The ATC

In today’s busy world air traffic is growing faster and faster as more people see flight as the fastest and safest way to travel. The need for strict air traffic control is being emphasised more and more and with air traffic set to double before the year 2010 new innovations will have to come about to keep the air a safe place. Existing systems will not be sufficient and will have to be upgraded. There will never be a replacement however for those guys and gals on the com that make up the air traffic control body.

The world of flight simulation also uses these controllers to really make it, “As Real As It Gets”. This report is an example as well as a tutorial of high standard ATC that virtual pilots like myself fly under. If you are a controller I’m sure you’ll agree that our guide to ATC on the net is of a very high standard. Compiling realistic call signs, calls and frequencies. Below is a one full flight on the traffic pattern at Heathrow (EGLL).

(Pilot) Clearance good evening Speedbird 125 has ATIS information Kilo, Aircraft 777-300, @ Gate Lima 25, requesting IFR Clearance for a traffic Pattern.

(Clearance) Speedbird 125 good evening Sir, flight plan is approved; your cleared to 6000 feet, please squawk 1513, QNH is 1012 Millabars, read back is required.

(Pilot) Flight Plan Approved, squawking 1513, QHN 1012, Speedbird 125.

(Clearance) Read back is correct, contact ground on 121.90 for push and start.

(Pilot) Read back correct, onto ground now on 121.90 for the push and start, Speedbird 125 good day.

(Pilot) Ground good evening Speedbird 125 request clearance for push and start from gate Lima 25.

(Ground) Speedbird 125 Good evening Sir, push and start approved, call back on this frequency for taxi.

(Pilot) Push and start Approved, will call ready for taxi, Speedbird 125.

(Pilot) Ground Speedbird 125 request taxi instructions.

(Ground) Speedbird 125 Active runway for departure is 27R, your cleared to taxi to the holding point of runway 27R via the inner taxiway, read back is required.

(Pilot) Active runway for departure is 27R, cleared to the holding point of 27R via the inner taxiway, Speedbird 125.

(Ground) Speedbird 125 your read back is correct.

(Pilot) Ground Speedbird 125 is at the hold at 27R.

(Ground) Speedbird 125 monitor the tower now on 118.50 good day.

(Pilot) Monitoring the tower now on 118.50, Speedbird 125, good day.

(Tower) Speedbird 125 after the departing 747-400 (make this up) you’re cleared to line up and wait on runway 27R, read back required.

(Pilot) After the departing 747, cleared to line up and wait on runway 27R, Speedbird 125.

(Tower) Speed bird 125 read back is correct, contact tower when ready for departure.

(Pilot) Will contact ready for departure, Speedbird 125.

(Pilot) Speedbird 125 is ready for departure from 27R.

(Tower) Speedbird 125 your cleared for takeoff runway 27R, after take off maintain runway heading, winds are 280 @ 4 kts.

(Pilot) Cleared for takeoff 27R, maintain runway heading, winds copied, Speedbird 125.

AFTER DEPARTURE WHEN ANY AIRCRAFT IS ABOUT 2 MILES FROM THE LONDON VOR PASS THEM ON TO LONDON CONTROL.

(Tower) Speedbird 125 report your heading to London now on (see list below), good day.

(Pilot) Report heading to London now on (see list), Speedbird 125, Good day.

(Pilot) Departure Speedbird 125 out from 27R Passing 2000 for 6,000 feet on runway heading.

(London) Speedbird 125 Squawk I dent, continue clime to 6,000 feet on a QNH of 1012.

(Pilot) Speedbird 125 squawking (Give your squawk code you were give by clearance) 1513, continuing to 6,000 feet on a QNH of 1012.

ATC NOW GIVE THE PILOT HEADING INSTRUCTION AS TO THE PATTERN YOU HAVE SELECTED TO USE, AND HEIGHT CHANGES AS REQUIRED. I USE ABOUT FLIGHT LEVEL 100 (Use flight levels after 6,000 feet EG Flight Level 70 for 7,000 feet, flight Level 80 for 8,000 etc) THE WHEN YOU GET THEM TO THE ARRIVAL PIONT START THE FOLLOWING

SPEEDBIRD 125 IS IN A HOLD NEAR LAMBOURNE VOR AT FLIGHT LEVEL 120.

(London Control) Speedbird 125, Descend Flight level 100 back to Lambourne, leave on a heading of 270, 210 KTS.

(Pilot) Down to flight level 100 back to Lambourne and leave 270, 210 kts Speed bird 125

(London Control) Speedbird 125 Descend Flight Level 90

(Pilot) Descending to Flight Level 90, Speed bird 125

(London Control) Speedbird 125 Descend flight level 80

(Pilot) Descending to Flight Level 80, Speed bird 125

(London Control) Speedbird 125 Turn left 110, downwind

(Pilot) Left to 110 for downwind, Speed bird 125

(London Control) Speedbird 125 Descend now to 4000 feet, QNH 997 Millabars

(Pilot) Descending to 4000 feet, QNH 997 Millabars, Speed bird 125

(London Control) Speedbird 125 22 Miles for 27L, Call sign only to Radar on 120.40, good day.

(Pilot) Call sign only on 120.40, Speedbird 125 good day.

