Basic Material
From ZOA Training Wiki
Introduction
Welcome to ZOA!
Here at the Oakland ARTCC (ZOA) we take our ATC very seriously. We have spent a lot of time putting together all of the tools that you will need during your journey from an Observer to a fully certified Center controller. This includes:
- Comprehensive SOPs (Standard Operating Procedures) for every sector in our airspace, as well as General SOPs to guide you on how to carry out General Procedures you'll need to know controlling here at Oakland.
- A set of defined ARTCC Policies which lay the foundation for how this ARTCC operates.
- An Instructor Staff that rivals any other on VATSIM.
- A Mentor Program, to be there to help you out when you are lost or have questions.
- Finally, THIS SYLLABUS! Many people have worked hard to develop these documents using real world examples and references to the FAA's real ATC training publication, Order 7110.65. We strive to make this the finest web resource on VATSIM to help you help yourself!
Your Advancement Depends on You
The training program places the burden of learning the material on YOUR shoulders. All of the tools and information you need are right here. Read through all of the sections in this syllabus one at a time, and take the time required to investigate all of the links found within. The ZOA SOPs and LOAs (along with ARTCC Policies) can be found from the main menu and contain a wealth of information. Remember, if you don’t take the time to read up on the material, the Instructors and Mentors will not take the time to help you. You must consider that VATSIM is an entirely voluntary organization, and the Instructors and Mentors are busy people just like you who are taking time off their schedules to help you, simply because they enjoy it. Read your material, feel free to ask questions if you do not understand something, but be prepared to demonstrate your ability to apply the skills you learned on paper to the scopes.
This is NOT a Race!
Air Traffic Control at ZOA is extremely complex and must be learned piece by piece. Everything that you will be learning from this point will be the foundation for the next step. If you are not confident in any area, and do not spend the time required to master it, this will affect your ability to control down the road. If you take your time, and don't race through all the material, you will in the end become a far better controller. There are many examples of EXCELLENT controllers on VATSIM who moved through the learning process very slowly. Remember, This is NOT a race.
ARTCC Policy Statements
Take the time NOW to go through the ARTCC Policy Statements (they are on the top of the SOPs/LOAs page) so that you understand what the protocols are for working in ZOA. Pay special attention to the Promotion Requirements (CPS-001) and Facility and Equipment Ratings (CPS-002). These documents lay out what positions you may and may not work. It does not matter whether or not there was anyone else online or not, you are expected to respect all of the policies of ZOA. Your connection information is public record through the VATSIM stats, making logging onto a position you're not rated for extremely inadvisable. The ZOA Staff takes this very seriously, and will find out.
Conclusion
Okay... Enough of the dry stuff! Let’s move on to some learning. Remember, the Instructors and Mentors are here to assist you during the learning process. When you have completed this course and shown an ability to master these topics and display their application online, then you will be ready for promotion to the next level.
On behalf of our Mentors and Instructor Staff,
Good Luck and again Welcome to ZOA!
Air Traffic Manager
Oakland ARTCC (ZOA)
Training Administrator
Oakland ARTCC (ZOA)
Plugging In
Position Restrictions
So you read through the Standard Operating Procedures, understand the Center Policy Statements, passed the Oakland SOP exam, and the DATM has just emailed you with your very own set of ZOA Operating Initials. Well congratulations, many people do not even make it this far. Now what?
The Position Restrictions are all laid out in CPS002 - Facility & Equipment Rating Requirements. We take our position restrictions very seriously. The policy is to be respected regardless of who is or is not online, or time of day. It is there for a reason.
Once you have been added to the roster AND you hold an S1 rating or higher, you can work any Class D Tower. A list of airports in Class D airspace can be found here: Airports and Charts. To work any other positions requires more exams or the approval or a mentor or instructor as per the Facility & Equipment Rating Requirements policy.
Self Monitored Training
Checking In
Before you sign on to a position, we ask that you first log on as an observer and check in with the Shift Supervisor. This is laid out in our Shift Procedures SOP.
To log on as an observer use the callsign "ZOA_[Your Operating Initials]_OBS". So for example, if your operating initials were "XX", you would log on as "ZOA_XX_OBS".
Ask the Shift Supervisor if you can plug in and he will find a spot that is appropriate for you or you can request a specific position. Remember that it might take a minute or two for a response as the controller might be busy with traffic. We want everyone to be able to participate, so as long as you do your part and start learning the material, there will ALWAYS be a position available for you.
Setting Up The Controller Client
Make sure you have the proper sector file loaded. For certified sector files, position files, and other controller related downloads visit the ZOA File Downloads page.
