ATC Training Manual (vACC Italy) PDF

PAGE 1 ATC TRAINING MANUAL REVISION 3 vACC Italy ISSUE 1 DATE 17/09/2024...

PAGE 1 ATC TRAINING MANUAL REVISION 3 vACC Italy ISSUE 1 DATE 17/09/2024 RECORDS OF AMENDMENTS AND REVISIONS Effective dates of revisions will be published with the revision. The revision status of the manuals is published on the revision page. REV. NO SUBJECT EFFECTIVE DATE 0 First Issue of the document 12.05.2024 New manual format and revision of 1 17.05.2024 existing procedures S3 Rating and revision of existing 2 04.06.2024 procedures 3 C1 Rating 17.09.2024 4 Updated training chapter 02.11.2024 Document intended for the VATSIM community only NOT TO BE USED FOR REAL LIFE OPERATIONS  PAGE 2 ATC TRAINING MANUAL REVISION 3 vACC Italy ISSUE 1 DATE 17/09/2024 TABLE OF CONTENTS 1. GENERAL INFORMATION..................................................................................................6 1.1. Scope.......................................................................................................................... 6 1.2. Applicability.................................................................................................................6 1.3. Duties & responsibilities.............................................................................................. 7 2. VATSIM REGULATIONS......................................................................................................7 2.1. Overview of ATC positions.......................................................................................... 7 2.2. Code of conduct......................................................................................................... 7 2.3. Calling a Supervisor.................................................................................................... 8 2.4. VATITA Regulations..................................................................................................... 9 3. TRAINING............................................................................................................................9 3.1. How training works..................................................................................................... 9 4. AIR TRAFFIC MANAGEMENT..........................................................................................12 4.1. Altimetry.................................................................................................................... 12 4.2. Airspace structure..................................................................................................... 14 4.2.1. Types of Airspace............................................................................................. 14 4.2.2. Airspace Classification..................................................................................... 15 4.2.3. Regulated Airspace.......................................................................................... 16 4.2.3.1. Prohibited areas...................................................................................... 16 4.2.3.2. Dangerous areas..................................................................................... 16 4.2.3.3. Restricted areas...................................................................................... 16 4.2.4. RVSM Airspace................................................................................................ 17 4.3. Flight Rules............................................................................................................... 18 4.3.1. Visual Flight Rules............................................................................................ 18 4.3.1.1. General Information.................................................................................18 4.3.1.2. Visual Meteorological Conditions (VMC)................................................. 18 4.3.1.3. Special VFR............................................................................................. 19 4.3.1.4. Night VFR................................................................................................ 19 4.3.2. IFR.................................................................................................................... 20 4.3.2.1. General Information.................................................................................20 4.4. Flight plans................................................................................................................20 4.4.1. VFR...................................................................................................................20 4.4.1.1. Abbreviated............................................................................................. 21 4.4.2. IFR.................................................................................................................... 21 4.4.3. Yankee & Zulu...................................................................................................22 4.4.4. Free Route Airspace (FRA).............................................................................. 23 4.5. Meteorological Aerodrome Report (METAR)............................................................. 24 Document intended for the VATSIM community only NOT TO BE USED FOR REAL LIFE OPERATIONS  PAGE 3 ATC TRAINING MANUAL REVISION 3 vACC Italy ISSUE 1 DATE 17/09/2024 4.5.1. General Information..........................................................................................24 4.5.2. How to read a METAR...................................................................................... 24 5. Rating S1...........................................................................................................................28 5.1. General information...................................................................................................28 5.2. Delivery......................................................................................................................28 5.2.1. VFR Traffic management.................................................................................. 