MANUAL OF S2

AERODROME CONTROL SERVICE

First Edition Sep 2010

Vatsim India
http://www.vatind.net
 FOREWORD

Vatsim India is a division of VATSIM which is a non-profit organization operating a dedicated,

worldwide, Internet-based flight-simulation network. Users can connect to the network to either
fly online as a pilot using flight simulation software, or direct traffic as an air traffic controller
(ATC) or participate in what has been described as a close approximation of real-life aviation
procedures.

The purpose of this document is to provide the essential information for new S2 training ATC
At VATSIM INDIA.

No information contained in this document should be use for real world flights or navigation

VATIND MANAGEMENT:

As on Sep, 2010, the VATIND board members are:

1) Webmaster: Deepan Mehta (821011)

deepan_mehta@rediffmail.com

2) Division Director: Rajkoti Reddy (1098833)

gondhirajkoti.reddy@gmail.com

3) Deputy Director: Tanveer Yasser (1098833)

mdtanveer@gmail.com

4) Director Events: Jwalant Swadia (1153626)

jwalant_7@yahoo.com

5) Director Projects: Ashish Singh (1091853)

urbanstructures@gmail.com
 CONTENT

Functions of Aerodrome Control Tower _______________ 4

Selection of Runway - In Use ___________________________ 4
METAR Decode _____________________________________________ 5
Issuance of ATIS ___________________________________________ 10
Categorization of Aircraft ________________________________ 12
Time-Base Wake Turbulence Separation ______________ 12
Control of departing aircraft _____________________________ 14
Control of arriving aircraft _______________________________ 16
Control of traffic in the traffic circuit ___________________17
 Functions of Aerodrome Control Tower :
Aerodrome control towers shall issue information and clearances to aircraft under
their control to achieve a safe, orderly and expeditious flow of air traffic on and in the
vicinity of an aerodrome with the object of preventing collision(s) between

a) aircraft flying within the designated area of responsibility of the control

tower, including the aerodrome traffic circuits;
b) aircraft operating on the maneuvering area;
c) aircraft landing and taking off

Note. The Tower Controller cannot and must not use speed control for any aircraft
on Approach or departing or give vectors to any aircraft while controlling in the Tower
position

Selection of Runway - In Use:

The term runway-in-use shall be used to indicate the runway or runways that,
at a particular time, are considered by the aerodrome control tower to be the most
suitable for use by the types of aircraft expected to land or take off at the
aerodrome.

Headwind: In aerodynamics, a headwind is a wind that blows against the direction

of travel of an object. A headwind reduces the object's speed. The opposite wind is a
tailwind.
a headwind is favorable in takeoffs and landings. As a result, air traffic controllers
commonly choose to takeoff or land in the direction of a runway that will provide a
headwind.

So when selecting a runway, you should always choose the runway that is most
closely aligned with the wind, which will become headwind for that runway.

When the winds are less than 5 knots, then you may select any runway(s) depending
on relevant factors such as the aerodrome traffic circuits, the length of runways, and
SOP's.

Example: A runway at VABB runs 090 (RWY09) and 270.(RWY27)

The winds at VABB is coming from a direction of 190 at 15knots

Which Runway is active?

The answer is RWY 27

 METAR Decode :
The METAR is a report giving the actual weather conditions at an aerodrome at
the time of the report. METAR's are issued every 30 minutes during the opening
hours of the aerodrome.

METAR signal has a 3 component identifier followed by up to 10 components of data

METAR 3 component identifiers:

Identifier Components
1. Report Type METAR
2. Location
ICAO four letter aerodrome code.
Indicator
The time of the observation in UTC (GMT) in hours and minutes
3. Time followed by the letter Z (the universal indication that GMT time is
being reported).
Example: METAR VABB 1050Z

METAR Weather Components

1. Wind
2. Visibility
3. RVR
4. Weather
5. Cloud
6. Temp/Dew Point
7. QNH
8. Recent Weather
9. Wind Shear
10. Trend

Let us look at a typical example:

METAR VOMM 160710Z VRB02KT 7000 FEW020 SCT100 BKN200 34/24 Q1006 NOSIG
METAR 10 components:

1. Wind:

Wind is given as direction in degrees true followed by the average wind speed.

