S1 Knowledge Guide. by Harold Rutila, ZDV_HR. v April 2011

Transcription

1 S1 Knowledge Guide by Harold Rutila, ZDV_HR v April 2011 VATSIM is a learning environment, where people from all walks of life come to enjoy the spirit and simulation of aviation. The pilots who you will deal with are people with a wide range of flying skill, from real world airline professionals to those without the slightest hint of what aviation is all about. As a VATSIM controller, you must ALWAYS ensure your attitude towards everyone is friendly and helpful. ALWAYS remember Rule #1 of the VATSIM Code of Conduct: Members should, at all times, be courteous and respectful to one another. Virtual Denver ARTCC on VATSIM Permission to reproduce this document and any information contained therein is granted, provided the document is used and properly referenced within the spectrum of the VATUSA Division of the VATSIM Network. Except for the aforementioned permission, no parts of this document may be reproduced or retransmitted without written consent from the Virtual Denver ARTCC. 1

2 Table of Contents Chapter 1: Basics of Virtual Controlling ATC, Training Staff, and Administrative Callsigns... 3 Aviation Letters, Numbers, and Callsigns... 4 Ground-to-Ground Communications... 8 Ground-to-Air Communications 8 Chapter 2: Clearance Delivery What is Clearance Delivery?... 9 VFR vs. IFR... 9 Viewing and Editing Flight Plans CRAFT Issuing IFR Clearances Advanced IFR Clearances VFR Clearances Chapter 3: Ground Control Airport Diagrams and Movement (and non-movement) Areas Basic Taxi Instructions Taxi Routes Involving the Need to Cross Runways Intersection Departures List of Changes Version Description of Change(s) Date V2.0 Initial Release (overhauled Version 1) December 2010 V2.01 Inserted Table 2.1 to correct incorrect altitude information. February 2011 V2.02 Corrected error on p. 19 in which controller clears flight from APA-MAF via the wrong cruise altitude. March 2011 V2.03 P. 21 Example cited Casper Airport (KRAP); changed to Rapid City Airport (KRAP). April

3 Chapter 1: The Basics of Virtual Controlling Section 1.1: ATC, Training Staff, and Administrative Callsigns As a pilot-only member of VATSIM, you may not have known that there are several other callsigns used on the network besides those of pilots and air traffic controllers. There are several callsign suffixes (the last segment of a callsign) that can be used on the VATSIM network when members simply want to observe air traffic controllers or when supervisors and administrators keep watch over the network from their radar clients. By knowing and recognizing these callsigns, you will be able to identify those in management and administration positions, regular controllers, and supervisors of the VATSIM network. Example 1.1 VATSIM Callsign Format ZDV_HR_OBS prefix operating initials suffix Table 1.1 VATSIM Callsign Suffixes and Definitions Suffix Position Type OBS Observer Any member of the network MTR Mentor ARTCC Mentors INS Instructor ARTCC Instructors, I1 Rated DEL Clearance Delivery ATC Unit GND Ground Control ATC Unit TWR Local Control ATC Unit DEP Departure Control ATC Unit APP Approach Control ATC Unit CTR En-route Control ATC Unit FSS* Oceanic Flight Service Station ATC Unit TMU Traffic Management Traffic Management Unit *Used on VATSIM to indicate Oceanic Flight Service Stations only. When observing on the VATSIM Network, use ZDV_XX_OBS as your callsign, where XX denotes your two-character set of operating initials (OIs). OIs are issued when you are placed into the ZDV ARTCC. As an observer, you are not permitted to provide any sort of guidance to aircraft whatsoever. Your callsign is visible to all clients connected to the VATSIM Network as soon as your click the Connect button in your radar client. VATSIM clients include all radar clients, pilot clients, and third-party programs including VATSpy, ServInfo, and VRoute. All VATSIM connections are logged, and they can be viewed in the VATSIM Stats Center. Your training staff member will show you how to configure your connection for each ATC unit. 3

4 Section 1.2: Aviation Letters, Numbers, and Callsigns Air traffic controllers use standardized phraseology to communicate with aircraft on their radio frequencies. All of the phraseology is prescribed in a government order called the FAA Order JO You can find it on the FAA website on the Air Traffic Plans and Publications web page. You may also want to check out Noah Bryant's (ZDV_NB) compressed documents, available on the vzdv website. Perhaps one of the biggest challenges to learning ATC phraseology is using the aviation phonetic alphabet. This is an internationally-recognized letter pronunciation system used in aviation worldwide. Table 1.2 International Civil Aviation Organization (ICAO) Phonetic Alphabet SOURCE: FAA ORDER JO T Letter Word Pronunciation A Alfa ALFAH B Bravo BRAHVO C Charlie CHARLEE D Delta DELLTAH E Echo ECKOH F Foxtrot FOKSTROT G Golf GOLF H Hotel HOHTELL I India INDEE AH J Juliet JEWLEE ETT K Kilo KEYLOH L Lima LEEMAH M Mike MIKE N November NOVEMBER O Oscar OSSCAH P Papa PAHPAH Q Quebec KEHBECK R Romeo ROWME OH S Sierra SEEAIRAH T Tango TANGGO U Uniform YOUNEE FORM V Victor VICTAH W Whiskey WISSKEY X X-ray ECKSRAY Y Yankee YANGKEE Z Zulu ZOOLOO 4

