Professional Documents
Culture Documents
Disclaimer ~ words of warning ~ dont try this in real life, even with strict supervision!
All rules, suggestions, methodology & separation standards etc are specifically for online aviation simulation only. They have been modified &/or simplified for the online environment & are not to be used in the real world under any circumstances.
A 30k differential for the entire descent will result in approximately 6 nm difference for a jet following a jet, or 12 nm difference for a turboprop following a turboprop.
Radar vectoring
On departure For sequencing For separation For combined sequencing & separation
Slower preceding aircraft. Faster following aircraft. Departing aircraft is on a crossing or conflicting SID or route, with another aircraft, which is already airborne.
Slower preceding aircraft (assuming the SID will not provide separation)
Tower advises App/Dep: Releasing TQQ (Dash 8), followed by QF455 (Jet).
App/Dep advises tower: TQQ Cancel SID, turn right heading 220, unrestricted. QF455 unrestricted.
or faster following aircraft (assuming the SID will not provide separation)
on leaving A050 or after QF232 has overtaken TQV, issue a further vector &/or instruction to track direct for resumption of own navigation. Original track of both a Dash 8 and a Jet.
Tower advises App/Dep: Releasing TQV (Dash 8), followed by QF232 (Jet).
App/Dep advises tower: TQV maintain A040. QF232 cancel SID, turn right heading 030, unrestricted.
Departing aircraft will conflict with other traffic which is already airborne how to facilitate easy climb for the jet
after vertical (on leaving A090) or lateral (has overtaken) separation has been achieved, issue a further vector &/or instruction to track direct for resumption of own navigation. Original track of the airborne aircraft (VH-MWK) at A080, & of the next departing aircraft.
Tower advises App/Dep: Releasing QF592. App/Dep advises tower: QF592 cancel SID, turn right heading 090, maintain A070.
Dont forget that further radar vectoring &/or track directions will be required, until the controller establishes the aircraft back on track. The word unrestricted (at the end of any radar departure clearance) is in place of any altitude restriction the App/Dep controller may want the tower controller to issue to the aircraft. If unrestricted is used on its own, then it simply means that no SID track or altitude restrictions are required by the App/Dep controller.
Far more common than holding patterns or orbits & can be used for professionally fine tuning an arrivals sequence.
Position 60nm southwest of Sydney, cancel radar heading & track direct to the Sydney VOR (or intercept the localiser etc) Turn right heading 080 (or cancel radar heading & track direct to RIVET planned route etc)
Off your present heading, make a pilot intercept of the localiser or other appropriate instruction to re-gain track.
Faster aircraft for track shortening & to facilitate descent, turn left heading 320
No delay in descent for the jet happy pilot! Track shortening for the jet happy pilot! Probably no delay for the turboprop happy pilot! Sequence & separation easily achieved ecstatic controller!
TQP can receive a clearance upon receiving his departure report, climb & maintain A080. QFA001 could be given a level that would be in keeping with the descent profile at this crossing point eg. descend & maintain FL120. This allows for fine tuning to either aircrafts level restriction, as they become closer.
reach A100 by 55DME/GPS Bushtown. QFA001 would be given normal descent with an added requirement eg. descend & maintain A070, requirement reach A090 by 40DME/INS Bigsmoke. If later there eventuates to be no confliction, then cancel requirement to reach XXX by XXX could be issued.
Vertical 1,000 feet. Longitudinal time or distance. Lateral using allowable track tolerance. Opposite direction aircraft available options for definite passing.
Broadly speaking, a 50nm RNAV OCA (30nm CTA) tolerance can be applied either side of each aircrafts track.
50nm FJI914 requests climb from F290 to F370. Sydney FJI914 climb to F370, requirement reach F330 by 400nm Sydney.
Auckland
NB: If FJI914s estimate is at least 15mins earlier than the first crossing a/c, or >=15mins after the last crossing a/c, then no separation conflict exists.
Sydney
FJI914 requests climb from F290 to F370. FJI914 climb to F370, requirement reach F330 by time 0340 (time 0355 minus 15min).
Auckland
TJO issued amended clearance outbound on 015 VOR radial / track. (ie. 20 degree difference to AMRs track)
Hot Tip! Basic lat sep point of 11 DME, for tracks 20 degrees apart (0 to FL150) AMR inbound on 035 or 16 DME VOR radial / track (up to FL600)
20
Both a/c inside of 11nm = not separated TJO is taxying, with a planned outbound track also on the 035 radial Once TJO is vertically separated above AMR (ie. periodically check TJO & AMR report in turn present level), TJO may then be issued with a right turn to intercept track, or track direct to the next enroute fix.
Additional considerations
There may be situations where the descending a/c may need to be issued with a requirement to reach a level below the climbing a/c, if it is not guaranteed that that both a/c will pass outside of 11 DME. Alternatively, you may need to initially use vertical separation (delaying climb & descent briefly for both a/c), until the outbound a/c has passed outside 11 DME.
RADAR: Easier to justify - its nearly always the subjective call of the controller, based on an upto-date & accurate visionary picture (generally only involving basic separation standards). PROCEDURAL / NON RADAR: If someone were to ask you How were you separating those aircraft?, then I thought theyd most probably miss is kind of not really sufficient you should always have some kind of specific separation standard applied.
If your landing a/c is at least 5nm from touchdown, then you can safely clear an aircraft for takeoff (if it has reported ready & is at the holding point). Dont be afraid to use immediate or expedite if youre becoming uncomfortable with your decision. You may clear an a/c to land, even if the preceding a/c is still on the runway, providing you are certain no collision risk exists (ie. sufficient distance exists, no backtracking required etc.)
Tower controllers should try to minimise the use of the phrase Go round, as pilots prefer the use of other phrases such as Clear to land. Dont forget though, Go round is a legitimate form of separation & must be used if necessary. If an a/c goes round, you must issue a clearance. Typically, Maintain runway heading, maintain A030, & this must eventually be coordinated with, or originate from the App/Dep controller for relay to the a/c. The a/c should then be handed off & told to contact App/Dep again, as if it were departing.
On approach, an absolute minimum of 6nm should exist between consecutive aircraft. For sequencing though, 10 to 15nm is suggested between all arrivals.
Leading departing Following Time or distance aircraft departing aircraft requirement Heavy (& B757*) Heavy 1 min 4 nm Heavy (& B757*) Medium (& B767*) 2 min 5 nm Medium Medium/Small Med 0 n/a
Light Light
2 min 0
5 nm n/a
Examples of aircraft types Heavy B747, B767* Medium B737, B727, B757* Small Medium Dash 8, Learjet Light C172, BE350
Pilots, instead of flying just the main trunk routes feel free to be super imaginative & fly some obscure crossing routes as well. ie. Instead of SY-ML, ML-SY etc., try WOLWM, MB-BDG, BTH-CB, PID-AY etc etc. These can generally all be flown in a Learjet if you still want the speed, or try a BE350 etc. If CENTRE is active over your airport, then you can still experience the realism of a full ATC service even more so, because of the complexity presented to ATC.
WM
PKS
BTH SY
AD GTH WOL
AY
BDG HOT MB PID
CB
NW
ML
Dont forget that above all, in Real Life & VATSIM, Air Traffic Controllers are all kind hearted individuals who are very willing to offer assistance whenever possible (just like pilots really)
Questions ???
eMail: john@timg.com.au