This VATCAN Basic ATC Study Guide provides fundamental information for VATCAN Air Traffic Controllers. This Guide is based on Transport Canada’s Manual of Operations (MANOPS) -- although some changes have been applied to blend MANOPS into the VATCAN environment.

Any questions or comments regarding this Guide should be directed to the VATCAN staff.

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SECTION 1 – THE AIR TRAFFIC CONTROL MISSION

The Air Traffic Control (ATC) Mission is safe, orderly, efficient air traffic flow. The primary goal is prevention of aircraft collisions; expedited traffic movement is a major, secondary goal.

In addition to its two major goals, the ATC system provides specified air traffic services which directly aid achievement of the primary and secondary goals. These specified ATC services are explained in Section 2 – Controller Functions, below.

Provision of these ATC specified services is required whenever permitted by the work situation of a controller logged onto a specific position. However, some specified ATC services may be temporarily limited or suspended when preservation of the mission is imposed by higher-priority duties, traffic volume or congestion, quality of radar service and/or controller workload.

Final decision regarding provision of specified services rests solely upon evaluation of the situation at-hand by the controller and his/her ATC supervisors.

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SECTION 2 – CONTROLLER FUNCTIONS

ATC Facilities: Canadian ATC facilities include Control Towers and Traffic Control Centres. Both facilities employ different operating positions.

Control Tower Positions:

Clearance Delivery (DEL) - issues IFR clearances and general advisories. On VATCAN, DEL is often combined with Ground Control, next .

Ground Controller (GND) - controls aircraft and vehicles using the movement area: taxiways, aerodrome holding areas and non-active runways. GND provides departure Information, weather conditions and aerodrome advisories. Workload permitting, GND also maintains a general surveillance of other portions of the aerodrome - including ramp areas and inactive runways.

Tower Controller (TWR) – manages all aircraft arriving, departing and on the active runways -- as well as aircraft in both VFR circuit or traffic patterns and Class D airspace. TWR normally selects the runway in use, issues landing and takeoff clearances, and maintains visual and electronic surveillance of airspace surrounding the aerodrome.

Control Centre Positions:

Approach Controller (APP) – APP operates airspace specifically-tailored to one or more aerodromes and the surrounding area(s). This airspace includes a primary aerodrome and may include satellite aerodromes. Approach provides flight vectors to aerodromes and issues approach clearances.

Busy or complex APPs may be sub-divided into multiple positions/sectors such as Arrival, East Approach, West Approach, etc. Each sector is responsible for a protected piece of the Approach Control’s overall airspace. When a sector’s airspace includes Class B or C airspace, APP also controls VFR aircraft in that sector.

When one controller is providing both APP and Departure (DEP) service, that position may be designated as TERMINAL – at the discretion of the FIR Chief.

Departure Controller (DEP) - controls all departing IFR aircraft within its designated airspace – normally that used by aircraft departing the primary aerodrome. DEP monitors its traffic flow to ensure proper aircraft separation and conformance of flight paths to assigned departure routes. On VATSIM, APP may (see paragraph “Real-World vs. VATSIM” just below) provide DEP services until a separate DEP controller plugs in. However, when active, DEP airspace may or may not be distinct from APP airspace.

Centre Controller (CTR) - provides ATC services to aircraft operating on IFR flight plans within controlled airspace – primarily during the enroute phase of flight.

En-Route controllers provide IFR Control Service to flights operating in controlled airspace, as well as Information Service and Supplimentary Service (such as Flight Following) to VFR aircraft upon request.

Centres may also be divided into smaller, sub-sectors - each being responsible for its portion of the overall Centre airspace. If used, Centre divisions may be either temporary or permanent and have names such as High-Low, East-West-North-South, etc, or be pegged to local geographic area regions.

On VATSIM, CTR may provide APP services until a separate APP controller plugs in. However, when active, APP airspace is distinct from CTR airspace.

Flight Service Stations (FSS) - FSS do not provide air traffic control service directly to aircraft and therefore are not true air traffic control facilities. For instance, FSS are not allowed to give a clearance unless that clearance has been previously issued by an ATC facility and it is still valid.

FSS offer a myriad of primary services such as maintaining flight plans, conducting pilot briefings, relaying clearances from Control Centres, and broadcasting weather. At selected locations, FSSs also provide En Route Flight Advisory Services (Flight Watch) to VFR aircraft.

Real-World vs. VATSIM: Real-world, strict limits are placed on functions that each position performs. On VATSIM, in contrast, there is an “unofficial” hierarchy implying that, if a controller that normally performs a function isn’t online, the job may be performed by the controller in the next higher position. So, for instance, if GND isn’t open but TWR is, TWR may also do GND’s job. Similarly, if TWR isn’t open but APP is, then APP may also do TWR’s job. And so on up the chain.

However this is by no means hard-and-fast as a potentially, serious problem could evolve if CTR was the only controller online within an FIR and traffic began to build. Were the responsibility hard-and-fast, CTR could wind up being “responsible” for providing all APP+TWR+GND+DEL functions at many aerodromes across the entire FIR -- in addition to normal, CTR-level duties.

Clearly, things might get out of hand quickly; hence choice of the phrase “may be performed” in the paragraph above. Under these (or similar) conditions within VATCAN, provision of additional tasks not specified in the logged-onto position described in this section is at controller discretion only and is not obligatory.