Set Your ATIS
Your ATIS is the first thing a pilot sees when they select you from the ATC list in SquawkBox. All controllers should comply with the Communications Procedures SOP while setting their ATIS.
Information Not Allowed in the ATIS:
1. Controller's Name and or Rating
2. Controller's Frequency
3. Raw METAR Data that has not been decoded.
Check Your Callsign
Check Your Frequency
Airspace
Introduction
Class A
Class Alpha airspace is: that airspace from 18,000 feet MSL up to and including FL 600, including the airspace overlying the waters within 12 nautical miles of the coast of the 48 contiguous States and Alaska; and designated international airspace beyond 12 nautical miles of the coast of the 48 contiguous States and Alaska.
Purpose: To insure high-speed (jet) operations from FL180-FL600, where most commercial airline activity is flown, is given an added margin of safety by requiring pilots to operate under IFR.
Applicable Rules: No aircraft can operate in Class A unless under an IFR clearance from a filed IFR Flight Plan.
Class B
Class Bravo airspace is: that airspace from the surface to 10,000 feet MSL surrounding the nation's busiest airports in terms of IFR operations or passenger enplanements. The configuration of each Class B airspace area is individually tailored and consists of a surface area and two or more layers (some Class B airspace areas resemble upside-down wedding cakes). See our graphic of the SFO Class B. The SFO Class B can be shown on the ZOA Center and SF Bay Area Sector files by selecting the display under the "SIDs" section.
Purpose: To restrict VFR aircraft from operating in areas of intense IFR departures and arrivals, therefore improving safety for commercial passengers.
Applicable Rules:
- IFR aircraft are automatically cleared through Class B.
- VFR aircraft must obtain a clearance before they may enter into the Class B. Therefore, VFR aircraft on the ground at an airport that is in the "surface area" of the class B must get a clearance to depart into the Class B. See the section on Issuing Clearances.
- APP/DEP or CTR controllers will radar identify VFR aircraft and apply separation for these aircraft from IFR and other VFR aircraft.
- VFR Helicopters need not be given separation instructions, but shall be issued traffic advisories, workload permitting.
- APP/DEP/CTR shall inform VFR aircraft when they are leaving the Class B.
- ATC may assign altitudes to VFR aircraft that do not conform to standard VFR altitudes (FAR 91.159). "RESUME APPROPRIATE VFR ALTITUDES" will be issued when the altitude assignment is no longer needed for separation or when leaving Class B airspace. Pilots must return to an altitude that conforms to FAR 91.159.
ZOA Airports in Class B
KSFO - San Francisco International Airport
Class C
Class Charlie airspace is: that airspace from the surface to 4,000 feet above the airport elevation (charted in MSL) surrounding those airports that have an operational control tower, are serviced by a radar approach control, and that have a certain number of IFR operations or passenger enplanements. Although the configuration of each Class C airspace area is individually tailored, the airspace usually consists of a 5 NM radius core surface area that extends from the surface up to 4,000 feet above the airport elevation, and a 10 NM radius shelf area that extends from 1,200 feet to 4,000 feet above the airport elevation, and an Outer Area with a normal radius of 20NM, with some variations based on site specific requirements. The outer area extends outward from the primary airport and extends from the lower limits of radar/radio coverage up to the ceiling of the approach control's delegated airspace, excluding the Class C airspace and other airspace as appropriate.
To visualize ZOA Class C's - see our graphics on the Airspace Charts page. ZOA Class C's can also be shown on the Center and Appropriate TRACON Sector files by selecting the display under the "SIDs" section.
Purpose: To restrict VFR aircraft from operating in areas of intense IFR departures and arrivals, therefore improving safety for commercial passengers.
Applicable Rules:
- IFR aircraft are automatically cleared through Class C.
- VFR aircraft must establish two-way radio contact before they may enter into the Class C. Note that this means ATC must acknowledge the aircraft by callsign. For example "Aircraft calling RNO_APP, standby" does not constitute radio contact.
- VFR aircraft on the ground at an airport that is in the "surface area" of the class C will be cleared to depart into the Class C via a departure release with Approach Control. See the section on Issuing Clearances.
- APP/DEP or CTR controllers will radar identify VFR aircraft.
- APP/DEP is not required to separate VFR from other VFR inside the Class C.
Unless otherwise authorized or required by ATC, no person may operate an aircraft at or below 2,500 feet above the surface within 4 nautical miles of the primary airport of Class C airspace at an indicated airspeed of more than 200 knots.
