Controlling Tower

What vatSys profile should I load?

When controlling a tower position, load up the recently added Radar TWR position which corresponds with the aerodrome you’re controlling.  This will minimise any erroneous alerts you receive while controlling.

There are also subfolders for Metro D towers (like Bankstown and Archerfield) and Procedural towers (like Albury and Coffs Harbour).

When should I activate a strip?

The Flight Data Record (or FDR) should be activated when an airways clearance is issued to an aircraft.  This process helps keep other controllers in the loop regarding the state of each aircraft, and also ensures that the departure controller will be able to identify the aircraft after take-off.

Once an FDR has been activated, the tower controller can’t make further changes to the flight plan.  If a change is required (due to a runway change, cleared flight level amendment, etc), open the flight plan, deactivate it using the Deactivate button, then make your changes and re-activate the FDR.

How do I record taxi instructions?

Each strip has two boxes for recording information: the Global Ops field (field 21 below) and the Local Ops field (field 22).

Data in the Global Ops field is shared with all controllers, so we recommend you record data here which is relevant to the controllers around you, such as ‘PUSH’ for an aircraft pushing back.  The Local Ops field is only visible to you and is a good place to store more detailed taxi instructions.  For example, Impulse 110 below has been instructed to taxi via taxiway Charlie and hold short of Runway 25.

How can I see more waypoints in the departure window?

Up to three waypoints are normally displayed for each strip in the strip bays.  If you’ve assigned a SID and wish to issue an airways clearance, the aircraft’s first route waypoint may not be visible (as the SID waypoints have been added to the start of the route).  To expand a strip and view more waypoints, click the middle mouse button over the aircraft callsign (field 4 below).  Middle mouse click the same position to return to the normal, un-expanded view.

Controlling Approach

Should I drop the tag when I hand a landing aircraft to tower (or clear them to land)?

No!  Unlike EuroScope, vatSys will auto-finish an FDR when an arriving aircraft lands on the runway specified in their flight plan.  If you drop the tag, this process may not occur.  When an aircraft is cleared for an approach, set the CFL to 000 or VSA and leave it highlighted (white).  When you give the frequency transfer to tower (or clear the aircraft to land if extending top down), use the middle mouse button to change the CFL colour to green.  This will help you keep track of which aircraft are still on your frequency and which aircraft have been transferred to tower.

Controlling Enroute

When should I activate the strip of an OCTA departure?

When an aircraft gives an IFR taxi call for a departure OCTA, activate their FDR.  This will populate their squawk code and place their tag at their departure aerodrome, providing a clear indicator of any conflicting IFR traffic.

When should I finish the strip of an aircraft arriving at an OCTA aerodrome?

IFR aircraft will generally report on the ground or in the circuit area when arriving at an uncontrolled aerodrome to cancel SARWATCH.  In response to this call, ‘finish’ the FDR and respond to inform the pilot that their SARWATCH has been terminated.  You can finish an FDR by left mouse clicking on an aircraft’s callsign and selecting Finish, or by opening their flight plan and clicking the Cancel button.

For more information or to download vatSys, visit https://virtualairtrafficsystem.com/

Recent Common Mistakes

Terminating SARWATCH

When terminating an aircraft’s SARWATCH, some controllers have been including unnecessary information (such as the current time), which overcomplicates the call.  All that is necessary is the destination aerodrome and the phrase ‘SARWATCH TERMINATED.

For example, QLK46D is an IFR Dash 8 which has just landed at Dubbo.

QLK46D:             QLK46D, DUBBO, CANCEL SARWATCH.
ML CTR:              QLK46D, DUBBO SARWATCH TERMINATED.

Radar Departures at Sydney

Aircraft assigned the Sydney Two radar SID require an assigned heading before departure.  Tower controllers are reminded that the Sydney Local Instructions allow the use of auto-release with the Sydney Two SID, provided departing aircraft are assigned a heading from the table at section 6.3.1.

