely, lack of ATC leads to lack of pilots. Online presence also attracts training staff who may be willing to monitor you for level advancement.
- All scratchpad entries of departure and arrival information should be cleared when they are no longer needed to service the aircraft.
- You should delete scratchpad entries whenever:
- You tell the pilot to proceed direct to his exit point (only done by radar controllers).
- There is no Departure or Center controller you can hand off to.
- If the voice communication type is non-existent or incorrect, set it appropriately. (Voice vs Text pilot)
- If you are terminating service due to no online ATC then you must release the aircraft prior.
- Runways shall be selected to ensure aircraft will depart and land into the wind (headwind).
- Example
- Runways available: 27 or 09
- METAR wind indicates 330 at 15
- Use runway 27 as it points into the wind more than runway 09
- If wind is exactly perpendicular to any either direction then it is at your discretion which runway to select; pilots, at this point, may also ask for a different runway which shall be granted if operations allow.
Always check facility procedures for the proper runway selection programs
🛬 Relieving Controller Responsiblities |
🛫 Controller Being Relieved Responsibilities |
Ensure ATC client is properly configured for controlling session |
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Join as observer and monitor frequency |
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Begin verbal briefing with relieving controller. Configuration, Weather Conditions, ATIS, Adjacent Controllers, Traffic, Abnormal Conditions. When finished with verbal position briefing, ask relieving controller if they have any questions. |
Understand the briefing, and ask any questions to confirm any uncertainties before taking control of the position. |
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Logoff and advise relieving controller "your control". |
Login to position with same callsign. Responding with “my control” followed by your operating initials officiates the controller swap. You are now responsible for the position. |
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After confirmation from relieving controller of position responsibility, you may log off of the network and reconnect as observer to monitor frequency for atleast 2 mins. |
- A controller looking to leave will indicate this by selecting "Closing" in the ATC channel approximately 10 minutes before disconnecting.
- A controller looking to takeover the position or traffic from the outgoing controller shall indicate this via a private message or through other approved coordination methods. A specific time shall be agreed upon for the switch to take place.
- If assuming the same position, the incoming controller shall sign on using the same callsign immediately after the relieved controller logs off.
- If a position is assuming control, the outgoing controller shall advise all adjacent controllers in the ATC channel.
- At all times, the relieving controller shall observe traffic flow (as observer on frequency) at the position for a minimum of two minutes prior to assuming control. After the transfer of control is completed, the relieved controller shall remain online as observer for minimum of two minutes to answer any questions.
- DEL controllers will clear all IFR aircraft from their field. While VFR aircraft do not need a specific flight plan, some might fly without filing one.
- Every aircraft that is cleared needs to have certain values set. ALL VFR aircraft should have the clearance altitude set, direction of flight, and transponder code (Class C and B airport, Flight Following)
- Once the A/C appears in your Aircraft List, assign a squawk code by typing
- When the pilot calls, reply as soon as possible. If you need more time simply say "(Callsign), standby, clearance on request"
- Set the communication type of the A/C if it is not filed (voice or text)
- Bring up and examine the flight strip and make changes if necessary.
- Insert the appropriate exit point or climb the pilot is flying into the scratchpad.
- Issue the clearance to the pilot and correct them if the read back is incorrect.
- After a proper read back transfer the aircraft to the next controller and inform the pilot who to contact next if ATC is available.
(Callsign), read back is correct, push & start at your discretion, ATIS DELTA is current, contact Kennedy GND on 121.9 for taxi, have a good flight.
- Accept transfer requests from DEL.
- Check to make sure that the A/C has the correct squawk code set and transponder is set active before taxiing.
- Issue appropriate taxi instructions.
- Coordinate with tower for runway crossing clearances. Callsigns are not required in order to expedite communications.
Ground: "Request crossing runway 31L at K"
Tower: "Cross runway 31L at K" or "Hold short runway 31L at K"
- Handoff to Local Control when A/C is reaching holding point.