Bottom Line: You’re not obligated to do anything except that for which you plugged in: DEL, GND, TWR, APP or CTR; but you are obligated to provide services associated with your logged-onto position if your workload and the mission permit. If (remote chance) anyone at VATSIM or VATCAN tells you otherwise, simply refer them to your FIR Chief for their further edification.

On the other hand, make sure you are aware of the procedures for any specific Centre/FIR position before you attempt to control there. You will find that not knowing local procedures makes the job quite difficult. Web pages for all VATCAN FIR/Centres are online. Take time to visit them and understand their policies and procedures prior to controlling at any of their positions.

Restricted FIR Positions: Some FIR/Centres have lists of ‘operational’ or certified controllers on their web sites. These lists, typically a sub-set of all controllers assigned to a FIR/Centre, restrict controlling at various positions within the FIR/Center to those persons certified to control at those positions. Similar entries or lists may pertain to use of ASRC while controlling within VATCAN. Controllers are cautioned to ensure they adhere to all published FIR/Centre polices.

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SECTION 3 – WEATHER INFORMATION

Aviation Weather Reports and Conditions:

All sky conditions are reported in feet Above Ground Level. Only Broken or Overcast cloud layers constitute a ceiling.

Visual Flight Rules within Control Zones require that aircraft operate at least 1 mile horizontally and 500' vertically from cloud, not lower than 500' from ground or water, and the flight visibility and ground visibility if reported is not less then 3 SM. Within all other controlled airspace, the 500' from ground/water restriction is lifted. In uncontrolled airspace, at 1000 AGL or above, there must be not less then 1 mile visibility in Day, and 2 in Night; 2000' from cloud and 500' Vertical. Below 1000 AGL, the requirement is 2 miles day for fixed wing aeroplanes, 1 mile for helecopters, 3 miles night (regardless of aircraft type) and clear of cloud.

Note: When operating in VATCAN airspace, VFR minima are 1,000 ft. AGL are 3 nm visibility - unless the aircraft is departing from or landing at an aerodrome.

Not all elements of a weather report are modeled by FS. Example: Wet runways.

Review the weather report(s) for the aerodrome(s) within your airspace as soon as you log on and periodically check for any changes while you are working.

METAR is the international standard Aviation Routine Weather Report. METARs elements differ from country to country.

A typical Canadian METAR would appear as:

METAR CXXX 121755Z AUTO 21016G24KT 180V240 1SM R11/P6000FT -RA BR BKN015 0VC025 06/04 A2990 RMK A02 PK WND 20032/25 SLP125

Where:

METAR: (TYPE OF REPORT) Either routine (METAR) or special (SPECI). Special METAR provide significant weather changes since the last official METAR was released. Ex: if visibility changes from 15 SM to 1/8 SM, that would be reflected in a SPECI METAR.

CXXX: (ICAO IDENTIFIER) Four letter ICAO Aerodrome Code.

121755Z: (DATE and TIME) First two digits are the date followed by the hour

and minutes in UTC.

AUTO: (MODIFIER) None for a manual report, AUTO for an automated report, and COR for a corrected report. AUTO means a automatic weather reporting station has interpreted the weather. Conditions reported by an automatic station may not accurately reflect the weather at the station.

21016G24KT 180V240 VRB04KT: (WINDS) Normally a 5-digit grouping (6- digits if speed is over 99 knots). The first 3-digits are the direction, the next two or three are the speed. G indicates gusts with the highest gust report after it. V indicates variable wind direction. VRB indicates variable wind speed 6 knots or less.

1SM: (VISIBILITY) Prevailing visibility reported in Statute Miles.

R11/P6000FT: (RVR VALUES) “R” followed by the runway number and the visual range in feet. A “P” (for plus) when the value is more than the maximum, and an “M” (for minus) when it is below the minimum. A “V” between two values indicates variable.

-RA BR: (WX PHENOMENA) This example shows light rain with mist. A list of codes follows in Appendix 1 – METAR Codes.

BKN015 0VC025: (SKY CONDITIONS) The amount of cloud cover (measured in 8ths of the sky) and cloud base height. A list of codes follows in Appendix 1 – METAR Codes.

06/04: (TEMP/DEW POINT) In degrees Celsius. Temperatures below zero are prefixed with an “M” (for minus).

A2990: (ALTIMETER) Reported in inches of mercury.

A02 PK WND 20032/25 SLP125: (REMARKS) Included as appropriate. SLP indicates the barometric pressure in Kilopascal (Metric system) used mostly by European Carriers.

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SECTION 4 – AIRSPACE TYPES and CLASSIFICATIONS

ATC Airspace Types

are Controlled, Uncontrolled, Special Use, and Other. Designation of airspace type depends upon the complexity and density of aircraft movements, the nature of the operations conducted, and safety level required.

Airspace Classifications

The division of the Canadian Domestic Airspace (CDA) into seven classes, each identified by a single letter: A, B, C, D, E, F or G. The application of any classification to an airspace structure determines the operating rules, the level of ATC service provided within the structure and, in some instances, communications and equipment requirements. The horizontal and vertical limits of airspace are described in the Designated Airspace Handbook (DAH) (TP 1820).