28 5.2.2. IFR Traffic management................................................................................... 29 5.2.3. Coordinations................................................................................................... 31 5.3. Ground...................................................................................................................... 31 5.3.1. Ground movements..........................................................................................32 5.3.2. Coordinations................................................................................................... 37 6. Rating S2...........................................................................................................................38 6.1. General information...................................................................................................38 6.2. Tower.........................................................................................................................38 6.2.1. Runway in use and WX information (WX)......................................................... 39 6.2.2. Aerodrome Separation..................................................................................... 41 6.2.2.1. Traffic Pattern.......................................................................................... 41 6.2.2.2. Wake Turbulence..................................................................................... 42 6.2.2.3. Access to runway for departing traffic..................................................... 44 6.2.2.4. Delay actions........................................................................................... 46 6.2.3. Traffic Information.............................................................................................48 6.2.4. Radar identification.......................................................................................... 50 6.2.5. VFR traffic management...................................................................................51 6.2.5.1. Departing VFR......................................................................................... 51 6.2.5.2. Arriving VFR.............................................................................................52 6.2.5.3. Overflying VFR.........................................................................................52 6.2.6. IFR traffic management.................................................................................... 53 6.2.6.1. Departing IFR.......................................................................................... 53 6.2.6.2. Arriving IFR.............................................................................................. 55 6.2.7. Circle to land.......................................................................................................... 56 6.3. Coordinations............................................................................................................58 7. Rating S3...........................................................................................................................59 7.1. General information...................................................................................................59 7.2. Approach...................................................................................................................59 7.2.1. What is a radar................................................................................................. 59 8. SIDs & STARs........................................................................................................ 60 8.1.1. Identification..................................................................................................... 68 8.1.2. Radar minima and separation.......................................................................... 70 Document intended for the VATSIM community only NOT TO BE USED FOR REAL LIFE OPERATIONS  PAGE 4 ATC TRAINING MANUAL REVISION 3 vACC Italy ISSUE 1 DATE 17/09/2024 8.1.3. Vectoring, speed, altitude assignment and holding patterns............................ 71 8.2. Management of Z and Y Flight Plans........................................................................ 75 8.3. Coordinations............................................................................................................76 9. Rating C1.......................................................................................................................... 77 9.1. General information...................................................................................................77 9.2. Normal Flow Of Operations.......................................................................................78 9.3. Area Control Centre - Detection of conflicts............................................................. 79 9.4. Descent Planning...................................................................................................... 80 9.5. Sequencing of traffic..................................................................................................81 9.6. General Rules of thumb on the VATSIM Network..................................................... 82 9.7. CPDLC...................................................................................................................... 82 9.8. Coordinations............................................................................................................84 10. Software..........................................................................................................................85 10.1. Euroscope Plugins.................................................................................................. 85 10.1.1. Topsky............................................................................................................ 85 10.1.2. GRP................................................................................................................ 85 10.1.3. VATCAN Slots Plugin......................................................................................85 10.1.4. DelHel............................................................................................................. 