5 You may be questioning some of the pronunciation from Table 1.2 above. For instance, the letter V's pronunciation is VICTAH, when realistically we will pronounce it with a harder r at the end of the word. Don't sweat it. The letter phonetic you should remember, though, is that of Q, for which we have the phonetic Quebec. In this letter, the first syllable is indeed pronounced keh instead of que. In general, all other phonetics are essentially pronounced as you recognize and speak them in the middle column above. The saying practice makes perfect really applies here. You don't have to be involved in real world aviation to memorize the ICAO Phonetic Alphabet. Try practicing by reading vehicle license plates aloud on your next car ride. (Obviously please remember to keep your eyes on the road, too, unless you're just a passenger.) If you're listening to a radio station, phonetically pronounce the station's call letters, which are read without phonetics at the top of each hour. Above all, don't spend hours studying the phonetics because the phonetic pronunciations will eventually come to you very easily after a few hours of training. Let's talk about some more ATC communication basics. The following table details number pronunciation. Table 1.3 Number Pronunciation SOURCE: FAA ORDER JO T Number Word Pronunciation 0 Zero ZE-RO 1 One WUN 2 Two TOO 3 Three TREE 4 Four FOW-ER 5 Five FIFE 6 Six SIX 7 Seven SEV-EN 8 Eight AIT 9 Nine NIN-ER The pronunciation of numbers is especially important. Pay most attention to the numbers 3, 5, and 9, pronounced TREE, FIFE, and NINE-ER, respectively. The FAA's pronunciation of 4 is written as two syllables in the reference material; however, saying 4 like that does tend to yield some confusion among pilots, so we tend to let that one slide as four. Therefore, with the exception of 3, 5, and 9, the rest of the numbers are pronounced as you would pronounce them in everyday casual conversation. Notice there is no TEN. Except when grouping numbers such as those in a callsign (how to do that will be explained soon), TEN is not ever pronounced on ATC radio. When you work a tower and visibility is reported in the METAR as 10 statute miles, you would pronounce the visiblity as ONE ZERO in the Automatic Terminal Information Service (ATIS). You'll learn more about the ATIS in the S2 Knowledge Guide. Let's take a look at how to pronounce a few more types of numbers: 5

6 Number Table 1.4 Altitude Number Pronounciation SOURCE: FAA ORDER JO Statement 10,000 One zero thousand. 11,000 One one thousand. 17,900 One seven thousand, niner hundred. Altitudes may be restated in group form for clarity if the controller chooses. Notice the note at the bottom of Table 1.4. This means for the purpose of clarity, you may state the altitudes as demonstrated in the example above, followed by the group form. For example: N123PM, climb and maintain ONE ZERO, ten thousand. N172MC, descend and maintain ONE ONE, eleven thousand. N555AS, maintain VFR at or below ONE SEVEN, seventeen thousand, NINER hundred. Note that you are not ever required to restate numbers using the group form for clarity. You probably will not want to do this until you get up to the Departure Control and Approach Control levels. All other types of numbers including flight levels, Minimum Descent Altitudes (MDAs), Decision Heights (DHs), time, altimeter settings, wind, radar beacon (transponder) codes, runways, frequencies, airspeeds, Mach numbers, and miles are said with the individual numbers, not with group form numbers. (Don't worry about all of these terms for now. You'll learn more about them as you progress in training.) These numbers are often prefixed with a word that indicates what type of number is being said. See Table 1.5 below. Table 1.5 Number Pronunciation SOURCE: FAA ORDER JO Value (default measurement) Example Spoken Distance (Miles) 15 ONE FIFE miles Airspeed (Mach) 0.85 Mach point EIGHT FIFE Airspeed (Knots) 210 TWO ONE ZERO Knots *Frequency (MHz) ONE TWO SIX POINT ONE **Runway 16L Runway ONE SIX Left Transponder Code 5201 FIFE TWO ZERO ONE. Wind (True Heading and Knots) 270@5 Wind TWO SEVEN ZERO at FIFE Altimeter Setting (in. Hg) TWO NINER NINER TWO Time (Zulu, Local) 1900Z, 1 P.M. MDT ONE NINER ZERO ZERO, ONE P-M Local Decision Height (DH) (feet MSL) 5,535 Minimum Descent Altitude (MDA) (feet MSL) 1,000 Decision height FIFE FIFE TREE FIFE Minimum descent altitude ONE ZERO ZERO ZERO * Megahertz (MHz) are the only frequencies used on VATSIM. Kilohertz (khz), sometimes used in the real world, are not. ** Always prefix a runway with the word Runway. 6

7 Aircraft callsigns come in a few different flavors. All US-registered aircraft are assigned an N-number, which is printed on the tail area of the aircraft. This N- number will be used over the radio usually by general aviation (GA) aircraft. General aviation is any aircraft besides scheduled airliners. It includes but is not limited to recreational flying, police and fire aviation units, search and rescue operations, charity flying, charter aircraft, and air-tour companies. Example 1.2 N-number Callsigns SOURCE: FAA ORDER JO T N6030E November SIX ZERO TREE ZERO ECHO N786SA Cessna SEVEN EIGHT SIX Sierra Alpha N611PB Piper SIX ONE ONE Papa Bravo After initial contact with these aircraft, they may be identified over the frequency by using an abbreviated callsign. This will allow you to call the aircraft without always having to pronounce the oftenlengthy full callsigns. The abbreviated callsigns consist of the N-number which may be substituted by aircraft type, model, or manufacturer name if done so by the pilot on initial contact and the last three digits of the callsign. Remember not to neglect the prefix in these callsigns. Example 1.3 Abbreviated Callsigns (Referencing callsign prefixes from Example 1.2) SOURCE: FAA ORDER JO T N6030E November TREE ZERO Echo N786SA Cessna SIX Sierra Alpha N611PB Piper ONE Papa Bravo There are also hundreds of FAA-approved ICAO callsigns that are used mostly by scheduled airliners and sometimes by charter aircraft*. Examples of these include DAL (Delta), UAL (United), SWA (Southwest), and SCX (Sun Country). When the three-letter ICAO identifiers are used, they are followed by one to four characters, usually numbers, which may be grouped together unless the digits after the ICAO identifier begin with a zero. Example 1.4 ICAO Callsigns SOURCE: FAA ORDER JO T AAL52 American Fifty-Two DAL100 Delta One Hundred SKW1004 Skywest Ten Zero Four DAL010 Delta ZERO ONE ZERO Another type of callsigns is special identifiers used for specific purposes such as air ambulance operators, select government department identifiers, and military callsigns. For example, aircraft carrying medical patients and organs use the prefix Lifeguard followed by their registration numbers. See Chapter of the for more details on these callsigns, though they are rarely used on VATSIM. * The International Air Transport Association (IATA) airline codes are NOT used in the United States for the purpose of flight plan filing and air traffic control. Examples include DL (Delta), UA (United), WN (Southwest), and SY (Sun Country). IATA identifiers are used only in airline booking systems and other non-faa computers and databases. 7