Class A: Controlled high level airspace within which only IFR flight is permitted and ATC separation is provided to all aircraft. The vertical dimensions of Class A high level controlled airspace are as follows:

Southern Control Area: 18 000 ft. ASL to FL 600 inclusive;

Northern Control Area: FL 230 to FL 600 inclusive; and

Arctic Control Area: FL 270 to FL 600 inclusive.

Class B: Controlled low level airspace within which both IFR and VFR flights are permitted and ATC separation is provided to all aircraft. Class B low level controlled airspace is all airspace above 12 500 ft. ASL, or at and above the minimum en route altitude (MEA), whichever is higher, up to, but not including, 18 000 ft. ASL. Terminal control areas (TCA) and associated primary control zones may also be classified as Class B airspace.

Class C: Controlled airspace within which both IFR and VFR flights are permitted, but VFR flights require a clearance to enter. ATC separation is provided to all IFR aircraft and, as necessary to resolve possible conflicts, between IFR and VFR aircraft. Terminal control areas (TCA) and associated primary control zones may be classified as Class C airspace.

Class D: Controlled airspace within which both IFR and VFR flights are permitted, but VFR flights must establish two-way communications with the appropriate ATC agency prior to entering the airspace. ATC separation is provided only to IFR aircraft. Terminal control areas (TCA) and associated primary control zones may be classified as Class D airspace.

Class E: Controlled airspace within which both IFR and VFR flights are permitted, but VFR flights do not have to establish two-way communications with the appropriate ATC agency prior to entering the airspace. ATC separation is provided only to IFR aircraft. All high level controlled airspace above FL 600 within the Southern Control Area, Northern Control Area and Arctic Control Area is Class E airspace. Also, low level airways, low level fixed area navigation (RNAV) routes, control area extensions, transition areas, or control zones established without an operating control tower may be classified as Class E airspace.

Class F: Special-use airspace that may be a restricted area, an advisory area, military operations areas or danger areas and can be controlled airspace, uncontrolled airspace or a combination of both. It is described in terms of horizontal and vertical dimensions, effective for a specified period of time. Although both IFR and VFR flights are permitted in Class F airspace, restricted-airspace access is not authorized without the approval of the user/controlling agency, and advisory-area access is normally reserved for participating aircraft. Non-participating flights should avoid flight within advisory areas, and ATC will not clear non-participating IFR aircraft into an active advisory area. Rules for special-use airspace are as specified in the Designated Airspace Handbook (DAH), and, if not specified, or when the area is not active, the appropriate rules for the surrounding airspace apply.

Class G: Airspace within which IFR and VFR flights are not subject to control. Airspace shall be classified as Class G if it has not been designated as A, B, C, D, E or F.

VATCAN Controlled Airspace

Air traffic control service is provided to IFR and VFR flights. See the VATCAN Centre Controller Training Guide for a further discussion.

To conduct IFR operations in any class of controlled airspace, a pilot must file an IFR flight plan and receive an appropriate ATC clearance. Standard separation is provided to all aircraft operating under IFR in controlled airspace.

Pilots flying VFR are responsible to ensure that ATC clearance and radio communication requirements are met prior to entry into Class B, C, or D airspace. VFR aircraft are not allowed to enter Class A airspace at any time.

When operating in VATCAN airspace, VFR minima are 1,000 ft. AGL and 3 nm visibility - unless the aircraft is departing from or landing at an aerodrome. VFR (including Controlled VFR) flight is not permitted above FL600.

Safety Alerts (Terrain/Obstruction Alerts and Aircraft Conflict Alerts) are mandatory services that are provided to all aircraft. Traffic advisories will be provided to all aircraft as the controller's workload permits.

Uncontrolled Airspace

ATC has neither the authority nor the responsibility to provide ATC service. Uncontrolled airspace is designated Class G.

Special Use Airspace

consists of Alert Areas, Warning Areas, Controlled Firing Areas, Military Operations Areas, Prohibited Areas, and Restricted Areas.

Other Airspace

is any airspace not designated as Controlled, Uncontrolled, Special Use.

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SECTION 5 – RADIO AND INTERPHONE COMMUNICATIONS

The ability to communicate clearly is one of the most important requirements in air traffic control, real or simulated.

As an aid to clear communications standard words and phrases are used. A detailed guide is in Appendix 3 – Phonetics, Words and Phrases. You must always use the prescribed phraseology whenever possible. If you don’t see pertinent phraseology use suitable and precise vocabulary to express what is needed or what needs to be said.

The most overused word in aviation is undoubtedly “ROGER”. All it means is “I have received all of your last transmission”. Don’t use it as a filler to try and sound “cool” or as substitute for the proper words. “Roger” doesn’t mean you will do what another controller said.

Use “AFFIRMATIVE” for Yes, “NEGATIVE” for No, “APPROVED” for granting permission, and “UNABLE” when permission is denied.

Use the word “IMMEDIATELY” only when expeditious compliance is required to avoid an imminent situation. EX: “AC123, Cleared immediate departure runway 06, traffic 4 miles final”. This means the pilot must takeoff without any delay on the runway.

Use the word “EXPEDITE” only when prompt compliance is required to avoid the development of an imminent situation.

When in a situation not covered by standard phraseology or if the pilot doesn’t understand what you’re saying, just use plain, simple, easy to understand phraseology. This is even more important if using text only on VATCAN (than real-world) because the pilots aren’t able to hear your voice and sense your meaning. If using Voice, pilots may don’t understand the proper meaning of the clearance given. First remedy: Speak more slowly.