ZOA Airports in Class C
KFAT - Fresno Yosemite International Airport
KMRY - Monterey Peninsula Airport
KOAK - Metropolitan Oakland International Airport
KRNO - Reno/Tahoe International Airport
KSJC - Norman Y. Mineta San Jose International Airport
KSMF - Sacramento International Airport
Class D
Class Delta airspace is: that airspace from the surface to 2,500 feet above the airport elevation (charted in MSL) surrounding those airports that have an operational control tower. The configuration of each Class D airspace area is individually tailored and when instrument procedures are published, the airspace will normally be designed to contain the procedures. Usually, a Class D will, at a minimum, be comprised of cylinder extending 2.5 miles from the airport center, as well as protective areas around instrument approach paths.
Purpose: To assign a fixed boundary of airspace for an airport, to be managed by the associated control tower.
Applicable Rules: Note that some airports with a Class D, may also lie within the "surface area" of Class B or C airspace, in which case the applicable rules outlined above apply. For an airport that just lies within Class D space, these rules apply:
- The Class D is only in effect when the TWR position is manned. Under ZOA SOP_003, this may also include the situation of CTR or APP choosing to operate the TWR. Otherwise, the area reverts to Class E airspace.
- In the real world, times of operation are published when the Control Tower is open. To simplify things at ZOA, per SOP_003, real-world hours are not required to be followed. A controller may login as TWR, or CTR or APP may choose to "operate" that tower at any time.
- VFR aircraft require no departure clearance. They are simply taxied to the active runway for departure.
- Tower's at ZOA are not considered radar certified positions, so they can not issue radar vectors. They must use traffic pattern position reports and instructions to separate traffic. See SOP_003 for more details.
- Since TWR is not a radar position, TWR and DEP/APP shall not use the "radar handoff" feature to handoff aircraft.
- Aircraft entering into the Class D to transit or land, must contact the TWR prior to entry. See the section on VFR Procedures.
- Unless otherwise authorized or required by ATC, no person may operate an aircraft at or below 2,500 feet above the surface within 4 nautical miles of the primary airport of a Class D airspace area at an indicated airspeed of more than 200 knots.
ZOA Airports in Class D
To determine if an airport has Class D airspace around it, consult the Airports and Charts page, and find the airport under the appropriate airspace section.
Class E
Class Echo airspace. Generally, if the airspace is not Class A, Class B, Class C, or Class D, and it is controlled airspace, it is Class E airspace. There are several situations where areas are designated as Class E, but only two have any signification simulation impact on VATSIM. These are:
- Surface area designated for an airport. When designated as a surface area for an airport, the airspace will be configured to contain all instrument procedures.
- Federal Airways. The Federal airways are Class E airspace areas and, unless otherwise specified, extend upward from 1,200 feet AGL to, but not including, 18,000 feet MSL. This applies the VOR (Victor) Airway system, as all Jet (J) airways are from FL180 up, and are therefore Class A airspace.
Purpose: Provides a protected area for separation of IFR aircraft from VFR aircraft. The Class E airspace provides the requirement for ATC to monitor IFR traffic and separate them from any known VFR or IFR traffic This provides protection for IFR aircraft on Victor airways below FL180, and to IFR aircraft arriving into "uncontrolled" airports that have a published instrument approach.
Applicable Rules: If an airport does not have a control tower, or the control tower is closed, but the airport has published instrument approaches, the airport will be within Class E airspace. APP/CTR will monitor an IFR aircraft (provide radar service) until it is at the Final Approach Fix, at which point ATC will terminate radar service, and switch the aircraft to unicom. The aircraft will then self-announce on unicom to separate from other VFR aircraft operating at or near the uncontrolled airport. All aircraft, VFR and IFR should make advisory announcements on unicom at an uncontrolled airport.
DEP/APP/CTR will issue IFR departure clearances to aircraft on the ground at uncontrolled airports, and then advise them to switch to Unicom to make departure advisories and contact ATC when airborne.
ZOA Airports in Class E
To determine if an airport has Class E airspace around it, consult the Airports and Charts page, and find the airport under the appropriate airspace section.
Clearances
When are Departure Clearances Required?
IFR - A departure clearance is required for all aircraft to enter the IFR system.
VFR - Aircraft departing VFR from airports within Class B or C surface areas require a departure clearance, which grants them permission to enter the Class B/C airspace.
Special VFR - VFR aircraft may depart in marginal Visual Meteorological Conditions from Airports with a Control Tower (Class D) by requesting a special VFR departure clearance. S-VFR is prohibited or prohibited for fixed wing aircraft at certain Class B airports.