85 10.2. vATIS....................................................................................................................... 86 10.3. Audio For Vatsim..................................................................................................... 86 Document intended for the VATSIM community only NOT TO BE USED FOR REAL LIFE OPERATIONS  PAGE 5 ATC TRAINING MANUAL REVISION 3 vACC Italy ISSUE 1 DATE 17/09/2024 ACRONYMS AND ABBREVIATIONS ATCO Air Traffic Control Officer alias Air Traffic Controller CTR Control zone CTA Control area ATZ Aerodrome Traffic Zone TMA Terminal Control Area VRP Visual Reference Point CTOT Calculated Take-off Time EOBT Estimated off Block Time TORA Take off Run Available IHP Intermediate Holding Position TFC Traffic TFCI Traffic Information RWY Runway WX Weather information SID Standard Instrument Departure STAR Standard Instrument Arrival Document intended for the VATSIM community only NOT TO BE USED FOR REAL LIFE OPERATIONS  PAGE 6 ATC TRAINING MANUAL REVISION 3 vACC Italy ISSUE 1 DATE 17/09/2024 1. GENERAL INFORMATION 1.1. Scope The VATITA Air Traffic Control Training Manual is a comprehensive resource designed to provide aspiring air traffic controllers with the knowledge, skills, and procedures necessary to operate effectively within VATSIM Italy's (VATITA) virtual airspace. This manual covers a wide range of topics, encompassing both foundational principles and advanced techniques relevant to the role of air traffic control. This manual serves as a foundational resource for individuals undergoing air traffic control training within VATITA. While it covers a broad range of topics, it is not exhaustive, and controllers are encouraged to seek additional resources and mentorship to further enhance their skills and knowledge. By studying the contents of this manual and applying its principles in practice, aspiring controllers will develop the competence and confidence that we think are necessary to provide safe, efficient, and professional air traffic services within VATSIM Italy's virtual airspace. We remind you that it’s very important to always treat other people with respect and to know what is and isn’t allowed on VATSIM. You can find all relevant information on the VATSIM Code Of Conduct: https://vatsim.net/docs/policy/code-of-conduct. If you wish to enrich your knowledge, you may consider the following sites: https://moodle.vateud.net AIP Italia https://skybrary.aero https://www.easa.europa.eu/en/home https://www.enac.gov.it https://vatsim.net/docs 1.2. Applicability The standards contained in this manual are applicable to all VATITA ATCs and visitors, waivers to these procedures shall be asked through the VATITA training email address: [email protected] Document intended for the VATSIM community only NOT TO BE USED FOR REAL LIFE OPERATIONS  PAGE 7 ATC TRAINING MANUAL REVISION 3 vACC Italy ISSUE 1 DATE 17/09/2024 1.3. Duties & responsibilities An air traffic controller is a person licensed to provide air traffic control services in respect of an airspace where the provision of such services is subject to Community legislation. An air traffic controller may be an aerodrome control, approach control or area control controller, or a combination thereof. An air traffic controller is responsible for providing air traffic control services. the purpose of air traffic control services is to: - prevent collisions between aircrafts - prevent collisions between aircrafts or objects on the maneuvering area - maintain a safe, orderly and expeditious flow of traffic - give warnings and useful information for a safe and efficient conduct of the flight 2. VATSIM REGULATIONS 2.1. Overview of ATC positions On VATSIM it is possible to open several ATC positions, the list can be found in the Global Controller Administration Policy (GCAP) Chapter 4. “Air Traffic Controller Ratings and Positions”. You can find the GCAP here: http://vats.im/gcap On VATSIM the Top Down Principle is used: If Tower is not online, Approach will provide Tower services for that airport and so on. Each position has a limit in terms of visibility range this is listed in article C8 of the Code of Conduct vats.im/coc and has to be respected when connecting. 2.2. Code of conduct The Code of Conduct vats.im/coc describes several rules that members must follow at all times. The primary goals of VATSIM are to educate, to provide a realistic simulation of flying and air traffic control and, most importantly, to provide a fun environment for everyone to enjoy our hobby. Here are some of the most important rules: - A1 Courtesy and Respect: Treat all members with respect, fostering a positive and collaborative atmosphere. - A10 Patience and Tolerance: We all learn at our own pace. Be patient with those who are new and offer support when needed. - C1 Controllers who are new to VATSIM, or are otherwise unfamiliar with an airspace shall educate themselves by first observing operations and/or studying procedures used in that location. Document intended for the VATSIM community only NOT TO BE USED FOR REAL LIFE OPERATIONS  PAGE 8 ATC TRAINING MANUAL REVISION 3 vACC Italy ISSUE 1 DATE 17/09/2024 - C6 Only approved positions and their corresponding frequencies may be opened by controllers. Controllers may only open a position they are authorized to, in accordance with global and local policy. 