Interphone communications are the same as telephone communications. In PC this function is served by the “Chat Box”. In ASRC, use Ground-to-Ground Voice communications. Open a chatbox or use Ground-to-Ground to communicate with each adjacent controller when you sign on. Use it to coordinate your actions and exchange information.

The “ATC Frequency” should be reserved for general messages such as locating a supervisor or requesting assistance from other controllers. Anything you send over this frequency is heard by all controllers within range. They may soon get annoyed if you use it for all your routine coordination and will surely let you know about it. It’s available, but consider it a back-up to Chatboxes or G-G communications.

When you issue a clearance or control instruction to an aircraft make sure the ‘reads it back’. Otherwise you don’t know if he received it. Be sure to allow time for the pilot to type his response or account for any network lag before making additional requests for read backs.

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SECTION 6 – COORDINATION AND HANDOFFS

Coordination is a keys to good air traffic control. Properly done, it makes everything smooth and easy. Poorly done, it makes working a chore and increases everybody’s workload.

Most coordination is nothing more than telling other controllers who may be affected by your actions what you have done or plan to do.

Some items you should coordinate are: Runway in use, initial departure headings and restrictions, arrival altitudes, type approach to expect, changes to an aircraft’s route or final altitude, and handoff points. This is not a complete list by any means. Use your best judgment and remember: Don’t keep secrets! Secrets create Incidents!

Handoff - transfer of responsibility for control of an aircraft from one controller to another.

a) You may not handoff any aircraft which is in conflict with another. Solve your own problems rather than try to give them to somebody else. Also, don’t accept a handoff with a conflict.

b) The easiest way to do a handoff is with PC/ASRC’s automated handoff features. Handoffs done this way usually don’t require any additional chatbox coordination.

c) An alternative way to handoff would be to coordinate it in a chatbox. In this case you would send the word “Handoff” along with the aircraft’s position, altitude, and any special instructions you may have issued. The aircraft identification must be included, as well as the altitude if the altitude is "wrong-way", the Mode C is invalid, or if the altitude specified differs from that specified in a unit directive or agreement.

d) If the next controller accepts the handoff he will reply “Identified”. You may then switch the aircraft to the next controller’s frequency.

e) You should start the handoff as soon as practical. This keeps you from forgetting about it and gives the receiving controller time to coordinate any changes before accepting it.

Regardless of the method used, all handoffs must be completed and the aircraft switched to the next controller’s frequency before the aircraft leaves your airspace. If the next controller is slow to accept or won’t take the handoff at all you must keep the aircraft within your airspace until he does. We seldom do this but in real life that is what happens. If the other IFR unit will not accept the handoff the aircraft under your control is send to a hold point until such a time that the controller will be able to handle that transfer.

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SECTION 7 – AUTOMATIC TERMINAL INFORMATION SERVICE

Real-world ATIS

An aerodrome’s ATIS is used to broadcast routine information about the aerodrome and weather conditions. This relieves the controllers of the responsibility to issue the same information to each individual aircraft. Very busy aerodromes may have one ATIS for departures and one for arrivals. Keeping the ATIS up to date is normally the job of the Clearance Delivery or Ground controller.

The following are the items normally contained in a real-life ATIS. Please do not use all this information in your Pro Controller or ASRC ATIS.

Facility name, phonetic letter code, time of weather sequence (UTC).

Weather information consisting of ceiling, visibility, weather phenomenon, temperature, dew point, wind, altimeter, a density altitude advisory when appropriate, and other pertinent remarks.

Instrument approach and landing runway.

Departure runway(s) if different from landing runway(s) or in the instance of a “departure only” ATIS.

NOTAMs and PIREPs.

Runway braking action reports.

Other optional information as local conditions dictate .

Low level windshear (LLWS) reports.

Instructions for the pilot to acknowledge receipt of the ATIS message by informing the controller on initial contact.

Real-World ATIS Example: “Dorval Tower Information Delta. Weather at One four zero zero Zulu. Wind two five zero at one zero. Visibility one zero. Ceiling four thousand five hundred broken. Temperature two one. Dew point two zero. Altimeter three zero one zero. ILS-DME Runway Two Seven Approach in use. Departing Runway Two Two Right. Advise on initial contact you have Delta.”

Controller ATIS for Pro Controller/ASRC - Recommendations

First line: Voice IP and Station Name – e.g. ” 195.78.48.15/CYYZ_V_TWR”

Second Line: Brief, one-line ATIS for primary aerodrome

Third Line: DEL and GND - Departing Runways.

TWR - Arriving/Departing runway information.

APP/ARR - ILS/FMS Approaches in Use for Major Aerodrome(s), or

Info regarding simultaneous parallel runway operations.

CTR - Nothing

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SECTION 8 – AIRWAYS AND ROUTE SYSTEMS

Two route systems are established for air navigation: Low and High Altitude. Both use VOR radials or NDB beacons to provide airways between 2,200 AGL up to FL450. Above FL450 aircraft fly direct between navaids or use another means of navigation (SATNAV, GPS, LORAN, celestial, etc).