(Pilot) Director good evening Speedbird 125

(Radar) Speedbird 125 Good evening 20 miles for 27 L

(Pilot) Speedbird 125

(Radar) Speedbird 125 Turn right 180, speed 180 KTS

(Pilot) Right to 180, speed back to 180, Speedbird 125

(Radar) Speedbird 125 Turn right 245, report localizer established for 27 L

(Pilot) Right to 245 and report localizer fully established Speedbird 125

(Radar) Speedbird 125 Descend 3000 Feet.

(Pilot) Descend to 3000 feet, Speedbird 125

(Pilot) Speedbird 125 is fully established 12 miles for 27L 

(Radar) Speedbird 125 Thank you, Descend on glide path, maintain speed.

(Radar) Speedbird 125 slow to 160 KTS to 4 DME, call tower on 118.70, good bye

(Pilot) 160 to 4 and call tower 118.70, Speedbird 125 good day.

(Pilot) Tower good evening Speedbird 125 10 miles to run for 27L

(Tower) Speedbird 125 Good evening report 4DME

(Pilot) Report 4DME Speedbird 125.

(Pilot) Speedbird 125 is 4 DME

(Tower) Speedbird 125 Continue approach wind 270 @ 5 KTS

(Pilot) Continue approach, winds copied, Speedbird 125.

(Tower) Speedbird 125 After landing expedite vacating, cleared to land 27 L Wind 270 @ 3 KTS

(Pilot) After landing report expedite, cleared to land runway 27L wind 270 @ 3 KTS

(Tower) Speedbird 125 Expedite first right

(Pilot) Expediting next right, Speedbird 125.

(Pilot) Speedbird 125 clear of the active runway.

(Tower) Speedbird 125 thank you, contact ground now on 121.90 good bye.

(Pilot) On to ground now 121.90, Speedbird 125, thank you good day.

(Pilot) Ground good evening Speedbird 125 just vacated 27L block 10, request taxi instructions.

(Ground) Speedbird 125 good evening Taxi to the gate of your choice via the outer taxiway and report back at the gate for shut down.

(Pilot) Cleared to taxi to gate via the outer, will report for shutdown, Speedbird 125.

(Pilot) Speedbird 125 at gate Kilo 17 requesting engine shut down.

(Ground) Speedbird 125 Shutdown approved at Gate Kilo 17, flight plan closed (Give time) good day.

(Pilot) Cleared for shut down and flight plan closed, Speedbird 125 thank you, good night.


END

Heathrow Frequencies:

CLEARANCE 121.975
GROUND 121.900/121.700
TOWER DEP 118.50
TOWER ARR 118.70
DEP 9R SOUTH 134.975
DEP 9R NORTH 118.825
DEP 27L/R WEST 134.125
DEP 27L/R SOUTH 120.525
APP WEST 134.975
APP EAST 119.725
RADAR 120.40

How Aircraft are Handled by ATC

Aircraft, whether arriving or departing fall into one of two categories, either they filed a flight plan, or they did not. The air traffic controller handles each a slightly differnt way.

 

Visual Flight Rules

When an aircraft that has not filed flight plan contacts the assigned frequency of the tower, the controller marks down the aircrafts ID on a “magnetic strip” and places it on the right side of their “board”. They use that strip to keep track of the aircraft until it has landed or flown out of their airspace. The red colored area in the upper left corner labeled “TIPH” and stands for “Taxi into postition and hold”. This is a memory aid for the controller. They use this to avoid 2 aircraft from using the same runway at the same time and one landing or colliding with the other.

Instrument Flight Rules

Aircraft that have filed flight plans with the Flight Service Station, have their information printed out on strips approximately 30 minutes prior to their departure. After the aircraft is airborne, a strip also prints at the destination airport.

These stips are then inserted in holders and placed on the controller’s board as the aircraft come in contact with the controller. The counters at the bottom of the board are used to keep track of how many “operations” are made. An “operation” is considered a landing or a takeoff. A “touch and go” as well as an overflight are each considered two “operations”. The different counters are used by the controlers to keep track of different types of military and civilian traffic as well as overflights.

Departure Strip

dpa23

The information on the strip that is typed, is what the pilot included in his/her flight plan. The notes written on the strip are from the controler. The following information can be obtained from this strip:

  • N6448Q: call sign
  • M20F/A: type aircraft / equip.
  • 078: computer code
  • 4301: squawk code
  • P1830: proposed departure time
  • 80: final proposed altitude
  • DPA: departure airport (Dupage Airport)
  • 270 (written): Initial IFR heading issued by Chicago Approach at O’Hare Airport
  • +SIMMN V172 CID+: Preferred Departure Route or PDR
  • DPA EON CID: the route the pilot filed
  • 1858 (written): actual departure time
  • 33 (written): runway used
  • The check mark in the upper right hand corner indicates clearance was issued
  • The “x” in lower right hand corner indicates ATIS was received

Arrival Strip

dpa24

The information on the arrival strip is simular to that of the departure strip. The following information can be obtained from this strip:

  • N582SB: call sign
  • BE58/R: type aircraft / equip.
  • 314: computer code
  • 2344: squawk code
  • LUCIT: previous fix
  • EON: coordination fix
  • A0007: time at previous fix (LUCIT)
  • IFR: instrument flight rules
  • DPA: destination airport (Dupage Airport)
  • 0025 (written): initial contact with the airport controler

We hope this can help you in the future of your gaming on the internet in the famous ATC sessions. Thank you for taking the time to read our report.



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