Advanced ATC techniques Part 1

for online controllers & pilots

Topics well be covering

Flow control, sequencing & radar vectoring. Creative methods to separate aircraft, when you think theres just no way! using maintains or requirements. Fundamental procedural en-route separation. Procedural / non-radar tower separation basics. Tower & runway separation tips. Alternative aircraft route planning - for increased realism, enjoyment & challenges, for pilots & controllers. Common online misconceptions tweaking the realism of radio communications, for pilots & controllers. Question time.

Disclaimer ~ words of warning ~ dont try this in real life, even with strict supervision!
All rules, suggestions, methodology & separation standards etc are specifically for online aviation simulation only. They have been modified &/or simplified for the online environment & are not to be used in the real world under any circumstances.

Flow control & sequencing

Normally initiated by the Centre controller Enter a standard 2 minute holding pattern (either published or unpublished) = 6 minute delay Make one left or right hand orbit (used more for light aircraft than for jets) = 2 minute delay Speed control Radar vectors

Speed control for sequencing

Most common: 30 knot speed differential for descent phase, issued if possible whilst still on cruise (assuming 300k descent is the norm. for jets) For sequencing, make your speed not above 270k IAS on descent, or For sequencing, make your speed not below 330k IAS on descent, or For sequencing, make your speed 320k IAS til 20nm, or For sequencing, make your speed 250k IAS on descent etc.

A 30k differential for the entire descent will result in approximately 6 nm difference for a jet following a jet, or 12 nm difference for a turboprop following a turboprop.

Speed control for separation

Most common: 10% speed differential for climb (eg. 30 knots, assuming 300k climb is the norm. for jets) The leading aircraft receives Climb not below 300k IAS & the following aircraft receives Climb not above 270k IAS. If issued as a procedural / non-radar clearance, the following aircraft must depart >=2 min later. NB: The following aircraft should always be assigned a higher level than the leading aircraft.

Speed control turboprop & other high performance aircraft

30k differential can still be applied. Climb & descent speeds vary, if in doubt ask the pilot Please advise climbing (or descending) indicated airspeed. As a rule of thumb you could expect climb to be approximately 160k IAS & descent to be approximately 200k IAS.

Speed control points to remember

On climb, it is more desirable to issue a slower speed as a restriction (because faster speeds are eventually limited by aircraft performance). On descent, faster or slower is ok, but remember to issue speed reductions as early as possible, preferably well before top of descent. Unplanned speed reductions can result in an aircraft becoming too high on approach.

Radar vectoring
On departure For sequencing For separation For combined sequencing & separation

Radar vectoring on departure

Slower preceding aircraft. Faster following aircraft. Departing aircraft is on a crossing or conflicting SID or route, with another aircraft, which is already airborne.

Slower preceding aircraft (assuming the SID will not provide separation)

Original track of both a Dash 8 and a Jet.

Tower advises App/Dep: Releasing TQQ (Dash 8), followed by QF455 (Jet).
App/Dep advises tower: TQQ Cancel SID, turn right heading 220, unrestricted. QF455 unrestricted.

or faster following aircraft (assuming the SID will not provide separation)
on leaving A050 or after QF232 has overtaken TQV, issue a further vector &/or instruction to track direct for resumption of own navigation. Original track of both a Dash 8 and a Jet.

Tower advises App/Dep: Releasing TQV (Dash 8), followed by QF232 (Jet).
App/Dep advises tower: TQV maintain A040. QF232 cancel SID, turn right heading 030, unrestricted.

Departing aircraft will conflict with other traffic which is already airborne how to facilitate easy climb for the jet

after vertical (on leaving A090) or lateral (has overtaken) separation has been achieved, issue a further vector &/or instruction to track direct for resumption of own navigation. Original track of the airborne aircraft (VH-MWK) at A080, & of the next departing aircraft.

Tower advises App/Dep: Releasing QF592. App/Dep advises tower: QF592 cancel SID, turn right heading 090, maintain A070.

 Dont forget that further radar vectoring &/or track directions will be required, until the controller establishes the aircraft back on track. The word unrestricted (at the end of any radar departure clearance) is in place of any altitude restriction the App/Dep controller may want the tower controller to issue to the aircraft. If unrestricted is used on its own, then it simply means that no SID track or altitude restrictions are required by the App/Dep controller.

Radar vectoring for sequencing

Far more common than holding patterns or orbits & can be used for professionally fine tuning an arrivals sequence.

Position 60nm southwest of Sydney, cancel radar heading & track direct to the Sydney VOR (or intercept the localiser etc) Turn right heading 080 (or cancel radar heading & track direct to RIVET planned route etc)

For sequencing, turn left heading 360

Radar vectoring for sequencing & separation

In addition to helping your sequence work, vectoring in the arrivals or descent phase can also help to facilitate the descent of a faster following aircraft - eg. jet following a turboprop. Radar vectoring can be efficient, professional & can often provide the controller with an easy solution to a traffic problem. The minimum radar separation distance is 5nm.