The Low Altitude System begins at 2,200 AGL and extends up to but does not include 18,000 MSL. Low Altitude System routes are depicted on En Route Low Altitude Charts and identified by the letter “V” (spoken as “VICTOR”) and a number (eg V-195), “(x)R or R. Routes using the “(x)R” symbol specify routes between 1 NDB and 1 VOR. A single R denotes a route between 2 NDB’s.

The High Altitude System uses Jet Routes beginning at FL180 and extending up to FL450. Jet Routes are depicted on En Route High Altitude Charts and identified by the letter “J” (spoken as “Jet”) and a number (eg J-1).

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SECTION 9 – DUTY AND OPERATIONAL PRIORITIES

a) Top Priority: Separate aircraft and issue safety alerts as required. Good judgment shall be used in prioritizing all other tasks based on the requirements of the situation at hand.

b) Because there are many variables involved, it is virtually impossible to develop a standard list of duty priorities that would apply uniformly to every conceivable situation. Each set of circumstances must be evaluated on its own merit, and when more than one action is required, controllers shall exercise their best judgment based on the facts and circumstances known to them. Actions most critical to safety should be performed first.

c) Controllers should provide additional services to the extent possible, contingent only upon higher priority duties and other factors including limitations of radar, volume of traffic, frequency congestion, and workload.

d) Provide air traffic control service to aircraft on a “first come, first served” basis as circumstances permit.

e) An aircraft in distress (an emergency) has the right of way over all other air traffic. EXCEPT if you do not have the time or have refused to handle emergencies. Also in this case you must make sure that the priority doesn’t adversely affect other pilots flying in your airspace.

f) Provide priority to civilian air ambulance flights using the callsign “MEDEVAC”.

g) Provide maximum assistance to Search And Rescue aircraft performing a SAR mission.

h) Provide special handling, as required, to expedite “FLIGHT CHECK” aircraft. These aircraft may be used by programmers and others to calibrate sector files and/or programs. This does not mean that “Flight Check” has priority over other aircraft, but you should be aware that he may require special assistance. These people make our simulated environment a better one. Be nice to them!

i) IFR aircraft shall have priority over Special VFR aircraft and VFR aircraft.

j) Refuse entry of VFR aircraft into your zone (other than Class E) if you judge that the traffic conditions are too intense.

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SECTION 10 – FLIGHT PLANS AND FLIGHT STRIPS

When a pilot files his flight plan in SB it appears on VATSIM in the form of a flight strip. You must be able to read these strips in order to know what the pilot wants to do.

Block 1 – Aircraft Identification or Callsign

Block 2 – Type Aircraft and Navigation Equipment

Block 3 – Filed True Airspeed

Block 4 – Ground Speed (Actual ground speed)

Block 5 – Transponder Code or Squawk

Block 6 – Type Flight Plan (IFR or VFR)

Block 7 – Departure Aerodrome

Block 8 – Destination Aerodrome

Block 9 – Alternate Aerodrome

Block 10 – Requested Altitude

Block 11 – FS Version

Block 12 – Requested Route

Block 13 – Pilot Remarks

Because the flight strip initially shows only what the pilot has entered in his flight plan some areas require further explanation.

Blocks 1, 2 and 3: Pilots often don’t enter the aircraft type and equipment using the proper abbreviations. This may change in a the future version of Squawkbox. In the meantime it usually doesn’t cause much of a problem. If you don’t know what it is ASK the pilot. Most of the times he will be glad to answer you promptly.

Block 2: See APPENDIX 2 – AIRCRAFT EQUIPMENT CODES

Block 5: All aircraft connected to Squawkbox have a four-digit transponder capable of selecting 4096 discrete codes with automatic altitude reporting (Mode C). A full explanation of how a transponder works on VATSIM is in The VATCAN Terminal Study Guide.

Blocks 7, 8 and 9: Canadian Aerodromes have a four letter identifier beginning with C, US airports have a four-letter identifier beginning with K or P (Alaska). Airport facilities in other countries always have four letters but begin with a variety of letters and follow the ICAO convention.

Blocks 10 & 12: Using Pro Controller, any changes you want the pilot to make to his routing or cruise altitude should be specified and you should remind the pilot make those changes. Using ASRC, you can make most changes to the flight plan yourself. Either way, ensuring that the flight plan reflects correct and accurate information will help all controllers to understand the intentions of the flight.

Block 10: You may find the pilot’s requested altitude is wrong for his direction of flight or altitude stratum.

IFR flights are assigned enroute altitudes according to the NEODD-SWEVEN rule:

Below FL290 aircraft heading North and East (on a course of between 360-179 degrees) should be assigned ODD altitudes while aircraft heading South and West (between 180-359 degrees) should get EVEN altitudes.

At FL290 and above only odd altitudes are used. These are alternated between eastbound and westbound flights (eg, FL290 for eastbound, FL310 for westbound, FL330 for eastbound, and so on).

Within Canadian Domestic Airspace, Reduced Vertical Separation Minimum (RVSM) airspace extends from FL290-FL410 and implements even and odd enroute altitudes, using 1,000 intervals, for RVSM certified aircraft and crews. Aircraft and crews not RVSM-certified must be provided with 2,000 ft. vertical separation below FL4120.

On VATCAN, implementation of RVSM is left to discretion of the FIR Chief. Currently, VATCAN’s Vancouver FIR (CZVR), Gander (CZQX) Domestic and Moncton (CZQM) FIRs are designated as RVSM Transition Areas.