8 Section 1.3: Ground-to-Air Communication Let's look at how to communicate over the radio. When a controller contacts a pilot, it is known as groundto-air communication. The following example details the standard communication transmission format in aviation radio communication. Example 1.5 Aviation Radio Communication Transmission Format SOURCE: FAA ORDER JO T Identification of aircraft. 2. Identification of ATC unit. 3. Message 4. The word over if required. N123PM, Centennial Tower, wind 210 at 3. Runway 17R, cleared to land. N555AS, Denver Ground, taxi to the ramp via taxiway M. Identification of the ATC unit is only required on initial contact with aircraft. Once they have already communicated with you on your frequency, you do not need to restate your ATC unit in each subsequent transmission. The word over is not used in a typical transmission. It is used to indicate a response is specifically requested by a controller. Most transmissions already require readbacks, such as taxi, takeoff, and landing clearances. If a readback requirement is obvious, omit over. Section 1.4: Ground-to-Ground Communication Coordination with fellow controllers is an important part of working as an air traffic controller. To coordinate with other controllers, some form of communication is necessary. On VATSIM, we have several options. The type of options you will use to coordinate with other controllers will be specified when you sign in, or by the controller in charge (CIC) of an event. Methods of ground-to-ground coordination on VATSIM include VATSIM text chat, a voice-over-ip (VoIP) client, radar client intercom, and radar client override. Text chatting for the purpose of communication is probably the most common, though many controllers enjoy using the other methods as well. The format of ground-to-ground communication for the purpose of ATC coordination goes as such: Example 1.6 Ground-to-Ground Communication Format SOURCE: FAA ORDER JO T Caller identifies his or her unique position and that of the intended receiver. 2. Receiver identifies his or her unique position. 3. Caller states message. 4. Receiver responds to message and concludes response with either spoken or phonetic operating initials. 5. Caller states operating initials to indicate receipt of the response and the termination of the call. Despite 5 steps, Ground-to-Ground communication is a quick, seamless communication process. 8

9 Chapter 2: Clearance Delivery Section 2.1: What is Clearance Delivery? Clearance Delivery, usually the first position learned while becoming a controller in both the real and virtual worlds, is perhaps one of the National Airspace System's most vital positions. Clearance Delivery controllers verify every element of an aircraft's flight plan is valid before the corresponding aircraft is to depart. The controllers on Clearance Delivery positions have the responsibility of ensuring the proper entry of IFR aircraft into the National Airspace System. In the real world, pilots can file flight plans by several methods, including Flight Services Stations, online sources, and by radioing ATC. On VATSIM, pilots will file all IFR flight plans via the VATSIM Flight Plan Prefile web page and through their pilot clients. Like the real world, VATSIM flight plans are stored in a central database where they can be accessed by controllers who perform ATC services at the departure airport (as listed in the flight plan). VFR flight plans are a different ball game and do not have to be filed on VATSIM. Clearance Delivery is an ATC function performed by all controllers, including those on radar positions such as Departure, Approach, and En-route. Clearance delivery at towered airports is typically a standalone position worked by one controller, but it may be combined into the other two tower cab positions of Ground and Local Control. Clearance delivery for IFR flight plans with departures from non-towered airports is provided by radar controllers. (You'll learn more about that later.) Because Clearance Delivery is a function you'll have to perform on every ATC position, learning it correctly in S1 Initial Training is of utmost importance. Section 2.2: VFR vs. IFR Before we begin discussing flight plans, we need to differentiate between the types of flight plans you'll see as a VATSIM controller. The two main categories of flight plans are IFR and VFR Instrument Flight Rules and Visual Flight Rules, respectively. VFR has two sub-categories: Special VFR and Defense VFR; it is very rare that you will see either of these on VATSIM. VFR aircraft, in terms of routes and destinations, are free to fly essentially wherever they would like to fly, with certain restrictions for special-use airspace, which we'll learn more about a bit later. IFR aircraft follow more regimented plans the IFR flight plan that requires routing along national airways and pre-coordinated routes as well as the supervision by ATC at all times. IFR flight plans contain the specific route a pilot must fly. The benefit of IFR over VFR is the ability to fly in any type of weather, dependent on the ability of the aircraft to do so. VFR aircraft, on the other hand, must remain clear of clouds and conform to visibility requirements for certain airspaces, even when under the control of ATC, though they are more free when it comes to choosing a route to fly. VFR and IFR are not solely related to the type of aircraft or its use. There are general aviation flights for recreational purposes that can fly either VFR or IFR, and likewise there are airlines that are able to operate VFR or IFR depending on the needs of the flight and the certification of the pilots, airline, and aircraft. VFR flight plans are filed on VATSIM for informational purposes only. To understand this, it is important to realize the significance of a VFR flight plan in the real world. In the real world, VFR flight plans are filed with and managed by Flight Service Stations (FSSs). The FSS network as of this writing is comprised of three main hub facilities and 17 regional Flight Service Stations in the contiguous US and 9