Example:24015KT - indicates that the wind is blowing from the southwest at 15 kts..

Note: KMH (Kilometres per hour) or MPS (Metres per second) may also be found in this
group e.g 34025KPH.

If the wind is gusting this will be shown by a further group of figures preceded by the
letter G.

Example: 24015G27KT - indicates that the average wind is 240 at 15 kts but gusts to 27
kts are recorded.

If the wind is calm then 00000KT will be shown.

A variable wind direction will be shown by VRB.

Example: VRB02KT would indicate that the wind was only 2 kts but would not be blowing
from any fixed direction.

If the wind is greater than 3 kt and the direction is varying by 60 degrees or more then the
actual values must be recorded.

Example: 31015G27KT 280V360 - shows that the wind is blowing from the northwest at
15 kts with gusts to 27 kts but that the wind direction is varying from 280 to 360 degrees.
Not very nice...

2. Visibility:

Visibility is recorded as a four figure group in metres (2000 metres is roughly 1 nm).
If 0000 is shown it would indicate that the visibility is less than 50 metres.
If 9999 is shown it indicates that the visibility is 10 km or more.

If local conditions vary greatly then two groups may be displayed showing the visibility
variation in different sectors.

Example: 1000NW 6000S - shows that the visibility to the northwest of the aerodrome is
only 1000 metres but is 6 km to the south.

3. RVR (Runway Visual Range):

Runway Visual Range is an indication of the real visibility as measured down the runway
either electronically or manually. RVR is taken when the Met visibility drops below 1500
meters and it will therefore only be shown occasionally in METAR reports. RVR visibility will
always be prefixed by the letter R followed by the runway for which the value has been
taken. Example:

R24/1200 - RVR for runway 24 is 1200 meters

4. Weather:

Weather is identified by one or more two letter groups. The full list :

DZ Drizzle
RA Rain
SN Snow
GR Hail
SQ Squalls

GS Small Hail
SG Snow Grains
IC Diamond Dust
PE Ice Pellets

BR Mist
FG Fog
FU Smoke
HZ Haze

VA Volcanic Ash
DU Widespread dust
SA Sand
SS Sandstorm
DS Dust storm
FC Funnel Cloud

We may also describe these in more

detail with a two letter prefix.

MI Shallow
BC Patches
DR Drifting
BL Blowing
SH Showers
TS Thunderstorm
 FZ Super cooled (Freezing)

Slight or heavy conditions may also

be described by using a - or + sign
before the two letter code. Examples
of some combinations:

RA = Rain
SHRA = Rain Showers
FZFG = Freezing fog
-DZ = Slight Drizzle
+SHSN = Heavy snow showers
MIFG = Shallow fog
CB Cumulonimbus
TCU Towering CB

5. Cloud:

The group consists of three letters that describe the cloud cover followed by three figures
for cloud height ABOVE AERODROME LEVEL.

Cloud amount is given as;

FEW Few. This indicates 1 or 2 oktas of cloud.

SCT Scattered. This indicates 3 or 4 oktas of cloud.
BKN Broken. This indicates 5 to 7 oktas of cloud.
OVC Overcast. This indicates 8 oktas (solid cloud cover).

Cloud height is given by the next three figures which show the altitude in hundreds of
feet. i.e. 040 is 4000 ft, 004 is 400 feet, 200 is 20,000 ft.

Examples:

SCT020 - Scattered at 2000 ft.

BKN005 - Broken cloud at 500 feet.
OVC250 - Overcast at 25,000 feet.

A METAR may contain several cloud layers so you may get: SCT025 BKN070 BKN120 -

Showing scattered cloud at 2500 ft, broken cloud at 7000 feet and again at 12,000 feet.

SKC - (Sky Clear) will be used if no cloud layers are observed.