Elements of A Departure Clearance
1. Clearance Limit
2. Route of Flight
3. Altitude Data in Order Flown
- Special Instructions
4. Frequency Information
5. Beacon Code Information
IFR Clearances
Now lets go over a filed route piece by piece while we follow the CRAFT acronym
UAL3321 on the ground at San Francisco files the flight plan: [ KSFO PORTE3 AVE SADDE6 KLAX, cruise altitude: 33000 ft]
1. Clearance Limit
This is the final destination or some spot you have stopped the aircraft short of destination. A clearance limit must always include one of the following the words: Airport, VOR, NDB, fix, intersection, or waypoint in addition to the geographical information.
Aircraft Identification
But first, the aircraft identification. Use group numerals for Air Carriers with three letter callsigns.
"United thirty-three twenty-one,"
"Cleared to the Los Angeles International Airport"
2. Route Information
This is the departure procedure the aircraft will fly, if there is one, including the transition. This item is often omitted at less busy airports. You could also give your departure instructions at this time.
"PORTE three departure," (do not use the word 'via' as that is not a 7110.65 standard, i.e, via PORTE three departure)
Transition available in the PORTE3 departure procedure, in our case AVE VOR (Avenal)
"AVENAL Transition"
Please refer to the linked article to learn more about Departure Procedures.
To 'then as filed or not'
When the route section contains more than the Departure procedure, then you will have to include the words 'then as filed'. In case the transition portion or the Departure procedure is the last part of the clearance, then include the word 'direct'. In our case, since SADDE6 is there in the route after PORTE3 AVE, we will include the words 'then as filed'
"then as filed"
Special Instructions
This one is self explanatory: if something is unusual or different, you need to explain it here. This could be a wide array of subjects.
Expected delays, En route conditions, Weather that might affect the aircraft
3. Altitude Data in Order Flown
You will assign the aircraft’s altitude here. If the aircraft is going to be assigned any crossing restrictions off the ground, they are assigned here. Since they will fly that part first, it is said first. If they are stopped short of a requested altitude, you need to give them the approximate time to expect their requested altitude here as well unless it is said on the chart of the appropriate DP.
"Maintain 5000, expect Flight level three three zero one zero minutes after departure"
The initial climb altitude for Primary (major) airports within ZOA are set forth in SOP 050. For all other airports they should be 5000' above the surface elevation of the airport rounded up in thousands (eg: elevation is 324' - initial climb is 5000'). The final climb altitude should be at/above any route segment MEAs and must be appropriate for the direction of flight per 91.179.
Note: Remember to spell out the numerals in the flight level as well as the words 'one zero minutes' (although you will often time hear '10 minutes'.
4. Frequency Information
The departure frequency should be that of the APP sector handling departures for this airport. Refer to the appropriate TRACON SOP. If the airport does not lie within TRACON airspace, CTR will handle the departure, and the CTR frequency should be given. If no APP or CTR position is manned, use the phrase "departure offline."
"... Departure Frequency 135.65"
Note: 'Departure Offline' is the preferred phraseology. While 'Departure frequency offline', 'Departure on 122.8', 'Departure on UNICOM', 'Departure unavailable' are all widely used, they are not recommended.
5. Beacon Information
Now before we can finish this clearance we MUST have assigned them a discreet transponder code. Airports are assigned a block of beacon codes automatically by the controller client. Press F9 and <asel> to assign a unique code.
"Squawk 3-3-0-6."
Putting it all together
"United thirty-three twenty-one, cleared to the Los Angeles International Airport PORTE three Departure, Avenal Transition, then as filed, Maintain 5000, expect flight level three three zero one zero minutes after departure, departure frequency 135.65, squawk 3306."
Once the pilot acknowledges receipt, we have a legal, binding clearance between the controller and the pilot. He is obligated to fly the route as cleared.
If the "readback" is correct, tell them. If they have not reported in with current ATIS info, also provide the current altimeter and departure runway.
"United thirty-three twenty-one, Readback Correct, expect runway 28L for departure, Altimeter 3-0-0-1, advise ready for taxi."