2.3. Calling a Supervisor VATSIM does not care to engage in the constant policing of its account holders. If a problem arises online between two or more account holders that: - cannot be resolved quickly by the parties involved - affects the use of VATSIM by other account holders - could affect the operation of the network The parties involved should check to see if a supervisor or administrator is online to help resolve the issue. Examples of situations where a supervisor should be called: - insults or other disrespectful behavior (see A1 of the Code of Conduct) - pilot interfering with other traffic AND not responding to your messages for several minutes. If a pilot on the ground at a gate/stand or enroute does not respond to your requests, you may (but are not obliged to) call a supervisor, but wait at least 10-15 minutes have elapsed from the time you first attempted to contact him/her. Unless of course, it is affecting other traffic or the operation of the network. When contacting a supervisor using the command “.wallop” in Euroscope add as much details and context to your request as possible in your first message. For example: “The pilot with callsign ABC123 has been flying through my airspace since 15 minutes, I first contacted him at time xxxxZ, he has not replied since.” or “The pilot with callsign ABC123 is connected on the runway at the airport of LIMC and does not reply to my messages”. Document intended for the VATSIM community only NOT TO BE USED FOR REAL LIFE OPERATIONS  PAGE 9 ATC TRAINING MANUAL REVISION 3 vACC Italy ISSUE 1 DATE 17/09/2024 2.4. VATITA Regulations VATITA has several local regulations such as the VATITA Constitution, the ATC Training Policy, the Standard Operating Procedures (SOPs) and the Letters of Agreement (LoA), which can be found on the website www.vatita.net these must be followed at all times. The staff of VATITA is responsible for the moderation of its online channels (Discord, Teamspeak), for the ATC Roster (list of controllers allowed to open specific ATC positions), as well as for the list of ATC positions to be opened during online events. For all other disciplinary matters when connected as pilot or ATC on VATSIM, you must refer to a supervisor, see Chapter 2.3. 3. TRAINING 3.1. How training works The training to become an ATCO and therefore be allowed to cover any position, is initiated with a request from the candidate through the website https://training.vatita.net. Each training course consists of a theoretical part and a practical part (simulation and online). In the S1 course, the practical part is carried out using simulations only. A list of ratings available and a description of the requirements for them can be found on the Global Controller Administration Policy. Once the candidate submits the request, the candidate joins the queue for the specific rating requested and will have access to the self-learning material on the Moodle. The candidate is expected to use this manual as a self-study reference prior to the start of the training in order to reduce the length of the training itself. Candidates who are not prepared for the material published in this manual and its references may be refused or have their training interrupted. This knowledge can be assessed before and during the course. Whenever the candidate feels ready, he/she can request to take the VATITA S1 Entry Exam via the self-assign website. The staff will give access to the VATITA S1 Theoretical Exam on the VATEUD Core (core.vateud.net), according to the order on the waiting list or as appropriate. The candidate is limited to one attempt at the exam per month. If the test is passed, he/she will be placed in the queue for the training sessions run by the mentors. Document intended for the VATSIM community only NOT TO BE USED FOR REAL LIFE OPERATIONS  PAGE 10 ATC TRAINING MANUAL REVISION 3 vACC Italy ISSUE 1 DATE 17/09/2024 Within 48h from the end of each lesson, the candidate will receive a feedback sheet from the mentor containing a report on the progress, including any skill or knowledge gap that the candidate is required to fill in order to obtain the rating. The candidate is evaluated in each competency with a grade from 1 (needs attention) to 4 (mastered) and a comment is added where appropriate. Indicatively, when all the competencies are evaluated between 3 and 4, then the candidate is deemed ready for the practical exam. Once the mentor assesses that the trainee possesses the required knowledge to attempt the final VATEUD theoretical exam, the mentor requests the exam through the training center to the ATC TD staff. The final VATEUD theoretical exam takes place on core.vateud.net. For the rating S1 After passing the final VATEUD theoretical exam, the trainee will be awarded an S1 rating which will allow the trainee to open every GND and DEL position in Italy on VATSIM. Training for these positions at both LIRF and LIMC airports can be applied for once the candidate has completed at least 20 online hours as an S1 rated ATC, it's subject to a waiting list and it's not mandatory to progress to the S2 rating. However, this doesn’t mean that the S1 controller cannot open these positions, it is highly recommended to request training before opening. In order to apply for the next rating, the controller must have a minimum of 50 hours of online active control service on the current rating. For other ratings After passing the final VATEUD theoretical exam, the mentor, in coordination with the Training Director may issue, at his/her discretion, a solo endorsement, allowing the controller to independently operate a specific Position (or smaller parts of that position) one rating above their current. The solo endorsement expires after 1 month and can be renewed for a maximum of 3 times, allowing the student to operate the position for a maximum of 3 months in total. Once the mentor assesses that the trainee possesses the required knowledge to attempt the practical exam, the mentor organizes the exam. The exam is carried out online at the presence of two examiners. Ideally, the mentor should not examine his/her trainee. The same process applies for all ratings. For all ratings, where underlying positions require an endorsement, a top-down controller does need to hold that endorsement. Document intended for the VATSIM community only NOT TO BE USED FOR REAL LIFE OPERATIONS  PAGE 11 ATC TRAINING MANUAL REVISION 3 vACC Italy ISSUE 1 DATE 17/09/2024 Document intended for the VATSIM community only NOT TO BE USED FOR REAL LIFE OPERATIONS  PAGE 12 ATC TRAINING MANUAL REVISION 3 vACC Italy ISSUE 1 DATE 17/09/2024 4. AIR TRAFFIC MANAGEMENT 4.1. Altimetry Aircraft pressure