Off your present heading, make a pilot intercept of the localiser or other appropriate instruction to re-gain track.

Slower aircraft maintains planned route

Faster aircraft for track shortening & to facilitate descent, turn left heading 320

No delay in descent for the jet happy pilot! Track shortening for the jet happy pilot! Probably no delay for the turboprop happy pilot! Sequence & separation easily achieved ecstatic controller!

Creative methods of separation ~ using altitude maintains

Bushtown
QFA001 descending from FL280

Bigsmoke VH-TQP taxying, requesting climb to FL190

TQP can receive a clearance upon receiving his departure report, climb & maintain A080. QFA001 could be given a level that would be in keeping with the descent profile at this crossing point eg. descend & maintain FL120. This allows for fine tuning to either aircrafts level restriction, as they become closer.

Creative methods of separation ~ using climb & descent requirements

Distance to/from appropriate fix = Bushtown 55nm (which allows QFA001 a 10nm radar descending tolerance from the Distance to/from from FL280 conflicting track) appropriate fix = 40nm (which allows a 10nm radar TQP can receive a clearance upon tolerance from receiving his departure report, conflicting track) climb & maintain F190, requirement

Bigsmoke VH-TQP taxying, requesting climb to FL190

reach A100 by 55DME/GPS Bushtown. QFA001 would be given normal descent with an added requirement eg. descend & maintain A070, requirement reach A090 by 40DME/INS Bigsmoke. If later there eventuates to be no confliction, then cancel requirement to reach XXX by XXX could be issued.

How to control online procedurally, when simulating outside radar coverage

& thats a big chunk of Australia with no radar!

Current radar coverage areas.

Fundamental procedural en-route separation.

Vertical 1,000 feet. Longitudinal time or distance. Lateral using allowable track tolerance. Opposite direction aircraft available options for definite passing.

Longitudinal (same or near same route)

10 mins (recorded over previous fix, & based on ETA for next fix). 20nm by DME, or 50nm by RNAV, INS, GPS etc. No closing* (ie. must be same airspeed, or slower aircraft following)! *However, closing is ok if some other form of separation is achieved before the above standards are infringed.

Lateral (crossing routes)

Broadly speaking, a 50nm RNAV OCA (30nm CTA) tolerance can be applied either side of each aircrafts track.

Application of the 15nm RNAV lateral separation standard

Brisbane
Multiple crossing aircraft at F300, F310 & F320. 50nm Nandi

50nm FJI914 requests climb from F290 to F370. Sydney FJI914 climb to F370, requirement reach F330 by 400nm Sydney.

Auckland

 alternatively, 15 minutes at the crossing point may be used

Brisbane
Multiple crossing aircraft at F300, F310 & F320. Nandi

FJI914 estimates this crossing point at time 0355 Z

NB: If FJI914s estimate is at least 15mins earlier than the first crossing a/c, or >=15mins after the last crossing a/c, then no separation conflict exists.

Sydney

FJI914 requests climb from F290 to F370. FJI914 climb to F370, requirement reach F330 by time 0340 (time 0355 minus 15min).

Auckland

Opposite direction aircraft ~ sight & passing

Vertical separation must have already been established. Can setup a sight & passing, whereby both aircraft are asked to Report sighting & passing opposite direction (eg.) B737 1,000 feet above / below ... estimated time of passing 0452, or estimated passing at 74 DME Sydney. Both aircraft must report sighting & passing each other.

Opposite direction aircraft ~ definite passing (no sighting)

10 minutes have lapsed since the estimated time of passing. Reports indicate that the aircraft have passed & at least 10nm (or 50nm RNAV) exists between both aircraft (& is increasing). Reports with reference to a prominent topographical feature or navaid, indicate that the aircraft have passed.

Opposite direction aircraft ~ separation in advance.

Vertical separation must be established by at least 10 minutes prior to the ATC estimated time of passing (there is no other way)!
QFA36 maintaining F310, requesting F350 (g/s = 540k). QFA36 climb to F350, requirement reach F330 by time 0937 (time 0947 minus 10min).

ATC calculates ETP = 0947 Z

ANZ123 maintaining F320 (g/s = 380k).

Procedural tower & non-radar lateral track separation techniques

VORs, NDBs & DMEs all have equipment & pilot error which must be taken into consideration. With all tolerances taken into account, a minimum of 1nm separation must then exist between the possible positions of all aircraft involved. However, one simplified rule of thumb can be used.

TJO issued amended clearance outbound on 015 VOR radial / track. (ie. 20 degree difference to AMRs track)

Hot Tip! Basic lat sep point of 11 DME, for tracks 20 degrees apart (0 to FL150) AMR inbound on 035 or 16 DME VOR radial / track (up to FL600)

20

Either a/c at or outside of 11nm = separated

Both a/c inside of 11nm = not separated TJO is taxying, with a planned outbound track also on the 035 radial Once TJO is vertically separated above AMR (ie. periodically check TJO & AMR report in turn present level), TJO may then be issued with a right turn to intercept track, or track direct to the next enroute fix.