Examples with different routes
- AAL382, B763, KSF0 SFO8 SFO SAC J32 BAM J32 BOY RAP J82 FOD KG75M DAFLU J70 LVZ LENDY5 KFJK, FL310
- SFO8 is a radar vectored departure, hence we don't have to include a transition, but there is more after the DP, hence 'then as filed' will be required
- American three eighty two heavy, cleared to the John F Kennedy International Airport, San Francisco eight Departure, then as filed, maintain 5000, expect flight level three one zero, one zero minutes after departure, departure frequency, 135.10, squawk 3-3-1-4
- SFO8 is a radar vectored departure, hence we don't have to include a transition, but there is more after the DP, hence 'then as filed' will be required
- SWA7379, B737, KSFO SFO8 SAC SIER3 KRNO, FL230
- Even though KRNO is within ZOA airspace, we are not required to state the entire route (it was a previous requirement)
- Southwest seventy three seventy nine, cleared to the Reno/Tahoe International Airport, San Francisco Eight departure, then as filed, maintain 5000, expect flight level two three zero one zero minutes after departure, departure frequency 135.10, squawk 3-3-2-4
- Even though KRNO is within ZOA airspace, we are not required to state the entire route (it was a previous requirement)
- SKW9236, CRJ9, KSFO CUIT2 CIC KCIC, 17000
- There is no route after the CIC VOR which is a transition for the CUIT2 departure procedure, hence we will use 'direct' instead of 'then as filed' as there is no route filed after it. Also note the cruise altitude is only 17000 ft.
- SkyWest ninety two thirty six, cleared to the Chico Municipal Airport, Quiet two departure, Chico transition, direct, maintain 5000 expect one seven, seventeen thousand one zero minutes after departure, departure frequency, 135.10, squawk 3-3-0-2
- Note: The one seven, seventeen thousand is a phraseology used for clarity purposes, it is not mandatory.
- There is no route after the CIC VOR which is a transition for the CUIT2 departure procedure, hence we will use 'direct' instead of 'then as filed' as there is no route filed after it. Also note the cruise altitude is only 17000 ft.
- ASA4534, B739, KSFO OFFSH5 MCKEY LAX BAYVU1 KSAN, FL330
- The OFFSH5 (Off Shore five) departure has many transitions but the filed procedure doesn't include a transition, so the pilot will be flying directly from MCKEY to LAX, but we are not required to include that in the clearance. Since there is a route after the DP, we are required to use 'then as filed'
- Alaska forty five thirty four, cleared to the San Diego Lindbergh Airport, Offshore five departure then as filed, maintain 5000, expect flight level three niner zero one zero minutes after departure, departure frequency, 135.10, squawk 3-4-2-1
- The OFFSH5 (Off Shore five) departure has many transitions but the filed procedure doesn't include a transition, so the pilot will be flying directly from MCKEY to LAX, but we are not required to include that in the clearance. Since there is a route after the DP, we are required to use 'then as filed'
Amending IFR Clearances
Often pilots will not file flight plans that comply with ZOA Preferred routes or will not know the proper DP and transition. There are several problems that can occur with a pilot's flight plan route. These are:
- No DP (departure procedure) is filed.
- No DP is filed and the pilot places "NO SIDs" or "NO DPs" or "NO CHARTS" in his flight plan comments.
- The pilot files a DP, but it is for a runway that is not in use.
- The pilot files a DP, but uses in inappropriate transition for the "preferred route".
- The pilot files a proper DP and transition, but the rest of the route is not along a "preferred route".
- The pilot files a route of "DIRECT" or no route at all.
The official SOPs covering these procedures at ZOA are:
SOP_003, Tower Procedures, section 5 (i).
SOP_052, ZOA Preferred Routes.
A detailed discussion of assigning clearances with preferred routings is covered in the next section of the training syllabus. For now, the following rules should be followed to address the possible routing issues listed above:
- Our main goal is to place traffic on consistent paths. For departure, they will be routed along the "appropriate" DP and transition. What the "appropriate" DP/transition is will be discussed in the "preferred routes" section.
- If a pilot has not filed the appropriate DP and/or transition, and he has not put any comment in his flight plan that might indicate he has no chart or does not want to use a DP, you should ask him if he can re-file using the appropriate DP/transition.
- If the pilot will not accept the DP/trans, he should be cleared with a route "radar vectors xxx" where xxx is the appropriate departure gate. The departure controller will then become responsible to vector the aircraft along the preferred departure route.
- Be sensitive to rookie pilots. Many pilots you encounter may not have enough experience to file the route properly. The best indicator is the pilot informing you he has no chart for the DP. If a pilot insists on filing an "inappropriate" flight plan route, and you re unable to talk him out of it, clear him as best you can by these rules and advise the departure controller.
For example, if the following flight plan was submitted...
[ KSFO SNS ROM AVE FIM SMO KLAX ]
we need to modify this route before issuing a clearance. Since they are not on a SID, we will vector them on the PORTE3 then direct AVE. The reason for this, is that AVE is the proper departure gate to use for LAX flights from the Bay Area, according to SOP 052, the preferred routes SOP and the ZOA-ZLA Letter of Agreement. The pilots request to use SNS and ROM are redundant and will interfere with standard traffic flows. SFO uses the PORTE3 DP to route traffic to AVE.