altimeters indicate the elevation of the aircraft above a defined datum. The datum selected depends on the barometric pressure set on the altimeter subscale. Sound altimeter setting procedures are an essential tool in ensuring safe separation from the ground and from other aircraft. The SI or metric unit of measurement for barometric pressure is the hectopascal (hPa) and this is adopted in respect of altimeter pressure settings in ICAO Annex 5. QNH - The pressure set on the subscale of the altimeter so that the instrument indicates its height above sea level. The altimeter will read runway elevation when the aircraft is on the runway. The purpose of the QNH is to provide a precise and reliable measurement of the height of the aircraft from both the ground and other aircraft flying in the area. The QNH in fact changes with the pressure of the air (weather dependent). By using the QNH that is local to where the aircraft is flying, there is assurance that given an instruction to an aircraft to fly at 3’000ft and to another aircraft to fly at 4’000ft, both will be exactly and unequivocally at the respectively given altitudes. With Standard Pressure (1013.2 mb) set, an aircraft altimeter indicates Pressure Altitude (Flight Level), and is used by all aircraft operating above the transition altitude to provide a common datum for vertical measurement. The main reason why a local QNH is not used above the transition altitude is mainly practical: the local QNH varies between locations, even close to each other. Aircraft above the transition level are or are approaching their cruise level, therefore they don’t need to care about obstacles on the ground but only the separation with other traffic, therefore a “standard” (fixed by convention) value is used just to assure that all traffic can respect the instructions given by ATCs regarding their altitude. Document intended for the VATSIM community only NOT TO BE USED FOR REAL LIFE OPERATIONS  PAGE 13 ATC TRAINING MANUAL REVISION 3 vACC Italy ISSUE 1 DATE 17/09/2024 Transition Altitude (TA), is the altitude at which an aircraft in ascending flight changes its altimeter from QNH to standard. Transition Level (TL) is the lowest usable flight level above the Transition Altitude. Aircraft in descending flight will change their altimeter from Standard to QNH when crossing the TL. No traffic is allowed to remain in the range within the Transition Altitude and the Transition Level values. Depending on the air pressure, the transition level is chosen so that there is always at least 1000 ft between Transition Level TL and Transition Altitude TA. This is called “Transition layer” and it’s not usable by the Air Traffic Controller. Document intended for the VATSIM community only NOT TO BE USED FOR REAL LIFE OPERATIONS  PAGE 14 ATC TRAINING MANUAL REVISION 3 vACC Italy ISSUE 1 DATE 17/09/2024 4.2. Airspace structure Airspaces are designated regions of airspace that are managed and regulated to ensure the safe and efficient flow of air traffic. Each airspace is defined by specific rules, regulations, and requirements that govern the movement of aircraft within its boundaries. Understanding how airspaces work is essential for pilots and air traffic controllers alike to ensure safe and orderly flight operations. 4.2.1. Types of Airspace - Controlled Airspace: Controlled airspace is managed by air traffic control (ATC) services. It includes Class A, B, C, D, and E airspace. Within controlled airspace, pilots must communicate with ATC and adhere to specific clearance and separation requirements. - Uncontrolled Airspace: Uncontrolled airspace, also known as Class F and G airspace, does not have ATC services. Pilots are responsible for maintaining separation from other aircraft and adhering to flight rules regulations. Generally the controller can only give suggestions and cannot force pilots to comply, the sentence "at your own discretion" should be used with most instructions - Regulated Airspace (TSA): Special use airspace includes areas such as restricted airspace, prohibited airspace, military operations areas (MOAs), and temporary flight restrictions (TFRs). These areas have specific restrictions and requirements for aircraft entry. Document intended for the VATSIM community only NOT TO BE USED FOR REAL LIFE OPERATIONS  PAGE 15 ATC TRAINING MANUAL REVISION 3 vACC Italy ISSUE 1 DATE 17/09/2024 4.2.2. Airspace Classification ATS airspace is classified and designated in accordance with the following table: Speed restriction of 250 KIAS or less below FL100 is applicable in airspaces C and lower Document intended for the VATSIM community only NOT TO BE USED FOR REAL LIFE OPERATIONS  PAGE 16 ATC TRAINING MANUAL REVISION 3 vACC Italy ISSUE 1 DATE 17/09/2024 4.2.3. Regulated Airspace 4.2.3.1. Prohibited areas A prohibited area is an airspace of defined dimensions, above the land area or territorial waters of a state, within which the flight of aircraft is prohibited. The vertical and lateral dimensions of prohibited areas are published in national AIP ITALIA together with the hours of operation where applicable. 4.2.3.2. Dangerous areas A danger area is an airspace of defined dimensions within which activities dangerous to the flight of aircraft may exist at specified times. 