10 Hawaii. FSS provides pilots with a variety of services including weather information, NOTAM distribution, and both IFR and VFR flight plan filing. IFR flight plans can be accessed by Clearance Delivery controllers in the United States, where a flight plan will be linked to a specific aircraft for the entire duration of that aircraft's IFR flight. VFR flight plans can not be accessed by controllers in the real world. They are instead stored by Flight Service Stations, and upon landing at the destination airport, pilots are required to call an FSS and close the flight plan. (If the plan does not become closed within a reasonable amount of time after the estimated arrival time as filed in the plan, the FSS operators will activate Search and Rescue (SAR) to locate the aircraft.) An IFR flight plan, on the other hand, is automatically closed when the aircraft lands at the destination airport. That said, VATSIM operates slightly differently. You will see both VFR and IFR flight plans filed at the airport you work. You'll also have the ability to create these plans for pilots of either type of flight rules when necessary by using your radar client. We'll discuss all of the details in these abilities later. Above all, VFR flight plans are NEVER required to be filed by pilots on the VATSIM Network. Do not ask VFR aircraft pilots to file flight plans under any circumstances. Section 2.3: Viewing and Editing Flight Plans In VRC, there are two ways to view flight plans. 1.) Flight Plan Editor Window This is the easier way to access flight plans. Simply press F6 and the aircraft select key, and you'll see the Flight Plan Editor Window open in the client. Image 2.1 Flight Plan View 10

11 2.) Flight Strip Bay The Flight Strip Bay is an innovative feature that allows you to not only view flight plans, but also sort the plans in a dynamic interface to keep track of airplanes that are taxiing to the runway; next in line for landing, takeoff, or both; and push the plans to other controllers. It also allows you to simulate writing on flight strips, like real world controllers do, through nine scratchpad boxes to the right of the flight plan. You'll learn more about the use of the Flight Strip Bay later on. Image 2.2 Flight Strip Bay Flight plans can be edited through both flight plan views, although editing in the Flight Plan Editor Window is easier for new users of VRC. You can edit flight plans in the Flight Strip Bay by using dot commands, a list of which you can find at the VRC website. Before we get into editing flight plans in the Flight Plan Editor Window, let's talk about how easy it is to switch from the Flight Strip Bay to the Flight Plan Editor Window. There's only one step. In the Flight Strip Bay, right click on the flight strip for the flight plan you want to open. Then from the pop-up menu, select Edit Flight Plan. You can edit any aspect of the flight plan in the Flight Plan Editor Window except callsigns, which can be changed only by the pilot when he or she connects to the VATSIM Network. To change any element of a flight plan in the Flight Plan Editor Window, simply click on the text you want to edit, type the new text, and click the Amend Plan button. For example, if you wanted to change the routing portion of the flight plan for NWA560 (see Image 2.1) so that it reads YELLO6 instead of YELLO5, simply erase YELLO5, type YELLO6, and click the Amend Plan button. You can change the aircraft type, the flight plan type (IFR, VFR, DVFR, SVFR), departure or arrival airports, the cruise altitude, and flight plan remarks as well. Notice that when you click Amend Plan, the amendment is reflected in both the Flight Plan Editor Window and the Flight Strip Bay. All amendments are sent to the VATISM flight plan database, so any changes you make to a flight plan can be seen by anyone else who looks at that flight plan, whether through a controller client or third-party software like VATSpy, VRoute, and VATAware. 11

12 Section 2.4: CRAFT It's time now to look at the how and why behind each flight plan. In other words, we're going to dissect each element of the flight plan you're going to see while controlling. This is arguably the most important section in the whole S1 Knowledge Guide. The more you understand each component of flight plans, the more you're going to make everyone's experience, from the pilot to the en-route controller, smoother. Let's start with IFR clearance deliveries. Every IFR clearance delivery requires a clearance limit, a route, an altitude, a frequency, and a transponder code assignment. This is where CRAFT comes in. CRAFT is the acronym we use for every IFR clearance delivery. Have a look at what each letter in the CRAFT acronym means: C Clearance Limit R Route A Altitude F Frequency T Transponder Example 2.1 Example IFR Clearance Delivery DAL560, cleared to Minneapolis Airport; Yellowstone Six Departure, HANKI transition, then as filed. Maintain 10,000. Expect FL minutes after departure. Departure frequency Squawk C Clearance Limit A clearance limit, as defined by the FAA, is The fix, point, or location to which an aircraft is cleared when issued an air traffic clearance. 99.9% of the time you work Clearance Delivery, the clearance limit will be the filed arrival airport. On certain occasions, you may receive a flight plan that has the same departure and arrival airport; however, the clearance limit is still that filed arrival airport. Clearance limits can be amended, for instance, by radar controllers to require the aircraft to hold at a certain fix, in which situation the clearance limit becomes a fix such as a VOR. R Route A route, as defined by the FAA, is A defined path, consisting of one or more courses in a horizontal plane, which aircraft traverse over the surface of the earth. In other words, the route is the path an aircraft will take to reach the clearance limit. The route structure of the United States National Airspace System currently consists of VOR-based airways: Victor airways extend from 1,200 feet AGL through (but do not include) FL180. Jet airways (pronounced as just J not Juliet or Jet) begin at FL180 and extend through FL600. The route system also consists of RNAV routes, which are determined using global positioning systems, with T and Q routes sharing the same altitudes as their respective VOR-based airway counterparts. Aircraft will typically follow a route including a type of airway, although they may also fly random routes 12