If you must amend a pilots flightplan for whatever reason give them the parts that are different, you have a few choices:
1. State which portion of the route is being amended and then state the amendment. This only works if the routes will still match up with the points before and after the amendment, such as a typo in the flight plan.
Change V22 to read V23
2. State the amendment to the route and then state that the rest of the route is unchanged. Lets use this method for our example flight.
"American three zero one, cleared to the Los Angeles Airport via fly runway heading, radar vectors Avenal, rest of route unchanged. Climb and maintain 5000, expect FL270 one zero minutes after departure, departure frequency 135.65, squawk 3-3-0-1."
As you can see all we did was ask the pilot to fly runway heading and expect vectors to the Avenal VOR, the transition on the PORTE3.AVE route, which rejoins them on their flight plan.
3. Issue the entire route
"American three zero one, cleared to the Los Angeles Airport via fly runway heading, radar vectors Avenal, Fillmore, Santa Monica, direct..."
VFR Clearances within Class B/C Surface Areas
VFR clearances are similar to IFR, but usually simpler.
1. There is no clearance limit or route needed. If radar departure services are online at class C or B airspace, coordinate with departure first. If departure wants the airplane to fly a certain heading then pass that information along to tower so he can include that in his takeoff clearance. For Class C airspace an example of VFR clearance would be:
"N123JC, maintain VFR at or below/at (altitude), departure frequency xxxxx, squawk xxxx"
If there is no radar service online, just say departure offline for the departure frequency portion.
2. Usually no altitude restrictions are required for a VFR Flight, however if the flight is to pass thru a busy arrival or departure corridor a restriction should be placed while the aircraft is within the Class B/C limits.
"...maintain appropriate VFR altitude... or ...maintain VFR at or below 3500 ..."
3. The departure frequency and beacon code assignments are handled the same as the IFR clearance. So, to place the complete clearance together:
"November 123 Juliet Charlie, maintain VFR at or below 3500, Departure frequency 120.10, squawk 4204."
4. An example of phraseology for VFR clearances departing Class Bravo airports:
"CLEARED THROUGH/TO ENTER/OUT OF BRAVO AIRSPACE, and as appropriate, VIA (route). MAINTAIN (altitude) WHILE IN BRAVO AIRSPACE. or CLEARED AS REQUESTED. (Additional instructions, as necessary.)REMAIN OUTSIDE BRAVO AIRSPACE. (When necessary, reason and/or additional instructions.)
Put together= N24JC, Cleared to enter bravo airspace, maintian VFR at 4k, departure frequency xxx, squawk xxx."
Ground Control Phraseology
On first contact with an aircraft you should identify yourself as: "San Francisco Ground" (Or, Airport Name Ground)". You do not need to use this after the first contact.
If an aircraft calls and you miss the callsign:
Acft calling, San Francisco Ground, say again.
If you do not know the location of the aircraft on the field:
N12345 Say Position
If an aircraft calls for a pushback:
United 417, Pushback your descretion, advise ready to taxi.
Runway Taxi Instructions (New)
- When taxiing an aircraft to the runway and it will not cross another active runway:
- "N12345, Runway ___ taxi via _____."
- N12345, Runway 01L, taxi via Alpha, Mike.
- "N12345, Runway ___ taxi via _____."
- When taxiing an aircraft to the runway and it will cross another active runway:
- "N12345 Runway ___ Taxi via ______ Hold Short Runway ______.
- N12345, Runway 28L, Taxi via Alpha, Foxtrot. Hold short Runway 01L.
- "N12345 Runway ___ Taxi via ______ Hold Short Runway ______.
- After you've recieved permission to cross the runway from the local controller:
- "N12345 Cross Runway ______"
- When taxiing an aircraft to the runway and it will cross an inactive runway:
- "N12345 Runway ___ Taxi via ______ Cross Runway ______.
- N12345, Runway 01R, Taxi via Alpha, Mike, Cross Runways 01L
- "N12345 Runway ___ Taxi via ______ Cross Runway ______.
- When taxiing an aicraft to the runway and it will cross multiple inactive runways, it is mandatory to issue crossing instruction for all runways, individually.
- "N12345 Runway ___ Taxi via ____ Cross Runway _____ Hold Short runway ____."
- When the acft reaches the second inactive runway
- "N12345 Cross Runway _____."