- Issue appropriate takeoff instructions. If you see a published DP abbreviation in the flight plan then the pilot is probably flying a climb out. If you would normally be using a climb out procedure and only the exit code is displayed, then issue the initial heading as per your SOP.
- IFR A/C should be told to contact departure and to be transferred over. Try to do this AS SOON AS you see the A/C start his climb and begin making the initial turn. It’s important for Departure to get control rather quickly due to tight airspace.
(Callsign), contact Departure, good day.
- Anticipated separation is now primarily used for wake turbulence. The local controller is now permitted to release an aircraft behind a super/heavy/B757 as long as at the time the trailing departure is airborne, the proper 7110.65 radar wake separation exists.
- If the tower is equipped with radar, distance based separation should be applied. Otherwise, timed separation remains appropriate.
- Local (tower) controllers are permitted to release departures on converging runways before the arriving aircraft passes through the intersection so long as the separation will exist at the time the aircraft begins the takeoff roll.
- Whenever two consecutive IFR aircraft will fly to the same airport using the same exact route, tower shall apply enough timed separation between the takeoff rolls to ensure that the aircraft will be separated by 20 nm in the Center airspace.
- For consecutive jet departures, every 1 minute of separation between takeoff rolls translates to approximately 5 miles of separation, therefore 4 minutes of separation will be required to ensure 20 nm separation in Center airspace.
- Whenever two consecutive IFR aircraft will fly to the same exit point but will fly different route, tower shall apply enough timed separation between the takeoff rolls to ensure that the aircraft will be separated by 10 nm in the Center airspace.
- For consecutive jet departures, every 1 minute of separation between takeoff rolls translates to approximately 5 miles of separation, therefore 2 minutes of separation will be required to ensure 10 nm separation in Center airspace.
- Accept handoffs from approach controller by assuming / accepting transfer requests.
- Issue appropriate landing instructions.
- Issue appropriate post-landing instructions. Transfer a/c to ground controller as soon as ground speed of the aircraft is below 40 knts.
- In the event of a missed approach, issue the appropriate missed approach heading and altitude, then hand off the A/C to appropriate Departure controller.
Do not issue radar vectors or any type of approach clearance.
- Accept handoffs from approach controller by assuming / accepting transfer requests.
- Issue appropriate traffic advisories and altimeter setting.
- Tower will handoff traffic once airborne
- Radar identify A/C using normal procedures
- Vector A/C as necessary and clear the scratchpad entry when:
- The A/C has been cleared direct a fix.
- Handoff as early as possible. Transfer the aircraft when you no longer to need to issue anymore instructions.
- These will be handed off to you by Tower.
- Issue vectors and instructions and return control to approach controller.
- You need to assume aircraft transitioning your airspace.
- Radar identify aircraft if necessary by either asking the aircraft to squawk a discreet code or ident.
- UPS520, Miami Approach, squawk 1532.
- UPS520, radar contact fife miles southwest of Miami.
- Coordinate with Tower and Approach if necessary.
- Issue an altimeter setting (if below FL180).
- Release aircraft and terminate radar services as appropriate.
- If the aircraft is a departure, use the callsign "Departure" (e.g. "Miami Departure").
- If the aircraft is an arrival, use the callsign "Approach" (e.g. "Miami Approach").
- Be sure to check the scratchpad for information entered by the previous radar controller.
- Set the scratchpad as required. If there is only one approach in use advertised in the ATIS although recommended, a scratchpad entry is not necessary. If there are multiple approaches in use, scratchpads are mandatory.
- Set the voice communication type if non-existent or incorrect.
- Advise pilot of approach in use, altimeter, and/or ATIS information as necessary
- If you need to descend an aircraft to an altitude that is different than a prescribed SOP altitude for sequencing or separation purposes, modify the aircraft's data block such that the altitude the aircraft is descended to is displayed as altitude assignment. This is to be done before issuing the descent to the pilot.
- 1st method of sequencing should be speed assignments, e.g reduce speed of the following aircraft.