For example, if a non-jet aircraft was departing Runway 34L assigned the Sydney Two SID, the tower controller may issue the assigned heading ‘left 230’ with no requirement to perform ‘next’ coordination for the aircraft.

Approach Phraseology

Where possible, the use of standard phraseology is encouraged to ensure pilots of all experience levels understand the instructions being issued to them.  Some controllers have begun introducing non-standard phraseology which has confused some pilots.

Some examples include:

-  ‘CLEARED ILS APPROACH, REPORT FULLY ESTABLISHED’
‘Report fully established’ is redundant, as aircraft are either established or not, there’s no in between.  Use the phrase ‘REPORT ESTABLISHED’ instead.  It is generally a good idea to ask the pilot to report established if you are providing radar vectors to intercept the final approach course of an instrument approach.  Once they’ve reported established and you have no further requirements for the aircraft, you may transfer them to tower.
 

-  ‘DESCEND VIA STAR TO 6000FT, EXPECT ILS RUNWAY 34L APPROACH’
On initial contact with the TMA, approach controllers should give a runway nomination and approach expectation (as well as descent if available).  By telling an aircraft to ‘expect ILS Runway 34L approach’, you are waiving their readback requirements (expectations do not need to be read back).  Instead, use the phrase ‘RUNWAY 34L, EXPECT ILS APPROACH’, which ensures the pilot will readback their runway assignment.
 

-  'DESCEND VIA STAR TO 3000FT’
It’s important to familiarise yourself with the charts for the airport you are controlling and be aware of the requirements and restrictions on each procedure.  The use of ‘DESCEND VIA STAR’ phraseology is encouraged when an aircraft is cleared via a STAR, until they reach a point on the procedure where no further requirements or restrictions apply.  For example, there’s no need to use ‘DESCEND VIA STAR’ phraseology on the RIVET STAR past BOOGI, as there are no further procedure restrictions.  Instead, from that point, you can simply use ‘DESCEND TO 3000FT’.

What are circuits?

A circuit is a routinely practiced procedure that involves departing from an aerodrome, making some turns to form the ‘circuit pattern’ and landing on the same runway you departed from. Circuits are a great way to practice takeoffs, landings, maintain straight & level flight, as well as climbing, descending and turns (with a combination of both), remembering pre-landing checklists off by heart, all of this whilst talking to Air Traffic Control. 

Things we need to be aware of being conducting circuits

-  Circuit direction: By default, the circuit direction is to the left of the active runway (Anti-clockwise). This is because the pilot in command typically sits in the left-hand seat and therefore will give the pilot the best visibility of the aerodrome’s active runway, as it should be in sight at all times. If it is not to the left, it will be stated under ERSA for that aerodrome which can be found on Airservices AIPs online.

-  Circuit & overfly height: Unless otherwise specified by ERSA, the circuit height is 1000ft above aerodrome elevation.  Overfly height is an extra 500ft above the circuit height. These heights shall be rounded to the nearest 100ft. For example, if you have an aerodrome elevation of 434ft, the circuit height will be 1400ft & the overfly height will be 1900ft. One reason overfly height is used is if pilots are flying a visual departure and want to depart the aerodrome in a direction other than the circuit, they may do so by climbing to ‘overfly’ height. This allows them to track overhead the aerodrome. Note: Circuit height can differ based on an aircraft's performance category. 

Source: VFRG by CASA

-  Traffic levels: In VATSIM, often people will choose to fly circuits at bigger and busier aerodromes, particularly ones with lots of RPT (regular public transport) because it is more likely that there will be ATC online. It is recommended to use tools such as VATSpy before commencing circuits at larger airports to see if traffic levels are low enough for that aerodrome. This reduces delays and stress for both other pilots, and the controller (If there’s one online)

-  Suitable weather condition and remaining in VMC (Visual meteorological conditions): You are pilot in command! It is your responsibility to ensure that the conditions you are about to fly into are acceptable. Be sure to read the TAF for the aerodrome you plan on flying circuits at; listen to the ATIS and note the weather conditions as well. One thing in particular to be aware of is the aircrafts maximum demonstrated crosswind component. Make sure that if there is any crosswind present (or forecasted), it is within the aircraft’s limits. As mentioned previously, the aerodrome and specifically the active runway must be in sight at all times. So, you MUST be flying VFR. (SVFR) is also permitted but will not be covered in this tutorial. Below is a table of what is considered VMC depending on airspace classes.

