IVAO i-Pack |
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L5 - TOWER25-11-2005 |
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This lesson will provide you with some pieces of information about how to work as a tower controller, considering the fact that you already know how to use the Pro Controller software (if not, you'd better see THIS before). 1 - MATERIAL : Basically you need : - charts (airport diagram and visual patterns at least) of the airfield (real or made for simulation purposes only). - the proper sector file for Pro Controller. Here is what to do, step by step :
(1) Remember you have to log with the ICAO 4-letter identifier (LFPG_TWR, KJFK_TWR...). See L5-Identifiers for details. (2) Set your Pro Controller COM on the frequency indicated into the database for tower control (even if otherwise indicated on your charts - the database is the reference for all IVAO simmers). (3) If you already have a sector file, disregard this. If not, a sector can be created with the IVAO sector file creator system which can be accessed directly from the database page showing your airfield details. (4) Mmmm, the problem is that it is quite uncomfortable to work on an airfield which you don't know the details of. It is better to choose one you have charts for. If you can't find what you need on internet, you may ask some outdated charts at the following locations : - control towers (or their Aeronautical Information Service office). - airlines desks. - aero clubs, pilots offices. Their charts publications are regularly updated and old charts are usually... ...trashed. It could be interesting to be their trash, sometimes ;-)) 2 - COORDINATION :
When online, check if the other controllers are connected too, particularly the GND and APP controllers because they are those you will mainly work with.
a) Normal situation - Active GND and APP controllers on your airfield :
On departure, you will get traffics from GND (at holding point) and transfer them to APP (IFR = when airborne, VFR = when entering APP area of responsibility). VFR traffics departing at very low altitude (below the APP area of responsibility) may be switched directly on the the UNICOM frequency (122.80).
On arrival, you will get traffics from APP (established on ILS for instance or in sight of airfield for visual pattern) and transfer them to GND (when runway vacated). VFR traffics arriving at very low level (below APP area of responsibility) may come from the UNICOM frequency and switch directly with you to enter the VFR pattern.
b) Specific case 1 - No GND controller active : You deal with both GND/TWR control. See §4 below.
c) Specific case 2 - No APP controller active but CTR controller active : If you are able, it is better to connect as the approach controller and deal with APP+TWR or even APP+TWR+GND if no GND is active. See §4 below.
On departure, if you don't connect as the APP controller, traffics are to be transferred directly to the CTR. VFR departures remaining below, say, 5000 ft, may be switched to UNICOM (122.80).
On arrival, you will get traffics from CTR (established on ILS for instance or in sight of airfield for visual pattern). VFR traffics arriving at low level will switch from UNICOM directly to your frequency.
d) Specific case 3 - No APP nor CTR controllers active :
On departure, transfer traffics to the UNICOM frequency.
On arrival, traffics will switch from UNICOM directly to your frequency (pay attention to those traffics; if you see they fail to contact you, ask them to switch on your frequency by private message; if this still fails, try on GUARD 121.5).
e) Transits :
You may have some VFR flights transiting into your area of responsibility without landing on your airfield. Give the appropriate clearance for them to transit without disturbing your traffic at the airfield. If the transit is to enter the APP/CTR area of responsibility, the flight has to be transferred to (or at least coordinated with) the appropriate ATC (if active).
It is recommended that you open a chat window dedicated to the GND and APP controllers and another one for any other chat messages. Keep the GND/APP chat window free for your traffic coordination only. See L5-Coordination for details. 3 - WHAT DOES THE JOB CONSIST OF :
Your job is to manage the traffic on the runway and about 10 NM around the airfield. You will find the appropriate phraseology to be used into files L5-Phraseo1 and L5-Phraseo2 and details about visual patterns into L5-Visualpat. Don't forget that :
- A runway is the only part of the ground that DOES BELONG TO YOU, not to the GND controller. - No aircraft can taxi on a runway without your prior permission, even if just for crossing it.
Here are now some guidelines (you may encounter some other situations which are not indicated here - this a simple approach of what the TWR control is - you may encounter some other situations, more or less complex than those described below) :
- Create your ATIS (see L1-ATIS). The main factor to choose the runway(s) in use is the wind. Aircraft take off and land with headwind. However, some other factors (pattern, geographic environment, noise abatement procedures...) may influence the choice of the runway(s) in use. Don't forget to match your ATIS with those of GND and APP. Particularly, be sure you all indicate the same runway(s) in use. Note : a pilot can request to use another runway than the one in use if he/she finds it is more convenient for him/her. Unless this causes troubles in the traffic, there is no reason to refuse such a request (of course, this has to be coordinated with APP).