VFR flights are supposed to follow the NEODD-SWEVEN rule plus 500 feet (eg, eastbound at 7500, westbound at 8500). If a VFR flight is proceeding under ATC control, you may impose this rule. If a VFR flight is not under ATC control, you may not impose altitude restriction to VFR aircraft.

VFR flight is not permitted at or above FL185.

You should issue a correct altitude and either have the pilot correct his flightplan or correct it yourself (and inform the pilot) so the information is correct on the strip.

Block 12: The requested route is often a clue to the pilot’s proficiency. A blank or the bare minimum of departure and destination may mean a new pilot unfamiliar with IFR navigation; a full route with a Standard Instrument Departure (SID), Standard Terminal Arrival Route (STAR), and airways may indicate a serious pilot. Use your best judgment when you encounter one extreme or the other.

Inform the pilot of locations of Flight plans available to them. Many FIR/Centre web sites list both inbound and outbound preferred routings for primary and secondary aerodromes.

VORs always use three-letter identifiers. NDBs may use 2 or 3 letters. Enroute and Terminal Waypoints will have a five-letter name. SIDs and STARs will have a 3, 4, or 5 letter and one number name often followed by a period (.) and an additional three letters.

Block 13: Pilot remarks can be, and often are, anything the pilot wants to enter. Some common remarks are “STUDENT PILOT”, “NO CHARTS”, and “NO SIDs/NO STARs” which means the pilot will not accept any route which contains a SID or STAR. It is important to read the remarks to make sure you understand what the pilot means. Remember a pleased Pilot is a pilot that will return to fly your area.

RVSM (Reduced Vertical Separation Minima)

Reduced Vertical Separation Minima (see www.eur-rvsm.com) implements revised standards for flights operating between FL290 and FL410. Aircraft flying under RVSM need only 1000 ft. vertical separation; thus RVSM doubles airspace capacity between FL290 and FL410. Above FL410, vertical separation remains 2,000 ft.

RVSM has been implemented over Europe, the Atlantic Ocean and north of 57^o lattitude in Canada. RVSM Transition airspace within the Canadian Domestic Airspace (CDA) currently includes the Moncton FIR, Gander Domestic FIR, Vancouver FIR, and all airspace between 52^o North and 57^o North lattitudes.

Information regarding current implementation of RVSM within Canadian airspace may be found in Nav Canada's Designated Airspace Handbook - also available via the Training Materials page of the VATCAN web site.

Implementation of RVSM within southern portions of the CDA is scheduled during late 2004, concurrent with the American implementation of RVSM.

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SECTION 11 – IFR CLEARANCES

An IFR clearance is authorization for an aircraft to operate under instrument flight rules in controlled airspace along a route and altitude specified by ATC. It is not clearance to taxi, takeoff, nor (except when an FMS arrival is filed in a cleared IFR flight plan) fly an instrument approach or land.

When an aircraft calls for its IFR clearance unless you are ready to issue the clearance right away you should tell the aircraft “CLEARANCE ON REQUEST”. That will give you a few minutes to review the flight strip and formulate the clearance.

When you’re ready you should tell the aircraft “CLEARANCE AVAILABLE ADVISE READY TO COPY”. This will give the pilot a chance to finish whatever he’s doing and get ready to copy the clearance.

A detailed IFR clearance can contain these10 ordered items:

1) Prefix

2) Aircraft Identification

3) Clearance Limit

4) Departure Procedure (SID)

5) Route of Flight

6) Altitude

7) Mach-Number

8) Departure, en route, approach, or holding instructions

9) Special Instructions or Information

10) Traffic Information

Example: “ATC Clears AC123 to CYYZ via JADEE 2 Departure, Flight Planned Route, Depart Runway 24, Squawk 2334.”

After (correct) readback: “Readback correct, contact ground for taxi”.

Pilot readback of the complete IFR clearance is required. Ensure it is read back correctly. If he doesn’t, issue a correction until he gets it right.

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SECTION 12 – EMERGENCY OPERATIONS

Simulation of a Hijack and/or use of transponder beacon code 7500 is PROHIBITED ON VATSIM. Any controller observing persistent simulation of a hijack or use of transponder code 7500 by any aircraft should note the aircraft callsign, UTD time and report the incident to FIR/Center management.

Simulation of bomb threats is PROHIBITED ON VATSIM. Any controller observing persistent simulation of a bomb threat by any aircraft should note the aircraft callsign, UTD time and report the incident to FIR/Center management.

Those two exceptions noted, the need to provide special handling and priority to emergency aircraft is obvious: Real lives and property are at stake. Real-world pilots cannot just hit the “PAUSE” key, fix or refuel their airplane, and resume normal flight. In real-life hijackings and bomb threats do occur.

In our simulated world none of the above is true. If a simulated aircraft crashes the pilot simply resets his computer and tries it again. If he is low on fuel he can simply go to the “Options Menu” and refuel. His aircraft (or computer) isn’t really going anyplace if hijacked nor will it explode if he receives a bomb threat.

Any special handling you provide to these “emergency” aircraft may reduce the quality of service you provide to the remaining aircraft under your control. Unfortunately, there have been instances of pilots declaring an “emergency” because they failed to compute their fuel requirements properly or simply because they wanted to be first to land.