4.2.3.3. Restricted areas A restricted area is an airspace of defined dimensions above the land areas or territorial waters of a State, within which the flight of aircraft is restricted in accordance with specific conditions. ATC may clear a flight to enter or cross a restricted area. Note: if a pilot overflies any of these regulated areas, the controller may notify him but should not call a SUP or file a report as these areas are not simulated on VATSIM. Document intended for the VATSIM community only NOT TO BE USED FOR REAL LIFE OPERATIONS  PAGE 17 ATC TRAINING MANUAL REVISION 3 vACC Italy ISSUE 1 DATE 17/09/2024 4.2.4. RVSM Airspace Reduced vertical separation minima (RVSM) is the reduction, from 2,000 feet to 1,000 feet, of the standard vertical separation required between aircraft flying between FL290 and FL410. Only aircraft with specially certified altimeters and autopilots may fly in RVSM airspace, otherwise the aircraft must fly lower or higher than the airspace, or seek special exemption from the requirements. Cruising levels within European RVSM airspace are organized in accordance with the Table of Cruising Levels contained in ICAO Annex 2, Appendix 3a).Within the Italian airspace, to accommodate predominant traffic directions, the following differences with regard of track are applied: a. “from 090 degrees to 269 degrees” instead of “from 000 degrees to 179 degrees” (southbound = ODD FLs) b. “from 270 degrees to 089 degrees” instead of “from 180 degrees to 359 degrees” (northbound = EVEN FLs) Document intended for the VATSIM community only NOT TO BE USED FOR REAL LIFE OPERATIONS  PAGE 18 ATC TRAINING MANUAL REVISION 3 vACC Italy ISSUE 1 DATE 17/09/2024 4.3. Flight Rules 4.3.1. VFR 4.3.1.1. General Information Visual Flight Rules (VFR) are a set of regulations under which a pilot operates an aircraft in weather conditions generally clear enough to allow the pilot to see where the aircraft is going. In VFR conditions, pilots rely primarily on external visual cues such as landmarks, roads, and bodies of water to navigate, rather than relying solely on instruments in the cockpit. 4.3.1.2. Visual Meteorological Conditions (VMC) VMC stands for Visual Meteorological Conditions. These are weather conditions that allow pilots to operate under Visual Flight Rules (VFR), meaning they can navigate and maintain safe separation from other aircraft primarily by visual reference to the ground or water. In VMC, visibility is generally good, and clouds are not a limiting factor for flight. The key characteristics of VMC include: - Visibility - Cloud clearance - Weather conditions The minimum requirements for VMC vary depending on the class of airspace, altitude, and airspeed. Below you can find a table of VMC: [click to enlarge] Document intended for the VATSIM community only NOT TO BE USED FOR REAL LIFE OPERATIONS  PAGE 19 ATC TRAINING MANUAL REVISION 3 vACC Italy ISSUE 1 DATE 17/09/2024 4.3.1.3. Special VFR Special VFR is a subcategory of Visual Flight Rules (VFR) flight. Permission to operate under Special VFR within a Control Zone, in meteorological conditions not meeting Visual Meteorological Conditions (VMC) minima, is given to a flight by means of an Air Traffic Control clearance. Such traffic is effectively also Controlled VFR. Such special VFR flights may be conducted during the day only, an exception is made for helicopters (RAIT.5010). An air traffic control unit shall not issue a special VFR clearance to aircraft to take off or land at an aerodrome within a control zone, or enter the aerodrome traffic zone or aerodrome traffic circuit when the reported meteorological conditions at that aerodrome are below the following minima: - The ground visibility is less than 1 500 m or, for helicopters, less than 800 m; - The ceiling is less than 180 m (600 ft). - The pilot can’t maintain a speed of 140 KIAS or less Pilots requesting to operate under Special VFR conditions, will need to wait in VMC for approval by the Approach Controller. If the facility is not online, the TWR controller may issue the clearance to enter the control zone. Special VFR traffic shall be separated from all traffic according to local SOPs. 4.3.1.4. Night VFR Night VFR is simply a VFR flight conducted after twilight (TWIL TO). NVFR flights must have a flight plan and they must usually be operated to/from airports which are NVFR approved. You can find a table with all the times in AIP ITALIA - GEN 2.7 Note: On VATSIM, VFR flights may be flying using daylight even though it’s night. Usually the pilot adds a comment in the remarks section stating that they are flying Daylight. It is a good practice to always ask the pilot whether they are by day or by night. The pilot can also indicate “clear skyes” if ignoring real life bad weather. In case of doubt is it worth it for the controller to clarify in private chat what the pilot is currently simulating. Document intended for the VATSIM community only NOT TO BE USED FOR REAL LIFE OPERATIONS  PAGE 20 ATC TRAINING MANUAL REVISION 3 vACC Italy ISSUE 1 DATE 17/09/2024 4.3.2. IFR 4.3.2.1. General Information Instrument Flight Rules (IFR) are rules which allow properly equipped aircraft to be flown under instrument meteorological conditions (IMC). Instrument meteorological conditions (IMC) are meteorological conditions expressed in terms of visibility, distance from cloud, and ceiling, less than the minima specified for visual meteorological conditions (VMC). IFR Flights are flown using predetermined waypoints that are defined by geographic coordinates or their bearing and distance from a beacon, and by a name, which typically takes the form of a five-letter capitalized word. For example EMDUD, MEBUR, GILIO, EKPAL. 4.4. Flight plans A Flight plan is a document which provides specific information to air traffic service units relative to an intended flight or portion of a flight of an aircraft. Generally it includes information such as departure and arrival, estimated time en route, alternate airports, flight rule(s), characteristics and equipment of the aircraft On Euroscope, depending on the plugin you are using, you will see a different flight plan window: - If using the default Euroscope radar plugin, you may refer to this document: https://www.euroscope.hu/wp/flight-plan-setting-dialog/ - If using Topsky, you may refer to this document: Topsky/Documentation/Controller/Setup A —> TopSky plugin for Euroscope - General - A —> Chapter 7.7 Flight Plan Window Information on aircraft type, wake turbulence category and communication, navigation and identification (transponder) equipment is part of the flight plan. More information can be found at: https://skybrary.aero/articles/flight-plan-completion 4.4.1. VFR The following items should be checked in a VFR flight plan: - A valid departure and destination ICAO code - Adherence with the selected flight Rules (VFR or IFR) in all fields of the flight plan - VFR