- To decide which order aircraft are going to take-off, the usual rule is : "first arrived, first served", that is to say : "first at holding point, first taking-off". However there is an exception if you are playing with departure slots (see L5-CTOT for details). You also may have to make some tactical choices (say, it is better to have a B737 to line up and depart before a C182 for instance, particularly if they are planned on the same route).
- Then to know who is going to land first, your main problem is to choose between IFRs and VFRs. In case you have IFR traffics only, no problem, everything should be regulated by the approach. However, if you have both VFR and IFR traffics, remember an IFR is usually performing an instrument approach with prescribed instructions (on charts). It is more convenient to work on the VFR than the IFR. Also, you can try to land or take-off a VFR before, according to the distance and approach speed of the inbound IFR (some calculations needed here, integrating the fact that the runway vacated when the IFR reaches the short final).
- If needed, an aircraft can taxi via a runway; in such a case, the pilot must contact you. If just for crossing a runway, the pilot remains on the GND frequency but the crossing has to be coordinated with you (because you are the one who authorizes the aircraft to land on the runway, or to take-off from it).
- For VFR traffics, your job consists of giving traffic information to the pilots so that they know who else is into the VFR pattern and where they are. As long as VFR traffics are into the TWR area of responsibility (about 10 NM around the airfield up to 2000 or 3000 ft AGL usually, between visual reporting points) they remain on your frequency and you provide them with the control service, in addition to information and alert (see L5-ATS). You regulate the traffic to have them departing and arriving safely. You can expedite a departure (rolling take-off), or you can delay a departure (remain at holding point) or an arrival (extend downwind, 360 for delaying action, holding over a visual reporting point...). The main point is that you can't give any clearance to land or to take-off if the runway is not vacated (as far as the general case is concerned). You also should take the wake turbulences into account as indicated into L5-Heavy.
- With IFR arrivals, you just have to give the clearance to land when they reach the approach minima (or instruct a missed approach in case the pilot says he/she doesn't see the runway or can't land safely or if the runway is not vacated when the aircraft is on short final ready to land).
- With IFR departures, you give a clearance for take-off and transfer them to approach as soon as they are airborne.
- Avoid speaking to the pilot during the very short final and during take-off and landing operations in order not to disturb these phases.
- If a pilot says "3 greens" or "5 greens", this means the gear is down and locked.
- The QNH should be given to VFR flights only (IFR got it from GND or from APP). * VFR departures : give it when aircraft is leaving your frequency * VFR arrivals : give it at initial contact when they are entering your area of responsibility.
- Instead of lining-up (taxiing into position) and holding on the runway prior to take-off, the pilot can enter the runway and apply full power to take-off immediately without stopping on the runway. This is called a rolling take-off. This can be used to expedite the traffic. In such a case, the pilot is cleared for immediate departure and must take-off without any delay if he/she accepted such a clearance. Say an A320 is ready for departure and a B757 is at 8 NM inbound on final. The Airbus may be cleared for a rolling take-off and must be informed of the Boeing on final (so that the Airbus pilot knows he/she can't stay on the runway for long). Of course, the Airbus must continue holding short of the runway if the pilots thinks he/she is unable to comply with the rolling take-off clearance.
- Instead of landing, an aircraft can perform : * a low approach (will go around when reaching minima, before touching the runway). * a touch-and-go (will touch the runway and take-off again). * a stop-and-go (will land, stop on the runway and take-off with from the remaining distance). 4 - PARTICULARITY :
When no GND position is active, the TWR controller usually deals with the GND tasks. In such a case, this means you activate both GND and TWR controls but you keep your TWR call sign, frequency and sector file. Details about how to work as a GND controller can be found in L5-GND. Experienced people may also cumulate GND+TWR+APP, using this time APP call sign, frequency and sector. Details about how to work as an APP controller can be found in L6-APP.
In case a DEP controller is active, all departures have to be coordinated with him/her. The APP controller will only deal with arrivals. See L6-DEP for details. |
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