For these reasons and more an official rule or understanding has developed: Aircraft should not declare an emergency without first obtaining approval from the controller. If the pilot requests to declare an emergency, or even if he doesn’t, you are completely within your rights to state “UNABLE EMERGENCY”. Any disagreements or conflicts this may create should be referred to VATCAN management for resolution.

Emergency Situation Procedures: The remainder of this Section will cover procedures you should use if you elect to handle an aircraft as an emergency.

A pilot who encounters a Distress condition should declare an emergency by beginning the initial communication with the words “MAYDAY-MAYDAY-MAYDAY”.

For an Urgency condition, the pilot should use the words “PAN-PAN-PAN”. If these words are not used and you are in doubt that a situation constitutes an emergency or potential emergency, the controller should ask “(aircraft ident), are you declaring an emergency?”.

Because of the infinite variety of possible emergency situations, specific procedures cannot be prescribed. However, when you believe an emergency exists or is imminent, select and pursue a course of action which appears to be most appropriate under the circumstances.

a) Consider that an aircraft emergency exists when an emergency is declared by the pilot or air traffic control personnel, or when an emergency radar beacon code (7700) is observed.

b) Start assistance as soon as enough information has been obtained upon which to act. Information requirements will vary, depending on the existing situation.

c) Minimum required information for emergencies is: Aircraft identification and type, nature of the emergency, and pilot's desires.

d) Consider the following factors when recommending an emergency aerodrome: Remaining fuel in relation to aerodrome distances, weather conditions, aerodrome conditions, navaid availability, aircraft type, and pilot's qualifications.

e) Unless necessary for coordination with other controllers, once the aircraft is determined to have returned to proper flight control, have the pilot revert to a normal transponder code.

VFR Flight Entering IFR Conditions: If a VFR aircraft requests radar assistance when it encounters or is about to encounter IFR weather conditions, ask the pilot if he is capable of conducting IFR flight.

If the pilot is capable of IFR flight, issue an IFR clearance.

If the pilot is not capable of conducting IFR flight or refuses an IFR clearance inform the pilot of aerodromes where VFR conditions are reported.

If the aircraft has already encountered IFR conditions, inform the pilot of the appropriate minimum altitude. If the aircraft is below the appropriate minimum altitude furnish a heading on which to climb to the appropriate minimum altitude.

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Appendix 1 – METAR CODES

SKY CONDITIONS

SKC Sky Clear 0/8 BKN Broken Clouds 5/8-7/8

FEW Few Clouds 1/8-2/8 OVC Overcast 8/8

SCT Scattered Clouds 3/8-4/8

WEATHER PHENOMENA QUALIFIERS

- Light + Heavy

DESCRIPTORS

BC Patches MI Shallow

BL Blowing PR Partial

DR Drifting SH Showers

FZ Freezing TS Thunderstorm

PRECIPITATION

DZ Drizzle RA Rain

GR Hail SG Snow grains

GS Small hail/snow pellets SN Snow

IC Ice Crystals UP Unknown

PE Ice pellets

OBSCURATIONS

BR Mist PY Spray

DU Widespread Dust SA Sand

FU Smoke VA Volcanic Ash

HZ Haze

OTHER

DS Duststorm whirls PO Well developed dust/sand

FC Funnel Cloud SQ Squall

+FC Tornado/Waterspout SS Sandstorm

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Appendix 2 – AIRCRAFT EQUIPMENT CODES

PREFIXES

Number of Aircraft (if more than one) (Number)/

TCAS equipped T/

Heavy Aircraft H/

TCAS equipped Heavy Aircraft B/

Boeing 757 F/

TCAS equipped Boeing 757 L/

(NOTE: Each aircraft connected to Squawkbox must have an individual flight plan; the software does not allow more than one aircraft per flight plan. If a flight plan shows a prefix of more than one aircraft you should determine which other aircraft will be in the formation flight and who will be the flight leader.)

SUFFIXES

No Transponder - /X /D /M /Y /T /B /N /C Transponder without Mode C

Transponder with Mode C - /U /A /P /I /E /F /G /R /W

NOTES:

1. Codes /X, /T, /D, /B, /M, /N, /P, /Y, and /C are for aircraft not equipped with an altitude reporting (Mode C) transponder and/or VOR/ILS navigation equipment. These codes should not be used on VATSIM.

2. Code /U equipped aircraft are not capable of locating DME fixes or flying procedures with “DME” in the title (eg, ILS-DME RWY 32) or containing the note “DME REQUIRED” on the chart.

3. Code /U and /A equipped aircraft may not be able to fly direct to fixes other than VORs and NDBs. They may require vectors or other alternate routing.

4. Codes /I. /E, /F, /G, /R, and /W are various types of lat-long, Inertial

Navigation, Global Positioning, or Flight Management Systems capable of direct or point-to-point navigation without the use of VORs or NDBs.

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Appendix 3 – PHONETICS, WORDS AND NUMBERS

Phonetic Letters

If necessary to clearly identify a station or spell a word in a message, use the ICAO phonetic alphabet as follows:

(The syllables printed in capital letters in this and the following list are to be stressed. For example, the 2 syllables in "BRAH VOH" are given equal emphasis, whereas the first syllable in "FOW er" is given emphasis.)