routes including ATZ and CTR VRPs, unless performing VFR CIRCUITS - Correct cruise altitude for the flight rules selected and in accordance of the Italian’s semicircular rules Document intended for the VATSIM community only NOT TO BE USED FOR REAL LIFE OPERATIONS  PAGE 21 ATC TRAINING MANUAL REVISION 3 vACC Italy ISSUE 1 DATE 17/09/2024 - Check if there is any remarks useful for being considered If everything is correct, the controller can issue a clearance and enable the pilot to proceed with further needed departure steps. It is important to note that all VFR waypoints are valid as long as the pilot can identify them: a highway, a railway or a small town are all valid waypoints. Note: VFR traffic may start-up at their discretion unless cited in the SOPs. 4.4.1.1. Abbreviated An abbreviated flight plan is used to fly an aircraft through portions of controlled airspace without a flight plan. In case the traffic wants to open an abbreviated flight plan, you need to gather the following information: - callsign - aircraft Type - departure and Destination - route - persons on board [essential] [Facility] I-CRAB, stand 401, info A, request to open an abbreviated flight plan I-CRAB, [Facility] [if no ATIS available, give weather information info by voice], ready to copy I-CRAB, [QNH], is a C150, [DEP] [DEST], 2 persons on board, exiting via PES3 at 1500 ft, is ready for taxi I-CRAB, roger, taxi to holding point Alpha, RWY 12, via TV, T 4.4.2. IFR For Instrument Flight Rules (IFR) flights, air traffic control relies on flight plans to establish air traffic control services. There are three main types of aircraft routing used in IFR flight plans: Airway, Navaid, and Direct. A route may comprise segments of different routing types. Airway routing follows predefined pathways known as Airways, typically required for aircraft between departure and destination airports. Regulations govern altitude, airspeed, and procedures for entering and exiting airways (such as Standard Instrument Departures and Standard Terminal Arrival Routes). Airways are identified by alphanumeric codes like "N851" or "UY762". Navaid routing links Navigational Aids (such as VOR or NDB) that may not be directly connected by airways. It's utilized for IFR aircraft without GPS receivers, as they Document intended for the VATSIM community only NOT TO BE USED FOR REAL LIFE OPERATIONS  PAGE 22 ATC TRAINING MANUAL REVISION 3 vACC Italy ISSUE 1 DATE 17/09/2024 can't navigate via waypoints. The different type of Navaids are described here: https://skybrary.aero/articles/navaid 4.4.3. Yankee & Zulu A Yankee flight plan is simply a flight plan that departs with IFR rules and then cancels and continues as VFR. The following items should be checked in a the flight plan: - a correct departure and destination - flight Rules - IFR route until the first VFR point - altitude - any remarks Route example: OSBUL BENUS VFR DCT A Zulu flight plan is simply a flight plan that departs with VFR rules and then continues as IFR. The following items should be checked in a the flight plan: - a correct departure and destination - flight Rules - VFR route including ATZ and CTR VRPs until the first IFR waypoint - altitude - any remarks Route example: PEN3 DCT BOA/N0240F060 IFR LUPOS Note: Y&Z flight plans cannot be sent via VATSIM. Therefore you have to check the route box and change it manually from IFR to VFR or vice versa. Document intended for the VATSIM community only NOT TO BE USED FOR REAL LIFE OPERATIONS  PAGE 23 ATC TRAINING MANUAL REVISION 3 vACC Italy ISSUE 1 DATE 17/09/2024 4.4.4. Free Route Airspace (FRA) Italy implemented the FRA for all routes above FL195, meaning that all routes above FL195 are no longer existing. While this holds true in real life, on VATSIM routes filed using dismissed airways above FL195 are still accepted. A pilot using FRA rules can file a flight plan using any valid FRA departure point to any valid arrival point via any number of valid intermediate points. Both arrival and departure points to be considered valid must be connected with the departure/arrival procedures of the selected airport. The valid points are identified as following: Using the letter “D” for valid departure point for nearby airport(s) Using the letter “A” for valid arrival point Using the letter “I” for valid intermediate point Pilot crossing the italian border can use “horizontal” crossing points to do so, namely: “E” points for entering italian airspace “X” points for exiting the italian airspace “EX” points for either entering or exiting the italian airspace Please refer to this video for a brief visual explanation from Eurocontrol. The charts for the italian FRA can be found in AIP → ENR 6 → ENR 6.1 Document intended for the VATSIM community only NOT TO BE USED FOR REAL LIFE OPERATIONS  PAGE 24 ATC TRAINING MANUAL REVISION 3 vACC Italy ISSUE 1 DATE 17/09/2024 4.5. Meteorological Aerodrome Report (METAR) 4.5.1. General Information METAR stands for METeorological Aerodrome Report and is a coded weather report at a specific point in time used to report weather information. In Italy, the METAR is always published 20 and 50 minutes after the hour in major airports, while in regional airports it’s published every xx:50 of each hour. TAF stands for Terminal aerodrome forecast and it’s a format for reporting weather forecasts. It uses the same code as METARs, with some additions. More information on how to read METARs and TAFs can be found here: https://www.enac.gov.it/sites/default/files/allegati/2021-Apr/SPL_11_METAR_%26_TAF_%2 0%28Aprile%202021%29.pdf 4.5.2. How to read a METAR LIML 200550z 23008G22KT 3500 1400S R35/1200U +TSRA SCT010CB 23/20 Q0996 RESN NOSIG Each METAR contains the following information: Airport indicator [LIML] The ICAO indicator of the reporting station Day and Time The day of the month and the time of the observation in hours and minutes UTC AUTO If the weather has been generated by an automated station Surface wind [23008G22KT] The mean wind direction in degrees true to the nearest 10 degrees, from which the wind is blowing and the mean wind