- For an acft going from F gates at KSFO to 28L when 01L and 01R are inactive (west ops)
- N12345, Runway 28L Taxi via Alpha, Foxtrot, Cross Runway 01L, Hold Short Runway 01R
- - When the acft reaches the holding short line of 01R
- N12345, Cross Runway 01R
- Note: In San Francisco, the runways 01L and 01R (and for that matter, even 28L and 28R) are less than 1000 ft apart. This allows us to combine the crossing instructions for both the runways (as follows):
- N12345, Runway 28L Taxi via Alpha, Foxtrot, Cross Runway 01L, Cross Runway 01R
- or simply
- N12345, Runway 28L Taxi via Alpha, Foxtrot, Cross Runways 01L and 01R
- In case the same acft is going to 28R, then it changes as follows:
- N12345, Runway 28R, Taxi via Alpha, Foxtrot, Cross Runway 01L and 01R, Hold Short Runway 28L
- In case the same acft is going to 28R, then it changes as follows:
Taxi to Parking
Once an aircraft lands and transfers to Ground Control Frequency, listen to where it wants to park. If you miss the parking area:
N12345, Say Parking.
- Issue Detailed Taxi Instructions to Parking if necessary:
- "N12345 Taxi to Parking via __________"
- If detailed instructions are not necessary, then
- N12345 Taxi to Parking or
- N12345 Taxi to the Ramp.
If you need to stop an aircraft from taxiing for crossing traffic or any other reason:
N12345 Hold Position.
When the aircraft can move safely again: N12345 Continue Taxi.
Coordination
Introduction
Coordination between controllers in adjacent sectors is often one of the most important aspects of controlling. From the pilot's perspective, they get their clearance, taxi to a runway, takeoff, and start their flight -- being passed from controller to controller seamlessly. There is actually a lot more going on behind the scenes that makes it all look so smooth.
When you plug in, you should let the controllers working next to you know that you are online and ready to start working traffic. Although you have already checked in with the Controller in Charge, the person working next to you may not know this -- and unless you say hello -- there is the possibility they might just continue to assume you are not online. Try opening a chat box to them to introduce yourself, and at this point you can begin to coordinate amongst each other.
The Briefing
Controllers should be sure to always brief the controller who just plugged in with any pertinent information. Shift Procedures (SOP-002) explains the standard procedure for handing over an area of control. This should be followed whether or not someone else is relieving you, or someone has logged on to a position that will take a piece of your control.
For example, if you were on tower and someone else logs on to take ground, they should first say hello - and then you can give them the briefing. Until you complete the briefing and hand over control, you still maintain control of that area. The exchange would go something like this: The preferred method for this, is on Teamspeak.
1. Review:
1. Current Positions Staffed (P)
2. Weather Information
1. Weather Trends (T)
2. Current Weather (C)
1. Significant Weather
2. METARS
1. Winds
2. Altimeters
3. PIREPS
3. SIGMETS / CWAs (S)
2. Airports
1. Conditions/status
2. Airport Configurations
3. Flow Control
1. Flow Control Restrictions
2. Flow Control NOTAMS
4. Special Activities, instructions or restrictions.
1. Non-Standard Configurations
2. Military Operations
1. Active airspace
2. Special Interest Flights
3. Emergencies
3.
5. Training Positions
6. NOTAM’s
7. Traffic
1. Individual Handoffs
1. Traffic Situations
2. Non-RVSM
3. Point Out Aircraft
4. Holding Aircraft
5. Aircraft released but not yet airborne
6. VFR aircraft
7. Aircraft standing by for service
8. Special Problems, requests, instructions.
2. Delays
1. Phraseology:
1. Relief Controller: “Ready for Brief, PTCS”
2. Leaving Controller: “Airports, [Normal, Noise, Southeast, West] Ops.
3. … Flow Control
1. If none, ”No Flow “
4. …Hot Areas, Special Activities, Restrictions
1. If none, “ No Special Activities or Restrictions”
5. … [Instructor / Mentor] currently training [Student] on [Position].
1. … If none, “No Training”
6. … [Cite NOTAMS]
1. If none, “No NOTAMS”
7. … Traffic:
1. Individual Handoffs: “AAL1028, (enroute, landing, departing, on the ground at [airport], holding short [runway], on vectors for [waypoint or procedure], missed approach [runway, airport]), Altitude (If necessary).