Additional considerations
There may be situations where the descending a/c may need to be issued with a requirement to reach a level below the climbing a/c, if it is not guaranteed that that both a/c will pass outside of 11 DME. Alternatively, you may need to initially use vertical separation (delaying climb & descent briefly for both a/c), until the outbound a/c has passed outside 11 DME.

So, how were you separating those?

RADAR: Easier to justify - its nearly always the subjective call of the controller, based on an upto-date & accurate visionary picture (generally only involving basic separation standards). PROCEDURAL / NON RADAR: If someone were to ask you How were you separating those aircraft?, then I thought theyd most probably miss is kind of not really sufficient you should always have some kind of specific separation standard applied.

Tower / runway separation tips

At the capital city primary airports (Sydney, Brisbane, Melbourne etc), remember the tower owns no airspace! It all belongs to App/Dep. The tower owns just the runways & taxiways. Towers at some airports however, such as Canberra & Coolangatta for example, do own a small amount of airspace encompassing basically just the circuit area. Towers at GAAP airports (Bankstown, Moorabbin etc) own the airspace within their own small control zone.

 If your landing a/c is at least 5nm from touchdown, then you can safely clear an aircraft for takeoff (if it has reported ready & is at the holding point). Dont be afraid to use immediate or expedite if youre becoming uncomfortable with your decision. You may clear an a/c to land, even if the preceding a/c is still on the runway, providing you are certain no collision risk exists (ie. sufficient distance exists, no backtracking required etc.)

 Tower controllers should try to minimise the use of the phrase Go round, as pilots prefer the use of other phrases such as Clear to land. Dont forget though, Go round is a legitimate form of separation & must be used if necessary. If an a/c goes round, you must issue a clearance. Typically, Maintain runway heading, maintain A030, & this must eventually be coordinated with, or originate from the App/Dep controller for relay to the a/c. The a/c should then be handed off & told to contact App/Dep again, as if it were departing.

 On approach, an absolute minimum of 6nm should exist between consecutive aircraft. For sequencing though, 10 to 15nm is suggested between all arrivals.

Leading departing Following Time or distance aircraft departing aircraft requirement Heavy (& B757*) Heavy 1 min 4 nm Heavy (& B757*) Medium (& B767*) 2 min 5 nm Medium Medium/Small Med 0 n/a

Medium Small medium

Light Light

2 min 0

5 nm n/a

Examples of aircraft types Heavy B747, B767* Medium B737, B727, B757* Small Medium Dash 8, Learjet Light C172, BE350

Caution re presentation content:

Please bear in mind that this presentation grossly over-summarises all the real life separation standards & rules. There are many many more rules, hence the real ATC course being over 12 months, amazingly not just 50 minutes! Naturally then, application of the previous standards would at times be not legally correct, & are just a general guideline for online controllers.

Alternative route planning for realism

Pilots, instead of flying just the main trunk routes feel free to be super imaginative & fly some obscure crossing routes as well. ie. Instead of SY-ML, ML-SY etc., try WOLWM, MB-BDG, BTH-CB, PID-AY etc etc. These can generally all be flown in a Learjet if you still want the speed, or try a BE350 etc. If CENTRE is active over your airport, then you can still experience the realism of a full ATC service even more so, because of the complexity presented to ATC.

From the controllers point of view

WM

PKS

BTH SY

AD GTH WOL

AY
BDG HOT MB PID

CB

NW

ML

 Common online misconceptions (reality tuning)

No need to say callsign twice, just once at the start or finish of each call is fine. No need to ask for a shutdown clearance, but its often helpful to report parked & shutting down. Preliminary call to ATC is really only needed if ATC may not be expecting your call (& is a non-routine call). If you dont have the SID/STAR or full charts, thats no problem - however please add that comment in the remarks of your flight plan. If your airways clearance is to F330, then that is your cleared level. The App/Dep controller may not always require an initial low altitude restriction, such as A050. Controllers, no need to say readback correct.

Dont forget that above all, in Real Life & VATSIM, Air Traffic Controllers are all kind hearted individuals who are very willing to offer assistance whenever possible (just like pilots really)

What weve covered

Flow control, sequencing & radar vectoring.* Creative methods to separate aircraft, when you think theres just no way! using maintains or requirements. Fundamental procedural en-route separation. Procedural / non-radar tower separation basics. Tower & runway separation tips. Alternative aircraft route planning - for increased realism, enjoyment & challenges, for pilots & controllers. Tweaking the realism of radio communications, for pilots & controllers (& that were all good blokes).

Questions ???

eMail: john@timg.com.au