13 that allow a more direct course. There is also published preferred routing for IFR aircraft. This information is usually available on ARTCC websites, and they are also available in the SimRoutes database at simroutes.com. Preferred routing is just that preferred and anytime you see a route that is not preferred, it is advisable to request the pilot to fly the preferred routing. We will discuss the handling of such situations later. Routes are also subjected to Letters of Agreement (LOAs) between facilities. This includes your local air traffic control tower's LOA with the departure/approach facility, and ZDV's LOAs with our border ARTCCs: ZLA (Los Angeles), ZLC (Salt Lake City), ZMP (Minneapolis), ZKC (Kansas City), and ZAB (Albuquerque). Compliance with LOAs is mandatory unless coordinated otherwise. LOA routing requirements are transparent alongside published preferred routing. The beginning part of a route often includes a Departure Procedure (DP). All DPs provide obstacle clearance protection to aircraft in instrument meteorological conditions (IMC), in other words weather that prohibits a pilot to navigate by looking out the window. There are two types of DPs: 1.) Standard Instrument Departure (SID). An SID, as defined by the FAA, is A preplanned instrument flight rule (IFR) air traffic control (ATC) departure procedure printed for pilot/controller use in graphic form to provide obstacle clearance and a transition from the terminal area to the appropriate en route structure. SIDs are primarily designed for system enhancement to expedite traffic flow and to reduce pilot/controller workload. ATC clearance must always be received prior to flying a SID. SIDs are always charted. Examples include the Denver Five Departure and the Rockies Departure at Denver International and immediately surrounding airports. 2.) Obstacle Departure Procedure (ODP). A key difference between SIDs and ODPs is that ODPs can be flown without an ATC clearance. They are established at airports that have numerous obstructions including terrain, radio towers, tall buildings, etc. Most are printed textually, though some are also printed graphically. If an SID (see #1 above) is assigned at an airport, then the pilot cannot fly the ODP published for that airport under any circumstances, since he will already be flying the SID. A flight plan will indicate an ODP is being flown only if the ODP is charted, like the GYPSUM departure procedure from Eagle County Airport (EGE) and the SARDD departure procedure out of Aspen. Non-charted ODPs are available in the Takeoff Minimums publication put out by Aeronav, the FAA's charting division. For the time being, we're going to focus just on SIDs, since these are the procedures you're going to be clearing aircraft to fly most often as a Clearance Delivery controller. There are two types of SIDs: Pilot Navigation and Radar Vectored. The concept is simple. Pilot Navigation SIDs sometimes require an initial vector, such as a tower-assigned departure heading after the aircraft takes off, but the majority of the procedure will be flown automatically by the pilot without ATC intervention. Radar Vectors SIDs require ATC to issue radar vectors for most of the procedure; the beginning of the procedure may specify instructions with which the pilot is expected to comply after taking off. When it comes to Pilot Navigation SIDs, there will always be a transition to which the pilot must navigate. It will be indicated in the flight plan. For example, if the pilot files the Rockies Departure out of Denver International (KDEN) and the Dove Creek (DVC) transition, the flight plan route will indicate this: ROCKI7 DVC. The Plains Departure and Goodland (GLD) transition would look like PLAIN4 GLD. With radar vectored SIDs, such as the Denver Five Departure out of KDEN, the flight plan route might indicate DEN5 DVC, but this just means the pilot will fly the instructions on the Denver Five Departure, 13

14 but will expect vectors to the DVC VOR. Any fix on an SID can be considered a transition. So, while most clearances on the PLAINS departure out of Denver International Airport (DEN) will involve the Hayes Center, McCook, Goodland, or Garden City VORs, a point along any of those routes, such as the Akron VOR or CABET, can also be considered a transition. Routes often conclude with a STAR a Standard Terminal Arrival Route which is similar to an SID except that it it allows the aircraft to transition from the en-route environment to the terminal, or approach and tower, environment. All STARs are charted and will require the pilot to fly a predetermined route before receiving radar vectors to an approach to the runway. Many LOAs specify a STAR requirement for aircraft departing our ARTCC and entering theirs. For instance, our LOA with Los Angeles requires us to route aircraft onto their RIIVR STAR into Los Angeles International (LAX). A Altitude Altitude assignment is a very important part of working Clearance Delivery. To assist with preventing aircraft from colliding, which is the primary goal of ATC, cruise altitudes have been allocated based on an aircraft's magnetic course. Controllers know this rule as the NEODD-SWEVEN (Nee-odd Swee-ven) rule. In other words, North and East ODD, and South and West EVEN. This means that aircraft on a magnetic course of 000 through 179 must be assigned altitudes that are odd thousands. For example, 3,000; 5,000; FL310; FL330; etc. Aircraft on a magnetic course of 180 through 359 must be assigned altitudes that are even thousands at intervals of 2,000 feet. For example, 4,000; 6,000; FL320; FL340; etc. This rule is in effect between the altitudes of 3,000 feet MSL and FL410. (FL denotes a Flight Level, which in the United States is any altitude above and including FL180, or 18,000 feet MSL). Above FL410, the NEODD-SWEVEN rule no longer applies. Table 2.1 Altitude Assignments Above FL410 SOURCE: FAA ORDER JO TABLE Aircraft Operating On course (degrees magnetic) Assign Examples Above FL410 0 to to 359 Odd cardinal flight levels at intervals of 4,000 feet beginning with FL 450 Odd cardinal flight levels at intervals of 4,000 feet beginning with FL430 FL450, FL490, FL530 FL430, FL470, FL510 The maximum altitude an IFR aircraft can file is FL600. Above FL600, we don't really know what goes on up there, but we can tell you that Class A airspace ends there. F Frequency A departure frequency is mandated by the T in any IFR clearance. This is the frequency of the controller who will provide radar services to the pilot after takeoff. In most cases this will be Departure Control, however it will sometimes be Denver Center. Note that the Approach Control and Departure Control callsigns are interchangeable; therefore, when DEN_APP is online, it is also providing Departure Control services and should be called Denver Departure by pilots.. On VATSIM, sometimes there are not any controllers online who can provide radar services. In this case, the departure frequency is UNICOM (122.8). 14