CAVOK - Used if no cloud exists below 5000 ft AND the visibility is greater than 10 km
AND there is no fog, precipitation or snow.
CB - Used to emphasis Cumulonimbus formation - BKN015CB
TCU - Used to signify Towering CB formation.
NSC - Signifies that no significant cloud exists above 5000ft.
6. Temperature and Dew Point:

Temperature and Dew Point are both measured in Centigrade. A minus value is
preceded by the letter M. Examples:

25/12 = Temp 25C, Dew Point 12C, or

00/M02= Temp 0C, Dew Point -2C.

7. QNH (Barometric Pressure):

QNH is rounded down to the next whole mill bar and reported as a four figure group
preceded by Q. If the value is less than 1000mbs then the first digit will be 0.

Examples; Q0996, Q1030.

8. Recent Weather:

This may be included if appropriate using the weather codes above, prefixed with RE (for
recent).

Example: RERA for recent rain.

9. Wind Shear:

This will only be included if appropriate. The code WS is used followed by the runway
affected.

Example: WS LDG RWY28L or WS TKOF RWY08

10. Trend:

This is only available at selected airfields. It is intended to indicate significant changes of

weather in the two hours after the observation is made.

If the change is temporary then TEMPO is used followed by the predicted conditions.

If the change is permanent them BECMG (Becoming) will be used.

Example:

TEMPO 3000 SHRA = temporary visibility 3000 meters with rain showers.
BECMG 33035KT = becoming 35 kts of wind from 330.
NOSIG = no significant changes in weather.
 Issuance of Automatic Terminal Information
Service (ATIS) :
ATIS is provided at major airports in India and is continuous and repetitive

The ATIS broadcast message contains information for arriving and departing aircraft
in the order indicated below

1. Name of the aerodrome

2. Designator i.e. the word INFORMATION and identification letter from ICAO
alphabet
3. Time of observation
4. Type of approach to be expected
5. The runway(s) in use
6. Transition level
7. Other essential operational information
8. Surface wind direction and speed, including significant variations
9. *Visibility and when applicable RVR
10. *Present weather
11. *Cloud below 5000 Ft or below the highest minimum sector altitude whichever is
greater, cumulonimbus
12. * These elements are replaced by term CAVOK, whenever applicable.
13. Air temperature
14. Dew point temperature
15. Altimeter setting(s)

Example:

VABB 160940Z 30017G22KT 4000 +SH FEW010 SCT015 FEW030TCU BKN090 29/26
Q1004 TEMPO 3000 SHRA

A full ATIS (use previous chapter to decode the above metar) broadcast may
sound something like this:

Mumbai - Chhatrapati Shivaji International Airport information Delta. 0940Z.

Expect ILS (or any other type) approach, Departure runway 27 Arrival runway 27
Transition Altitude 4000FT Transition Level 5500FT.
Winds 300 at 17 Gusts 22. Visibility 4000M.
Heavy Showers, Few clouds one thousand ceiling, one thousand five hundred scattered,
three thousand few towering cumulonimbus, FL 90 broken.
Temperature 29, Dew point 26, QNH 1004. Temporary visibility 3000 with rain showers.
On initial contact notify information Delta.

Use the following link to learn setting ATIS in VRC:

http://www.metacraft.com/VRC/docs/doc.php?page=setting_your_atis
VRC ATIS TEMPLATE:

%icao%,information %id%,%time%,

Expect <type of> APP,%runways%,TA <numberFT>,TL <numberFT>.

WIND %winds%,VIS %vis%,CLD %clouds%,

TEMP %temp%,DEW %dew%,QNH %altim%,

On initial contact, report information %id%.

Transition Altitudes of major airports in india:

Ahmadabad 4000 Hyderabad 7000

Amritsar 4000 Jammu 11000
Bangalore 6000 Kolkata 4000
Bhopal 4000 Lucknow 4000
Chennai 4000 Mangalore 8000
Cochin 6500 Mumbai 4000
Delhi 4000 Pune 7000
Goa 7000 Srinagar 20000
Guwahati 7000 Vishakhapatnam 7000

Calculating Transition level for any Transition altitude using QNH:

QNH less than 1013

STEP 1: STD QNH (1013,2 hPA) MINUS local QNH = "X"

STEP 2: MULTIPLY "X" with 28ft = "Y"

STEP 3: ADD "Y" to TA (Transition Altitude) = "Z"

STEP 4: select the FIRST FL that is GREATER than "Z"

You have now calculated the nearest FL above the TA that can serve as a TRL.