Letters:

A ALFA ( AL fah)

B BRAVO (BRAH VO)

C CHARLIE (CHAR lee)

D DELTA (DELL tah)

E ECHO (ECK oh)

F FOXTROT (FOKS trot)

G GOLF (GOLF)

H HOTEL (hoh TELL)

I INDIA (IN dee ah)

J JULIETT (JEW lee ETT)

K KILO (KEY loh)

L LIMA (LEE mah)

M MIKE (MIKE)

N NOVEMBER (no VEM ber)

O OSCAR (OSS cah)

P PAPA (pah PAH)

Q QUEBEC (keh BECK)

R ROMEO (ROW me oh)

S SIERRA (see AIR ah)

T TANGO (TANG go)

U UNIFORM (YOU nee form)

V VICTOR (VIK tah)

W WHISKEY (WISS key)

X X-RAY (ECKS RAY)

Y YANKEE (YANG key)

Z ZULU (ZOO loo)

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Phonetic Numbers

Clearly enunciate numbers used in transmissions. Use the following pronunciation if there is any likelihood of misunderstanding:

0 – ZERO 5 - FIFE

1 – WUN 6 - SIX

2 – TOO 7 - SEV en

3 – TREE 8 - AIT

4 - FOW er 9 - NIN er

Pronounce 5 and 9 as indicated for all: - altimeter settings; and - altitude assignments.

Transmit all numbers by pronouncing each digit separately except as noted below:

Examples:

01 Zero One

10 One Zero

75 Seven Five

100 One Zero Zero

583 Five Eight Three

38143 Three Eight One Four Three

Grouped Numbers

a) Transmit whole thousands by pronouncing each digit in the number of thousands followed by the word "thousand."

Examples: 5000 - Five Thousand, 11000 - One One Thousand.

b) Express altitude above sea level in thousands plus hundreds of feet:

Examples: 2700 - Two Thousand Seven Hundred; 13200 - One Three Thousand Two Hundred.

c) Use separate digits to express flight levels.

Examples: FL265 - Flight Level Two Six Five; FL200 - Flight Level Two Zero Zero.

d) You may express aircraft identification flight numbers and aircraft type numbers in group form, provided there is no likelihood of misunderstanding.

Examples: CDN620 - Canadian Six Twenty; ACA1240 - Air Canada Twelve Forty; L101 - Lockheed Ten Eleven; DC10 - DC Ten

e) Express wind speed and cloud height in group form.

Examples: WIND TWO SEVEN ZERO AT TEN, WIND TWO THREE ZERO AT TWENTY GUSTING THIRTY, BKN 35 - THIRTY FIVE HUNDRED BROKEN.

f) Except when issuing altimeter settings, transmit numbers containing a decimal point with the word "decimal" in the appropriate sequence. However, in assigning VHF or UHF frequencies, you may omit the decimal point provided the omission is not likely to cause any misunderstanding.

Examples: 118.1 - One One Eight Decimal One, 119.4 - One One Nine Four.

g) If transferring an aircraft to a frequency with 25 kHz spacing, do not include the sixth digit. If the aircraft cannot comply with a frequency assignment having a 2 or 7 as the fifth digit, assign a back-up frequency.

Examples: Communication Transfer; 363. Communication Transfer; 494.

h) Issue headings as 3-digit numbers expressed in degrees magnetic except in the Area of Compass Unreliability where headings are expressed in degrees true. Use "heading 360" to signify a north heading.

(Note: The word degrees and magnetic are omitted with reference to magnetic heading and only the word true follows the number where references are to true headings.)

Examples: 005 degrees magnetic Heading Zero Zero Five

030 degrees magnetic Heading Zero Three Zero

360 degrees magnetic Heading Three Six Zero

040 degrees true Heading Zero Four Zero True

180 degrees true Heading One Eight Zero True

i) Express speed by pronouncing each digit separately followed by "KNOTS" or by pronouncing each digit of the MACH number preceded by "MACH".

Examples: 90 knots Speed Nine Zero Knots

250 knots Speed Two Five Zero Knots

Mach 1.3 Mach One Decimal Three

Mach 0.82 Mach Decimal Eight Two

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Words and Phrases

Use the following words and phrases, if practicable, in radio and interphone communication:

ACKNOWLEDGE - "Let me know that you have received and understood this message"

AFFIRMATIVE - "Yes" or "Permission granted".

BREAK - "I hereby indicate the separation between portions of the message".

CORRECTION - "An error has been made in this transmission. The correct version is ...".

GO AHEAD - "Proceed with your message".

HOW DO YOU READ - Self-explanatory.

I SAY AGAIN - Self-explanatory.

NEGATIVE - "No", or "Permission not granted", or "That is not correct".

OUT - "This conversation is ended and no response is expected".

OVER - "My transmission is ended and I expect a response from you".

READ BACK - "Repeat all of this message back to me".

ROGER - "I have received all of your last transmission".

SAY AGAIN - Self-explanatory.

SPEAK SLOWER - Self-explanatory.

STAND-BY - Self-explanatory.

THAT IS CORRECT - Self-explanatory.

VERIFY - Check coding, check text with originator, and send correct version.

WORDS TWICE - As request:

"Communication is difficult. Please say every words twice".

As information:

"Communication is difficult, every word will be said twice".

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