15 T Transponder A transponder code is necessary to allow radar systems to acquire all flight plan data for a particular aircraft. When an aircraft departs, the transponder code will allow the radar system to identify the flight plan, and display important information about the flight to the controller, including the destination, filed cruise altitude, aircraft type, and more. Image 2.4 Flight Strip #1 Section 2.5: Issuing IFR Clearances Let's take all of the knowledge of CRAFT to formulate a few IFR clearances. In this example, we're given a flight plan for N651PB, a Pilatus PC12 aircraft that is filed from Centennial Airport (KAPA) in Colorado to the Monterrey Airport (KMRY) in California. The route, as you can see, is ROCKI7 DBL KROST OAL SNS. The filed altitude is FL240. All altitudes on flight strips will be in flight level format, even though we don't necessarily call each altitude a flight level on the radio. (Remember, we call altitudes at and above 18,000 feet MSL a flight level.) C Clearance Limit We've already established that in almost every IFR clearance delivery, the clearance limit will be the destination airport. So there we have it. The clearance limit will be the Monterey Airport (MRY). Be sure to specify airport, not just Monterey, in the clearance when the clearance limit will be an airport. Cleared to Monterey Airport;... R Route The SID and transition is going to be the Rockies Seven Departure and Red Table (DBL) Transition. After crossing Red Table (DBL), the aircraft is filed to proceed direct to the GPS intersection KROST, then direct Coaldale (OAL), then direct Salinas (SNS), then direct to the Monterey Airport (MRY). There are two ways this can be addressed: 1.) The first method is to state the route using a full route clearance. A full route clearance would sound like...rockies Seven Departure, Red Table Transition, direct KROST, direct Coaldale, direct Salinas, direct. Note an additional direct is added at the end of Salinas to indicate the aircraft should proceed direct to the filed arrival airport after passing over Salinas. That is very important. 2.) The second method is to use an abbreviated route clearance. The only part of the route that needs to be explicitly stated is the SID and transition. The abbreviated route clearance would sound like,... Rockies Seven Departure, Red Table transition, then as filed. Note then as filed. This is said with the assumption that the rest of the route (direct KROST, direct Coaldale, direct Salinas, direct) is correct. If amendments need to be made, there are ways to handle them, which we'll talk about later. 15

16 If a pilot explicitly requests a full route clearance, or a series of changes were made to the flight plan, then you must say the full route clearance. Otherwise, use the abbreviated format. Filing an SID is a preferred method of flight planning when they are available. If a pilot advises you that he or she cannot fly an SID, or you notice NO CHARTS in the remarks section of the flight plan, coordinate radar vectors to the first fix on the route with the radar controller working your airport. When there is no radar controller online for your airport, clear the aircraft to its destination as filed. If and only if the filed route does not begin with an SID, and this route is acceptable per an LOA or prior coordination, then you can simply say as filed in the clearance: Cleared to Example Airport as filed... A Altitude The filed cruise altitude is FL240. There is one condition on issuing altitudes, however, and that is a requirement by each airport's Standard Operating Procedures (SOPs) to assign either all or a certain type of IFR aircraft an initial altitude. An initial altitude protects the aircraft from other departing traffic from other airports, and it provides another safeguard for the approach controller, who may be allowing aircraft to fly over or near the departure path of your airport at the close-proximity altitude separation minimum for that airspace. For each airport you work, you'll have to check its SOP to determine what its IFR initial altitude is. In this case, since the aircraft is departing Centennial, we look for the initial altitude in the Centennial Tower SOP. The SOP states the initial altitude for all IFR departures is 8,000 feet. Since the pilot filed for FL240, he'll be expecting to be cleared to that altitude relatively soon after taking off, and a statement to confirm that expectation is indeed part of the altitude clearance. The altitude clearance for this aircraft would be:...maintain 8,000. Expect FL240 one zero minutes after departure. We say maintain instead of climb and maintain in the IFR clearance. There is a technical reason behind that phraseology, but for now we'll keep it simple and just tell you to say maintain. Do not say climb and maintain. F Frequency The departure frequency for the Centennial Airport is going to be either Denver Departure, Denver Approach, or Denver Center. There are several different sectors of Denver Departure and/or Denver Approach that could be open at any given time, and before signing on to your Clearance Delivery position, it's important to check with other online controllers to determine which one controls Centennial departures. If neither Denver Departure nor Denver Approach are online, Denver Center is your next option. If Center is not online, then the departure frequency is UNICOM on In this situation, we'll say the departure frequency is 126.1, which is the frequency for Denver Departure. This part of the clearance would be:...departure frequency T Transponder Note the assigned transponder or squawk code is currently (The top box in the second column of the flight strip tells you the assigned transponder code.) Each airport has its own set of squawk codes that can be assigned. Like initial altitudes, they are specified in each airport's SOP. There is a file you loaded into your radar client when you first set it up called the position or POF file. It already contains code to tell the client what range of squawk codes to assign when you tell the client to do so. To have your radar client assign the squawk code, which is almost always the best method, press 16

