Advanced ATC techniques Part 3

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Advanced ATC techniquesPart 3

• for online controllers pilots

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Topics well be covering

• Specific phraseology regarding radar
  identification.
• Coordination with adjoining sectors.
• Unwrapping the KFC recipe.
• Alternative routes for pilots ?.
• Question time.

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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.

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Specific phraseology regarding radar
identification

• Currently in our radar clients, we need to
  simulate radar coverage.
• The introduction of widespread ADSB (pseudo radar
  via GPS), will increase coverage dramatically.
• Either way, aircraft still need to be identified
  after becoming airborne.

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Australian radar coverage
Current radar coverage areas (at F330). ADSB
coverage not shown
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• Interpolations are easily done, to simulate
  advise an aircraft when they are fading from, or
  entering radar coverage.

F330 above
Inside radar coverage
F180
Outside / belowradar coverage
A080
250 nm
135 nm
60 nm
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• When identifying an aircraft, you only need to
  advise the pilot that they are now identified (as
  well as altitude verification if no altitude was
  just advised by the pilot).
• If the aircraft does not appear on radar at the
  point where you would reasonably expect it to,
  then you should also advise the pilot of the
  radar paint position, so that the pilot can cross
  check this along with a request for
  acknowledgment of the discrepancy intentions.
• Examples TQQ, identified.
• TQQ, identified, verify level.
• TQQ, identified, position 46nm NE of NAR 20nm
  left of track, advise?.
• If a ground reference is needed to be given,
  always use a geographical point that is relative
  to the pilot the aircraft track.
• The phrase identification terminated is used
  when an aircraft fades from radar, or leaves
  radar coverage.
• The phrase control service terminated is used
  when the aircraft leaves controlled airspace
  (whilst still on radar), even though you will
  continue to provide a DTI (directed traffic
  information) service to ground level.

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• When cancelling or terminating a radar vector,
  the following information is required to be given
  to the pilot
• RON (resume own navigation).
• Current position.
• Heading instruction to intercept a planned or
  amended track, or clearance to track direct to a
  fix.
• Altitude or level.
• YMA257, resume own navigation, position 8nm left
  of track, turn right heading 220 for a pilot
  intercept of the 195 radial from the SY omni,
  thence via planned route, climb maintain
  FL280.
• JET326, resume own navigation, position 145nm
  WSW of RIVET, re-cleared direct to RIVET, planned
  route, when ready descend to FL210.

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Advance / prior coordination requirements between
adjoining sectors

• When an aircraft taxies at an airport in close
  proximity to an adjoining sector, will enter
  (or transit very close to) that sector within a
  short time of departure.
• When an aircraft is inbound to an airport in very
  close proximity to an adjoining sector.
• When an aircraft is on a non-standard route that
  is likely to conflict with other routes.
• When an aircraft is at a non-standard level.
• When an aircraft is nearing the sector boundary
  requests, or is to be issued with, a level or
  route change.
• When an aircraft has just crossed into your
  sector (outside radar coverage) within the last
  10min requests, or is to be issued with a level
  or route change.

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What are the time distance criteria for prior
coordination?

• When lt 15min exists prior to the next sector
  boundary (applicable to aircraft that are not
  already well established on radar).
• When lt 50nm exists prior to the next sector
  boundary (as long as the aircraft is already well
  established on radar).
• Prior coordination is not required where it could
  be clearly demonstrated that it would not
  normally be required (ie. CTR to APP under normal
  circumstances, or CTR to CTR for a ML to SY
  flight).
• NB Observance of no traffic in the adjoining
  sector is not grounds to avoid prior
  coordination, because you may not be aware of
  their entire traffic situation!

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Coordination examples

• VHFKA (F28) is taxying COM for SY ...
• 'Taxying FKA Cooma for Sydney, requesting FL190
  (gt 50nm, but less than 15min).
• QFA1 already cruising en-route (off radar), but
  is requesting a level change within 15 min prior
  to the next sector boundary.
• QFA1 requesting FL360'. Concurrence is simply
  the accepted ATC phraseology for 'if you agree'.
  If the next sector agrees, the response would be
  Concur F360 QFA1.

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• In the case of a route change (either left or
  right of track, or direct track to a future fix),
  advance coordination is always required (even
  where gt15min or gt50nm exists), if this route
  variation would have the aircraft not back on
  their planned route prior to reaching the next
  sector boundary.
• VHSLJ is climbing out of Benalla en-route to
  Sydney. The SNO controller needs to take SLJ left
  of track to facilitate unrestricted climb because
  of crossing traffic.
• SNO calls BIK with additional coordination SLJ
  will be initially left of track with your
  concurrence, then DCT CULIN when clear of my
  traffic. BIK might respond with SLJ maintain
  FL250, no lateral restrictions (due to his own
  traffic).

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• VHTQO (Dash8) is en-route from Canberra to Echuca.

BIK calls SNO 53nm NE of AY is TQO, do you have
any restrictions or requirements? SNO might
respond TQO,I have no restrictions at or on
descent from FL200, no requirements on frequency.
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Unwrapping the KFC recipe!

• Primary objective is to have aircraft depart at
  specific pre-calculated times, in order to create
  ATC conflictions.
• Have to plan this in 3 dimensions. We look at the
  lateral crossing point and the vertical profiles.
• We need a 3D crossing point, not just a 2D
  crossing point will generally look at a 2, 3 or
  4 way confliction.
• Lock in the 1st flight (aircraft, departure time,
  altitude route). Use this as the basis for the
  first set of confliction scenarios.
• We will be building multiple confliction
  scenarios. Often, the one aircraft route may be
  used for further conflictions within the one
  flight!

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• The pilot flight schedule always showstaxi
  times.
• Once we calculate a departure time, we subtract a
  standard 10min to achieve the published taxi
  time.
• To calculate backwards from the crossing point,
  we typically use the following figures (depending
  on stage of flight)
• 5 to 8nm / min for jets 2.5 to 4nm / min for
  turbo props.
• 1,500 to 2,500 fpm for jets turbo props.
• ETA parked is ETA plus 15min.

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YSTW
JET Dep 1039 12min 1027Taxi - 10min 1017
YCFS
T/PROPDep 1000Taxi - 10min 0950
58nm 12min
Expect FL220 at crossing point
154nm 39min
Ie. Planned cruiseat FL200
ETA1039
YMDG
YSSY
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The flight board / schedule
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KFCs ?
Keechs Frazzling Conflicts

• Pilots
• the wonderfully fun effects of planning on
  alternative routes (other than the milk runs)

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From the controllers point of view
WLM
PKS
BTH
SY
AD
WOL
GTH
NW
AY
CB
BDG
HOT
ML
MB
PID
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Dont forget that above all, in Real Life
inVATSIM / VATPAC, Air Traffic Controllers are
all kind hearted individuals who are very willing
to offer assistance whenever possible
(just like pilots really) ?
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What weve covered

• Specific phraseology regarding radar
  identification.
• Coordination with adjoining sectors.
• Unwrapping the KFC recipe.
• Alternative routes for pilots ?.
• Question time.

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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 40 minutes! ?
• Naturally then, application of the previous
  standards would at times be not legally correct,
  are just a general guideline for online
  controllers.

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Questions ???
eMail john_at_vatpac.org