Source: VFRG by CASA

How do we fly circuits?

It is important that we have an understanding of the 5 legs of the circuit. Below is a diagram of these legs with the relevant names.

Note: In diagram, circuit direction is to the left

Note: The name of the circuit legs is in relation to the runway. They are NOT in relation to the actual wind direction. The idea is that you will primarily be departing on the active runway into wind.

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Start clearance: Before commencing circuits, make sure to request engine start clearance from ATC for circuits. This is done to prevent wasting fuel if there are any delays. To request start clearance from ATC, turn on your battery master and avionics, then tune to the appropriate frequency. “Melbourne tower, Cessna Alpha Bravo Charlie for circuits request start.” Reply to ATC as required

Upwind: Once we are cleared for takeoff and airborne, we will be flying the ‘upwind’ leg. All this requires us to do is to keep tracking the runway extended centreline as well as flying at the aircrafts best rate of climb (Vy). Keep in mind to compensate for any crosswind. It is super important that you do not end up being blown off track, especially if you are flying at an airport where there are parallel runway operations in progress. For example, you are conducting circuits on runway 34R at Sydney, if you have a strong wind blowing from the east, without proper correction, you will be blown off track and potentially drift over to runway 34L. Fly the upwind leg until 500ft AGL.

Crosswind: You are climbing on the upwind leg, once you reached 500ft AGL, you may commence a climbing turn (around 15° bank) to fly the ‘crosswind’ leg. Continue the climb.

Downwind (and radio call): As soon as you level out at 1000ft AGL on the crosswind leg, you may begin a medium level turn to join downwind (around 30° bank). In most cases, this will create a good distance between the active runway and the downwind leg. Keep in mind however that you may need to extend the crosswind leg or turn downwind earlier than 1000ft AGL to create a reasonable circuit size. Factors such as wind, aircraft type and other circuit traffic might require you to eyeball how wide to fly the circuit. ATC prefer to know your intentions as early as possible. Subject to workload, mid-way through your turn onto downwind is ideal. However, making the call once established on the downwind leg is also acceptable. Each time you turn downwind, you need to let the tower know whether you would like to continue flying circuits “touch and go” or make it your last one “full stop”. The downwind call should go something along the lines of. “Alpha Bravo Charlie turning downwind, touch and go”. If you are the next aircraft to receive landing clearance, the tower will then reply with “Alpha Bravo Charlie number 1”. All you need to read back is your callsign. After you have made your call, it is good habit to get all of your pre-landing checks out of the way, because you aren’t in the air for that long. It helps if you can memorize the pre-landing checklist.

Base: Again, depending on circuit traffic or instructions by ATC. Start making a medium level turn to join ‘base’ when you are around 45° from the runway threshold (as shown in diagram). Whilst you are turning onto base, you can start your descent. In this time, keep a listen out for ATC to give you your landing/touch & go clearance.

Final: Make sure you are turning onto final no less than 500ft AGL. If you need to go around for whatever reason. Advise the tower as soon as practical. If you overshoot the centreline, don't worry! don't try to correct this with more angle of bank. Instead continue your turn back towards the centreline and line up.

Touch & go: Once you have touched down, assuming you have received your touch & go clearance from the previous circuit, retract your flaps, advance to full power and lift off at the aircrafts rotation speed (Vr). Be mindful if you are flying at an airport with a shorter runway length, you do not have much time to keep rolling down the runway, especially if you touched down further than planned.

Thanks to Will Menzies for writing this amazing tutorial!