17 F9 and your aircraft select key, or open the Flight Plan Editor Window and click Assign Squawk. Image 2.5 How to Automatically Assign a Squawk Code The squawk code will reflect in both the Flight Plan Editor Window and the flight strip in the Flight Strip Bay. The transponder code assignment part of this clearance would sound like:...squawk Note this is said without group form, but may be re-stated in group form for extra clarity at your discretion. Here are the conditions for our clearance: 1.) You are working Centennial Clearance Delivery. 2.) We'll use an abbreviated route clearance. 3.) The departure frequency is Example 2.2 IFR Clearance Based on Section 2.5 N651PB, cleared to Monterey Airport; Rockies Seven Departure, Red Table Transition, then as filed. Maintain 8,000. Expect FL240 one-zero minutes after departure. Departure frequency Squawk Listen carefully for the correct readback, then state N651PB, readback correct. Section 2.6: Advanced IFR Clearances All of the knowledge you've since attained will be tested in your S1 Initial Training. Let's cover some more scenarios. Again using Centennial Airport (APA) as the departure airport, here are some more IFR flight plans. Image 2.6 IFR Clearance Example #2 17

18 In this situation, we see a small, yet common, problem. There is no SID filed at the beginning of the flight plan. The time to address this is when the pilot initially calls up for a clearance. In the real world, controllers can append an SID at the beginning of the flight plan without asking, but since this is VATSIM where pilots don't carry the entire terminal procedures publication with them when flying, we have to verify that they can fly the SID first. Example 2.3 Dialogue Between Pilot and Controller to Arrange SID Pilot: Centennial Clearance Delivery, N211PF requesting IFR clearance to Grand Junction. Controller: N211PF, Centennial Clearance Delivery, can you accept the Rockies Seven Departure? Pilot: Affirmative, N211PF. Controller: Roger...(continues with reading of IFR clearance). Pilot: (reads back clearance) Controller: N211PF, readback correct. If the pilot was unable to comply with the request, he would have advised you that he was unable to fly the Rockies Seven Departure. In this case, simply write NO SID in the remarks section of the flight plan. Tower will have to coordinate with Departure Control to ensure the departure controller understands this, too. NEVER put up an attitude with a pilot who is unable to fly an SID or STAR. Also note that if NO SID is already in the remarks when you open the flight plan, the pilot is already saying he is unable to fly SIDs. Image 2.7 IFR Flight Plan with Invalid Altitude What about altitude problems? How do you come to the realization that FL360 is invalid for a flight from Centennial, CO to Midland, TX? It's all about geography. Since Texas (where Midland is located) is southeast of Colorado, the aircraft will have to fly a southeasterly course, therefore requiring an odd altitude. The solution is very simple. Just ask the pilot whether he would like the next available lower altitude, FL350, or the next available higher altitude, FL370. If the pilot is not new (you will be able to tell this after a few hours of working on this network), this is a situation in which you don't necessarily have to ask. You can simply assign the new altitude in the IFR clearance. The most important thing about working Clearance Delivery is to be: 1.) Vigilant for flight plan errors especially SIDs and altitudes. Pilots will not always file the correct SID. On the same token, they may also be misfiled transitions. There may also be altitude issues with the flight plan, such as non-compliance with NEODD-SWEVEN, which is a serious problem for IFR flights. 2.) Willing to work with the pilot and your fellow controllers to come up with a solution. Not all pilots will want to fly preferred routing, and some may make suggestions that would make their routes less efficient. While you can certainly offer suggestions, you're not ever able to deny anyone their VATSIM-given right to fly, nor their ability to choose their route. 18

19 Example 2.4 Dialogue Between Pilot and ATC BASED ON FLIGHT PLAN IN IMAGE 2.7. Pilot: Centennial Clearance Delivery, ExecJet 920 requesting IFR clearance to Midland. Controller: ExecJet 920, Centennial Clearance Delivery, can you accept FL350 or FL370? Pilot: Requesting FL370, ExecJet 920. Controller: Roger. Cleared to Midland Airport; Pikes Four Departure, Pueblo Transition, then as filed. Maintain 8,000. Expect FL minutes after departure. Departure frequency Squawk Pilot: Cleared to Midland Airport; Pikes Four Departure, Pueblo Transition, then as filed. Maintain 8,000. Expect FL370 one-zero minutes after departure. Departure frequency Squawk ExecJet 920. Controller: ExecJet 920, readback correct. Always be sure to make the appropriate amendments in the actual flight plan before reading them on the radio to the pilot. There's nothing more embarrassing then telling the pilot to fly something other than what is indicated in his flight plan, especially when it comes to the need for other controllers to handle that aircraft later on in the flight; they will soon realize there was a mistake at the clearance delivery level. You will be trained on the handling of other Clearance Delivery situations during training, since the intention of this guide is not to review every potential scenario. Although with these steps in mind, you're going to be heading into your initial Clearance Delivery training with a very thorough background in this area, which is going to allow you to get that S1 rating sooner than you probably thought possible. During S1 Initial Training, you'll need to be familiar with the following: 1.) The VATUSA Training Resource Center. 2.) How to operate the basic functions of Virtual Radar Client (VRC). See the VRC Setup video on the ZDV Training Department Resources page. 3.) Where to find the SOP for any ZDV airport. 4.) LOAs between ZDV and our bordering ARTCCs including Los Angeles (ZLA), Salt Lake City (ZLC), Minneapolis (ZMP), Kansas City (ZKC), and Albuquerque (ZAB). Section 2.7: VFR Clearances The number one rule when handling VFR flights is not to freak out when you see them. VFR is the simplest type of flight plan to handle as a controller. At all minor airports in ZDV except Colorado Springs Airport (COS), Clearance Delivery does not provide a VFR clearance, despite what some pilots may think. (Some VATSIM pilots believe they need a VFR clearance when they do not, and this often confuses controllers. Don't let them confuse you.) A VFR pilot will usually call you for one of two things: Taxi to the active runway for pattern work, or taxi to the active runway for a departure in a cardinal or intermediate direction (N, S, E, W, NE, NW, SE, or SW) or to a certain airport. All you need to do is issue the aircraft a taxi instruction. See Chapter 3 of this guide. 19

