L5 - Coordination25-11-2005 | |
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L5 - Coordination25-11-2005 | |
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1 - Aim of the coordination : The aim of the coordination is : - to inform adjacent controllers you are activating or deactivating a sector. - to negociate the management of your traffic with a controller who will stay active after you leave. - to provide air traffic services without disturbing other controllers in adjacent sectors. - to safely integrate incoming flights into your own traffic. 2 - Coordination materials : 2.1 - The ATC channel : It can be accessed with the / command. (caution, different from // command enabling frequency change). Each time a message is preceeded by a / , this message will be seen into the Pro Controller dialog box by active controllers ONLY (callsign like CTR, APP, TWR etc...). This channel is relevant for sector activation/deactivation messages, for incident or accident reports, for coordination message like informing you are taking full control of an airfield (GND+TWR+APP) because one of your colleague has been definitely disconnected for instance. For traffic coordination, use the chat windows. 2.2 - The chat windows : You can create one by typing .chat XXXX_XXX or via the menu Server / Who is online then right click on the controller's callsign you want. According to the size/number of monitor you have, you can open a chat window for each controller or group several controllers into the same chat window with .a YYYY_YYY (a stands for ADD). You can also remove a controller from a chat window that contains a few of them with .r YYYY_YYY (r stands for REMOVE). Of course, if you have several controllers into the same window, don't forget to indicate who you are talking to (something like : "APP, need clearance for AFR820 - TWR, have MLR on RW??" then "TWR, rgr - APP, copied tnx" If you just write "Roger", is that for APP, for TWR, for both? It is not clear). The chat windows are very nice for traffic coordination because you can talk with adjacent controllers only; you can choose the controllers you will coordinate the traffic with. On the ATC channel, messages are sent to ALL controllers. 2.3 - The emergency frequency 121.500, also called GUARD : Though people often use it as an ATC channel, keep in mind that 121.500 IS NOT A COORDINATION SYSTEM. The emergency frequency must be used for... * ... emergencies only * or immediate actions (avoiding action, runway vacating...) with a pilot who does not answer anymore on the normal frequency (text or voice). 3 - Particularities : A controller often activates several control positions simultaneously (GND+TWR, TWR+APP or even GND+TWR+APP). In that case, log with the callsign which corresponding sector is the bigger. For information : DEL=GND and GND < TWR < APP < DEP < APP < CTR < FSS. The coordination has to be adapted to the situation according to adjacents controllers. DEL and FSS positions are rarely used; we will deal with them in a further version of this page. As far as accidents or incidents are concerned, you can deal with them at your discretion, it depends on the way you want it "as real as it gets". 4 - Coordination procedures for ground controllers (GND) : 4.1 - With the tower (TWR) : * indicate who is taxiing for departure (this constitutes an advanced notice for departing traffics). * ask for runway crossing authorization; the runway is the only part of the ground that does not belong to the ground controller; the runway is under the responsability of the tower controller because he/she is in charge of giving clearances to land and take-off. No aircraft can enter the runway, even just for crossing, without prior permission from the tower controller. Particularly, though a runway backtrack is actually a ground maneuver, this has to be done while on frequency with the tower controller, not the ground controller (except if this has been coordinated and the tower controller accepts it). * indicate the runway is clear after an aircraft has crossed it while taxiing. * indicate all incidents/accidents occuring on the ground. 4.2 - With the approach (APP) : * ask for the IFR clearance The approach controller only can give such a clearance including among others a reporting point or SID and a flight level into the approach airspace. The ground controller does not know all the traffic the approach is handling and cannot choose appropriate and safe points and FLs for the departing aircraft. This could cause disturbances (or worse) with arriving traffics, transits or other departing traffics. The IFR clearance must include at least a SID (or a reporting point), an FL and a transponder code (squawk). 5 - Coordination procedures for tower controllers (TWR) : 5.1 - With the ground (GND) : * indicate who is arriving for landing (this constitutes an advanced notice for arriving traffics). * indicate all incidents/accidents occuring on the runway or in the patterns, in the vicinity of the airport. 5.2 - With the approach (APP) : * shortly after logging, confirm hand-off altitude for departing traffics (usually 2000 ft above aerodrome level) and hand-off points for arriving traffics (usually when aircraft established on ILS or on final). * indicate who is going to take-off (this constitutes an advanced notice for departures). * indicate traffics flying into the VFR patterns (standard pattern, VFR arrival...) that could be conflictual with approach traffics. *indicate all incidents/accidents occuring on the runway or in the patterns, in the vicinity of the airport. 6 - Coordination procedures for approach controllers (APP) : 6.1 - With the ground (GND) : * give IFR clearance for departing traffics when requested by GND. 6.2 - With the tower (TWR) : * shortly after logging, confirm hand-off altitude for departing traffics (usually 2000 ft above aerodrome level) and hand-off points for arriving traffics (usually when aircraft established on ILS or on final). * indicate who is going land (this constitutes an advanced notice for arrivals). * indicate all incidents/accidents. 6.3 - With the centers (CTR) : * shortly after logging, confirm hand-off flight level (FL 120 for instance) and/or hand-off points. Let's take an example with a hand-off limit between APP and CTR at FL 120. This means : - APP can deliver an IFR clearance up to FL 120 max. - APP can not climb above FL 120 without prior coordination and permission from CTR. - CTR can not descend below FL 130 without prior coordination and permission from APP. * indicate departing traffics and say reporting point and FL allocated. * if necessary, get a new clearance to continue climbing (this can prevent an aircraft to stop its climb before it reaches its cruise altitude for instance). * indicate all incidents/accidents. 6.4 - With other approaches (APP) : It happens that 2 approaches are close enough for hand-off to be conducted from one to the other directly with no intervention from a center. In that case : * as soons as you are requested an IFR clearance from the ground, or as soon as the traffic is entering your area, contact the relevant APP to get hand-off information (position, heading, FL, squawk...). * indicate all incidents/accidents. 7 - Coordination procedures for center controllers (CTR) : 7.1 - With approaches (APP) : * shortly after logging, confirm hand-off flight level (FL 120 for instance) and/or hand-off points. Let's take an example with a hand-off limit between APP and CTR at FL 120. This means : - APP can deliver an IFR clearance up to FL 120 max. - APP can not climb above FL 120 without prior coordination and permission from CTR. - CTR can not descend below FL 130 without prior coordination and permission from APP. * indicate arriving traffics and say reporting point and FL allocated. * if necessary, get a new clearance to continue descending (this can prevent an aircraft to stop its descend before it reaches its final altitude for ILS for instance, if ever it can descend there directly accodring to minimum safe altitudes). * indicate all incidents/accidents. 7.2 - With other centers (CTR) : * shortly after logging, confirm hand-off flight level (FL 240 between CTR and UP_CTR for instance) and/or hand-off points. * indicate traffics that will enter the sector of another center and choose in accordance with the other the reporting point and the FL allocated. * indicate all incidents/accidents. |
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