2. Non-RVSM:
1. “NWA10, IADOF [Cruise Alt], [Destination]” (IADOF = Invalid Altitude Direction of Flight)
2. If none: “No IADOF”
3. Point Out Aircraft:
1. USA3817, Point out to [Position Name], Altitude, Procedure.
2. NWA1018, Point out from [Position Name], Altitude, Reason (if needed)
3. If none: “No Point outs”
4. Holding Aircraft
1. PWA187, Holding on [FIX], [Altitude], [EFC]
2. If none, “No Holds”
5. Aircraft Released
1. N2571M, Released IFR [airport], [Initial Alt], [Beacon Code], [Clearance Void Time (If Applicable)]
2. If none, “None Released”
6. VFR Aircraft
1. N19U, VFR [Direction or Destination], [Altitude], [Other]
2. If none, “No VFR”
7. Aircraft Standing by for Service
1. AAL17, Waiting [Airport], [Destination], [Time Elapsed]
2. If none, “No Waiting”
8. Special Problems, requests, Instructions
1. [Brief Comments about any irregularities or abnormal routes]
2. If none, “No Special”
8. … LAX CTR No Handoffs until [Time]
1. If none, “No Delays”
9. … Any questions?
10. Relief Controller: “None.”
11. Leaving Controller: “ [Initials]”
12. Relief Controller: “ [Initials]
Things to note in this dialog - At the end of his briefing he says "Any Questions?", that means the briefing is over. Ground now has a chance to ask all the questions he wants. When ground has all the information he needs - he says "None". The Tower controller clearly states his initials. As soon as the ground controller acknowledges with his initials -- he has control.
Interphone Communications
Introduction
Towers will call and identify themselves as local, ground or clearance delivery when communicating with other controllers. When talking to aircraft however, they will call themselves (name) tower if they are working local. If they are on ground or clearance delivery, they will name those specifically.
For example, if you are working San Jose Local, you would identify yourself as San Jose Tower to pilots and as San Jose Local (or just "Local" when communicating inter facility)
On VATSIM there are quite a few ways to accomplish an interphone call. You can use the built in interphone feature in the controller client, you can use private text message, or you can use the teamspeak server.
How To Answer A Call
Both the caller and receiver identify their facility and/or position in a manner that insures they will not be confused with another position.
Caller: "Oakland Center, Chico Local." Receiver: "Oakland Center." In this case, Chico is the caller, and Oakland is the reciever.
So the format is “Who they are, who you are”.
If the receiver answers the phone with their position first, then you do not need to repeat their position: Example
Receiver: "Woodside" Caller: "San Carlos Local"
After we’ve figured out who we are. . .
a. Caller states the type of coordination to be accomplished. For example, release or APREQ.
b. The caller states the message.
c. The receiver states the response to the caller's message followed by the receiver's operating initials.
d. The caller states his or her operating initials.
Getting A Release From Departure
The procedures for releases are defined in Tower Control Procedures (SOP-003 Section K). Some airports (eg: KMRY, KNUQ) require release procedures to be used during certain conditions. These are stated in the ZOA SOPs. ZOA's main airports are covered in Primary Airports (SOP-050), and some secondary airports may only be found in the appropriate TRACON or CTR SOP that covers the airspace above the airport. Military airfields are covered in the appropriate Letter Of Agreement with whichever military agency operates the airfield (eg: VUSN, VUSAF).
Releases must ALWAYS be obtained for VFR departures from airports within Class B/C airspace.
The best time to ask for a release is just before you will be issuing the takeoff clearance. Try to time it so that the pilot will have no delay waiting for the release, but remember that the departure controller may be busy with traffic currently in the air, which takes priority for him over your traffic on the ground waiting to take off.
When asking for a release -- Simply state the Callsign, Departure Instructions, and Runway. For a VFR departure, include the pilot's requested direction of flight. The controller may simply acknowledge the release, or give you special instructions. If you receive special instructions you should acknowledge them and pass them on to the pilot:
Handoffs
A handoff is a coordination to transfer the control of an aircraft between two radar facilities. As a DEL, GND, and TWR controller you are NOT a radar facility. This means you do not use automated handoff to departure, and the approach controller will not use automated handoff to you. All that you must do is "transfer radio communications" to the next controller. You do this by simply telling the aircraft who to call:
"AWE456 Winds 220 @ 8, Runway 28L Cleared for Takeoff" "Cleared for takeoff 28L, AWE456"
Once the aircraft is airborne..
"AWE456 Contact Departure on 135.10, good day"
Or..
"Cherokee 34P Contact San Carlos Tower on 119.00, good day"
When aircraft are on final approach to an airport you are controlling. The approach controller will do the same - simply tell the pilot to contact you at the appropriate time:
"Air Canada 599, Cleared Quiet Bridge Visual Rwy 28R" "Quiet Bridge 28R, Air Canada 599" "Air Canada 599, Contact the tower 120.50, happy landings" "Tower on 20.5 for 599 thanks and good night."