20 The following information applies to the Colorado Springs Airport (COS): Because the Colorado Springs Airport (COS) is within Class C airspace, radar controllers for COS have positive control of VFR aircraft, meaning they may issue altitude restrictions and heading assignments until the aircraft is outside of the Class C. VFR clearances are required at this airport. A VFR clearance entails the CRAFT acronym except for the first two letters C for clearance limit and R for route. This means that an altitude, departure frequency, and transponder code must be assigned for VFR aircraft departing COS. Here's an example: Example 2.5 VFR Clearance at Colorado Springs Airport (COS) Pilot: Springs Clearance Delivery, Cessna 1234 requesting VFR clearance to the east. Controller: Cessna 1234, maintain VFR at or below 9,000. Departure frequency Squawk Pilot: Maintain VFR at or below 9,000. Departure frequency Squawk Cessna Controller: Cessna 1234, readback correct. Chapter 3: Ground Control Section 3.1: Airport Diagrams and Movement (and Non-Movement) Areas Airport Diagrams (ADs) are publications used by pilots to assist them with moving about the airport surface and identifying their orientation with reference to runways when in the air. ADs published by AeroNav are free at aeronav.faa.gov. ZDV's Sector Datastore program also contains available ADs for our ARTCC's airports. Think of them as road maps for airports. A movement area, by definition, includes the runways, taxiways, and other areas of an airport/heliport which are utilized for taxiing/hover taxiing, air taxiing, takeoff, and landing of aircraft, exclusive of loading ramps and parking areas. At those airports/heliports with a tower, specific approval for entry onto the movement area must be obtained from ATC. Movement areas are controlled by Ground Control or Local Control. They include all runways and most taxiways, but they exclude parking ramps at all ZDV airports. As Ground Control, you are responsible for all taxiways and inactive runways. As a Local Control, which is called Tower by pilots, you will be responsible for all active runways. This is the same at all airports in the United States. When working Ground Control, always have your Airport Diagram in front of you. Section 3.2: Basic Taxi Instructions Your goal as a ground controller is to get aircraft from Point A to Point B safely and efficiently. To do this, aircraft use taxiways to get to those points. Taxiways are just like roads for aircraft. FOR THE FOLLOWING EXAMPLES, USE THE LATEST CENTENNIAL AIRPORT (KAPA) AIRPORT DIAGRAM, AVAILABLE AT AERONAV.FAA.GOV. CLICK ON FREE PRODUCTS, THEN THE D-TPP LINK, AND SEARCH FOR APA. To get an aircraft from a parking location to a runway, use the following phraseology: 20

21 Example 3.1 Taxi Phraseology SOURCE: FAA ORDER JO T Pilot: Centennial Ground, N123 at the Delta Ramp, ready for taxi. Controller: N123, Centennial Ground, Runway 17L, taxi via Alpha. The format for taxi phraseology for outbound aircraft (those going from parking to a runway for takeoff) is always [Runway Number], taxi via [taxiway route]. Let's say you have a taxiway route that requires the use of more than one taxiway. Simply append the next taxiway(s) after the first one. For example, Runway #, taxi via Alpha, Bravo, Charlie. You may also say Runway #, taxi via Taxiway Alpha, Taxiway Bravo, and Taxiway Charlie, or really any other plain-language variation of that as long as the runway number is stated first, and taxi via is stated next. The phraseology Taxi to... was deprecated by the FAA in 2010 and is no longer acceptable except for aircraft that need to taxi to parking. Example 3.2 Taxi to Parking Phraseology SOURCE: FAA ORDER JO T Pilot: Centennial Ground, N123 clear of Runway 17L on Alpha Four, request taxi to the Alpha Ramp. Controller: N123, Centennial Ground, taxi to the Alpha Ramp via Alpha. Progressive taxi is a service provided by Ground Control to aid pilots who are unfamiliar or uncomfortable with the airport, and it ensures they follow the correct taxiway route by using plain language. An example would be N123, Runway #, taxi via left turn on Taxiway Alpha, then turn right on Taxiway Bravo. On long taxiway routes, the instructions may be issued separately, such that the controller may wait until the aircraft is on Taxiway Alpha before telling the pilot to turn right onto Taxiway Bravo. You may need to use progressive taxi instructions even when a pilot does not request it if you are aware the pilot is new to the network. Use your discretion to assist pilots in times of their confusion whenever possible. In these instances, use plain language to ensure the pilots can understand your message completely. Section 3.3: Taxi Routes Involving the Need to Cross Runways FOR THE FOLLOWING EXAMPLES, USE THE LATEST RAPID CITY AIRPORT (KRAP) AIRPORT DIAGRAM, AVAILABLE AT AERONAV.FAA.GOV. CLICK ON FREE PRODUCTS, THEN THE D-TPP LINK, AND SEARCH FOR RAP. At certain airports within this ARTCC, you will need to issue taxi instructions with taxi routes that cross runways. Whenever such routes are issued, a clearance to either cross the runway or hold short of the runway is required. Let's look at the Rapid City Airport (RAP) for an example. Let's say you have SKW6217 at the airline terminal parking, which is located off of Taxiway T1 and T2. Let's say that Runway 23 is the active departure runway. To get to Runway 23, SKW6217 will need to taxi via T1, A, and B. Notice that Runway 14/32 intersects with Taxiway B. This means the aircraft must be given either a hold short instruction or a crossing instruction in his taxi instructions. 21