Depending local regulations, you may have to ADD 1000ft to ensure vertical separation to the level
you calculated in the line above.

Don't forget to put the TRL in the ATIS!

Example: TA 6000ft and local QNH 973

STEP 1: 1013.2 hPa - 973 hPa = 40.2

STEP 2: 40.2 x 28ft = 1125.6 ft

STEP 3: 6000 ft + 1125.6ft = 7125.2ft

STEP 4: first FL greater than 7125.2 ft = FL75

FL75 can be selected as TRL, but there will not be 1000ft vertical separation with aircraft at the TA
(only 374.8ft).

If 1000ft vertical separation is need between TA and TRL, FL85 has to be selected as a TRL (FL80 is
only 874.8ft above TA)

QNH more than 1013:

STEP 1: local QNH MINUS STD QNH (1013,2 hPA) = "X"

STEP 2: MULTIPLY "X" with 28ft = "Y"

STEP 3: SUBSTRACT "Y" from TA (Transition Altitude) = "Z"

STEP 4: select the FIRST FL that is GREATER than "Z"

You have now calculated the nearest FL above the TA that can serve as a TRL.

Depending local regulations, you may have to ADD 500ft or 1000ft to ensure vertical separation to the
level you calculated in the line above.

Don't forget to put the TRL in the ATIS!

Example: TA 6000ft and local QNH 1043

STEP 1: 1043 hPa - 1013.2 hPa = 29.8

STEP 2: 29.8 x 28ft = 834.4 ft

STEP 3: 6000ft - 834.4ft = 5156.6ft

STEP 4: first FL greater than 5156.6 ft = FL55

FL55 can be selected as TRL, but there will not be 1000ft vertical separation with aircraft at the TA
(only 343.4ft).

If 1000ft vertical separation is need between TA and TRL, FL65 has to be selected as a TRL (FL60 is
only 843.4ft above TA).

QNH 1013

Since the QNH in the METAR is always rounded down to the nearest whole hPa, ADD 500 ft to the
TA to obtain the TRL.

To have 1000ft separation between TA and TRL (vertical separation between TA and TRL): ADD
1000ft to the TA
 Categorization of Aircrafts:

Wake turbulence separation minima should be based on a grouping of aircraft types

In to three categories according to the maximum certificated take-off mass.

The ATC unit concerned shall not be required to apply wake turbulence
separation:

a) For arriving VFR flights landing on the same runway as a preceding landing
HEAVY or MEDIUM aircraft; and

b) Between arriving IFR flights executing Visual approach when the aircraft has
Reported the preceding aircraft in sight And has been instructed to follow and
Maintain own separation from that Aircraft.

Time Base Wake Turbulence Separation:

Arriving aircraft: the following minima shall be applied to aircraft landing behind a
HEAVY or a MEDIUM aircraft:
Departing aircraft:

2 min separation in case of utilizing an opposite-direction runway for Take-off.

 Control of Departing Aircrafts:

Take-off clearance:

Take-off clearance may be issued to an aircraft when there is

reasonable assurance that the separation in and it will exist when the aircraft
commences take-off.

The take-off clearance shall be issued when the aircraft is ready for take-off and at or
approaching the departure runway, and the traffic situation permits. To reduce the potential
for
misunderstanding, the take-off clearance shall include the designator of the departure
runway.

Ex: AI001 cleared for takeoff runway 27

Departing aircraft will not normally be permitted to commence take-off until the
preceding departing aircraft has crossed the end of the runway-in-use or has started a
turn or until all preceding landing aircraft are clear of the runway-in-use.

In the interest of expediting traffic, a clearance for immediate take-off may be issued to an
aircraft before it enters the runway. On acceptance of such clearance the aircraft shall taxi
out to the runway and take off in one continuous movement.