- 2nd method should be radar vectors, useful if speed adjustments won't be effective in time.
- Try to assign same speeds consistently to all aircraft in order to allow a smooth flow into the airport.
- Issue radar vectors aka "headings" in 5 or 10-degree increments. "heading 240" or "heading 325" etc.
- Only issue radar vectors within the APP boundary.
- Keep radar vectors to a minimum. Aircraft on RNAV arrivals mostly only need 1 or 2 vectors to get them on the ILS approach.
- Multiple aircraft should be kept in-trail.
- Aircraft shall intercept the FAF at the published altitude shown on the chart.
- Do not descend aircraft below the MSA. Always check the MSA for the specific approach.
- MVAs are only to be used for visual approaches.
- All aircraft must fly max. 240 KIAS below 10'000ft MSL.
- All aircraft on vectored downwind or base section should fly 210 KIAS or less.
- Minimum speed ATC can issue is 170 KIAS.
- ILS appraoches shall be used by default.
- If no ILS is available RNAV approaches shall be used.
- Visual approach can be used if weather is VMC. ATC must have MVA (minimum vectoring altitude) charts at hand. MVA Charts
- ILS Intercept angles:
- 30 degrees between 15-7NM from threshold
- 20 degrees between 6-3NM from threshold
¶ Handoff to Tower
- Initiate the radar handoff to tower as soon as the aircraft is established.
- Transfer communications ONLY after proper separation has been established AND the aircraft has been cleared for the approach.
¶ Handoff to Center
- Initiate the radar handoff to Center as soon as the aircraft is clear of any potential conflict and no further instructions are required.
- Do not wait until the very last moment to handoff in order to avoid the aircraft from leveling off.
- Initiate a radar handoff at least 2.5 miles before the sector boundary.
- Be sure to check the scratchpad/data tag entry entered by the previous radar controller (assigned altitudes, speeds, fixes).
- Use scratchpad altitudes when descending aircraft or setting a new cruise altitude.
- Do not use "Radar Contact" if another APP or CTR controller sends you an aircraft (flight has already been identified at this point).
- Provide local altimeter setting of destination airport when issuing altitude assignments below FL180.
In the US the FAA uses a system called ERAM in order to control and manage enroute traffic.
Please watch this video to learn about ERAM: https://www.youtube.com/watch?v=5-uJtoyKUWs
MVA - Minimum Vectoring Altitude
MSA - Minimum Safe Altitude
MEA - Minimum Enroute Altitude
MRA - Minimum Reception Altitude
MAA - Maximum Authorized Altitude
MCA - Minimum Crossing Altitude
MOCA - Minimum Obstruction Clearance Altitude
OROCA - Off Route Obstruction Clearance Altitude
Please watch this video to learn about all IFR altitudes: https://www.youtube.com/watch?v=ivbI-c3EC4Q
- Do not issue radar vectors in the enroute environment, i.e. "heading 240" outside of 30NM from the destination airport. Use "Direct (fix)" instead.
- Use Mach numbers above FL300
- Use Knots (indicated airsped) below FL300
Reference: 7710.65: 4-5-7 h. & 4-5-7 h. 2
Method 1: Calculating top-of-descend
- Use current altitude
- Select a target altitude at a specific point.
- Get difference of both altitudes
- Multiply by 3.
Example:
- Aircraft is at FL410 and you want him to descend to 5000 to intercept the ILS.
- The difference between 41 and 5 is 36.
- Now multiply 36*3.
- The result is 108.
- Round up the number, 110.
- The aircraft needs to start its descend about 110NM from the ILS.
Method 2: Ask the pilot
- Ask the pilot to report top of descend
- Pilot will report ready for descend
- Issue descend instructions.
Method 3: Pilots discretion
- Assign the pilot an approprite STAR (if available) and approach in use.
- Instruct the pilot to start descend whenever reaching the calculated top of descend.
Examples: Climb/Descend Phraseology