Ex: AI001 cleared for immediate takeoff.

The takeoff clearance will consist of the following items:

Wind (If applicable) - This is the current winds. You are only required to report this
is a tailwind component exists. If the winds are less then three knots, then you can
state the wind as calm. "WIND 140 AT 7"

Runway - State the runway that the aircraft is departing. "RUNWAY 27". You do not
need to state this if only one runway is in use.

Clearance - State the phrase "CLEARED FOR TAKEOFF"

Phraseology:

1. WINDS, RUNWAY (number) CLEARED FOR TAKE-OFF

2. TAKE OFF IMMEDIATELY OR VACATE RUNWAY[(instructions)]
3. TAKE OFF IMMEDIATELY OR HOLD SHORT OF RUNWAY;
4. HOLD POSITION, CANCEL TAKE OFF I SAY AGAIN CANCEL TAKE-OFF
(reasons)

EX: AI001 Winds 210 at 12 kts, runway 27, cleared for takeoff.
 Control of Arriving Airctaft:

Clearance to land:

An aircraft may be cleared to land when there is reasonable assurance that the separation.
will exist when the aircraft crosses the runway threshold,
provided that a clearance to land shall not be issued until a preceding landing aircraft
has crossed the runway threshold. To reduce the potential for misunderstanding,
the landing clearance shall include the designator of the landing runway.

Landing and roll-out manoeuvres:

When necessary or desirable in order to expedite traffic, a landing aircraft may be requested
to:

a) hold short of an intersecting runway after landing;

b) land beyond the touchdown zone of the runway;
c) vacate the runway at a specified exit taxiway;
d) expedite vacating the runway.

In requesting a landing aircraft to perform a specific landing and/or roll-out manoeuvre, the
type of aircraft, runway length, location of exit taxiways, reported braking action on runway
and taxiway, and prevailing weather conditions shall be considered. A HEAVY aircraft shall
not be requested to land beyond the touchdown zone of a runway

ORDER OF PRIORITY FORARRIVING AND DEPARTING AIRCRAFT:

An aircraft landing or in the final stages of an approach to land shall normally have
priority over an aircraft intending to depart from the same or an intersecting runway.

Landing Clearance:
WINDS RUNWAY (number) CLEARED TO LAND.

Runway (number) CLEARED TOUCH AND GO

With Traffic On Final:

NUMBER(X) in line to land follow (traffic) (number) miles on final

EX: AI001 WINDS 270 at 4 kts, runway 27 cleared to land

AI001 WINDS 270 at 4 kts, runway 27 cleared touch and go

AI001 you are number two in line to land follow Jet Airways B734 on final.
Missed Approach / Go around Procedures:

A pilot on an IFR flight plan making an instrument approach may execute a missed approach if they
are unable to safely descend to the runway due to weather or other factors, the controller will
advise the pilot that they copy the missed approach, instruct the aircraft to fly runway heading,
climb them to pattern altitude, and hand the pilot over to approach control for re-sequencing.

"FLY RUNWAY HEADING, CLIMB AND MAINTAIN <altitude>. CONTACT APPROACH ON <frequency>."

To instruct a pilot to abandon his approach use the term "GO AROUND". The most common reasons
is another aircraft still on the runway or a runway incursion will result otherwise. Less common are
unauthorized vehicles or personnel on the runway

Control of Traffic in the Traffic Circuit:

The clearance to enter the traffic circuit should be issued to an aircraft whenever it is desired that
the aircraft approach the landing area in accordance with current traffic circuits but traffic
conditions do not yet allow a landing clearance to be issued. Depending on the circumstances
and traffic conditions, an aircraft may be cleared to join at any position in the traffic circuit.

Enter (left or right) (position in circuit, e.g. DOWNWIND / FINAL) (runway number)

Ex: AI001 enter left downwind runway 27

NEXT: MANUAL OF S3
APPROACH CONTROL SERVICE

Comments and feedback are welcome, and may be sent to gondhirajkoti.reddy@gmail.com

Rajkoti Reddy(1098833) Director Training VATIND