speed in knots over the 10 minute period immediately preceding the observation. If gusts exceed the mean wind speed by 10kts or more, a letter G and 2 more figures are added to indicate the maximum wind speed. Here’s a list of examples: - 35015KT = 350 degrees/15 kts - VRB05KT = variable/5 kts - 00000KT = CALM. - 23018G30KT = 230 degrees/18 kts gusting 30 - /////KT = no wind report Document intended for the VATSIM community only NOT TO BE USED FOR REAL LIFE OPERATIONS  PAGE 25 ATC TRAINING MANUAL REVISION 3 vACC Italy ISSUE 1 DATE 17/09/2024 - 350P99KT - Winds greater than 100 kts or more shall be preceded by the letter P and reported as P99KT Visibility [3500 1400S] Reported in a four figure group (e.g. 0400 = 400 meters; 8000 = 8 km) up to but excluding 10 km; 9999 = more than 10km; 0000 = less than 50 meters visibility. If there is a very different visibility on the field, the lowest visibility can also be reported along with its direction. - Minimum Visibility: 1400 - Direction: N/S/E/W Runway Visual Range (RVR) - Aerodromes may include a letter indicator R followed by the runway designator, a"/" and the touchdown zone RVR in meters, e.g. R06/0400. If the RVR is assessed on 2 or more runways simultaneously then the RVR group will be repeated. - If the RVR is greater than the maximum value that can be measured, P will precede this value e.g. R24L/P2000. - If the RVR is less than the minimum value that can be measured , M will precede this value e.g. R24L/M0050. - If RVR trends can be measured then U, D, or N will follow the RVR value to indicate increasing, decreasing or neutral. Document intended for the VATSIM community only NOT TO BE USED FOR REAL LIFE OPERATIONS  PAGE 26 ATC TRAINING MANUAL REVISION 3 vACC Italy ISSUE 1 DATE 17/09/2024 Present Weather The following table shows the various abbreviations for present weather phenomena. QUALIFIER WEATHER PHENOMENA INTENSITY DESCRIPTOR PRECIPITATION OBSCURATION OTHER 1 2 3 4 5 DUST/SAND LIGHT SHALLOW DRIZZLE MIST P WHIRLS - MI DZ BR Debole Strati sottili Pioviggine Foschia O Mulinelli di polvere/Sabbia MODERAT PATCHES RAIN FOG S SQUALLS E BC RA FG Banchi Pioggia Nebbia Q Groppi Moderato FUNNEL CLOUD, HEAVY PARTIAL SNOW SMOKE TORNADO + PR SN FU FC Forte Parziale Neve Fumo Nube ad imbuto, Tornado LOW WIDESPREA VICINITY V DRIFTING SNOW GRAIN D DUST SAND STORM Nelle DR SG DU SS C Sollevamento Neve granulosa Polvere su Tempesta di sabbia vicinanze basso area estesa BLOWING ICE PELLETS DUST STORM SAND BL Sollevamento PL Granuli di SA DS Tempesta di Sabbia Alto ghiaccio polvere SHOWERS G HAIL HAZE SH HZ Rovesci R Grandine Caligine VOLCANIC THUNDERST Small Hail ASH TS ORM GS VA Granuli di neve Cenere Temporale Vulcanica Unknown Precipitation FREEZING FZ UP Precipitazione di Congelante tipo non determinato Document intended for the VATSIM community only NOT TO BE USED FOR REAL LIFE OPERATIONS  PAGE 27 ATC TRAINING MANUAL REVISION 3 vACC Italy ISSUE 1 DATE 17/09/2024 Clouds [SCT010CB] Cloud amount is reported by the amount: - FEW = Few - SCT = Scattered - BKN = Broken - OVC = Overcast Followed by the height of the cloud base in hundreds of feet above aerodrome elevation SCT018CB = Scattered at 1800 ft Cumulonimbus Sky obscured is given as VV followed by the vertical visibility in hundreds of feet. When the vertical visibility has not been measured, the group will be VV///. NSC is used to indicate No Significant Cloud. CB and TCU indicate convective clouds (respectively cumulunimbus and towering cumulus). CAVOK Ceiling and Visibility OK is used when Visibility is more than 10km and no clouds reported. Temperature & Dew Point [23/20] Temperature and dew point are reported in degrees Celsius. QNH [Q0996] QNH is reported in Hectopascals and preceded by the letter Q e.g. Q1013 = QNH 1013 Recent weather and supplementary info [RESN] Significant recent weather observed in the period since the last routine observation will be reported by using the code letters for weather preceded by the letters RE e.g. RETS = Recent Thunderstorm. Document intended for the VATSIM community only NOT TO BE USED FOR REAL LIFE OPERATIONS  PAGE 28 ATC TRAINING MANUAL REVISION 3 vACC Italy ISSUE 1 DATE 17/09/2024 5. Rating S1 5.1. General information The S1 controller is assigned the task of working Delivery (DEL) and Ground (GND) positions. If DEL is not online in the airport you are covering, GND will also perform DEL duties. This is referred to as the Top Down Principle. 5.2. Delivery The Delivery Controller plays an important role in the safe operation of a flight along its route. Delivery, when available, is the first station to be contacted by the IFR/VFR departing aircraft. Sometimes, a radio check will be asked by the pilot. The controller shall inform the pilot in case his communications are not understandable (volume too low). Delivery is also massively important as it might sometimes assign TSATs to pilots, this effectively means that delivery is responsible for the congestion/efficiency of the airspace above the airport. The delivery controller shall: - be conscious of his area of responsibility - check the flight plan route - assign a departure runway and procedure (SID), if necessary in coordination with the approach controller - give the IFR initial clearance, including squawk assignment - check for correctness of the readback - sequence the flow of aircraft in coordination with GND and inform the crew of the possible delay - once the pilot is ready for start-up, transfer him to the appropriate ground frequency - release the traffic to UNICOM if nobody’s online 5.2.1. VFR Traffic management VFR Traffic will make first contact with Delivery/Ground with the following information: Callsign, Aircraft type, Flight plan information. Delivery will provide the aircraft with departure information, thereafter the aircraft will be handed off to Ground (if available, otherwise DEL will provide the GND service as well). Departure information includes: - runway in use - winds - local QNH Document intended for the VATSIM community only NOT TO BE USED FOR REAL LIFE OPERATIONS  PAGE 29 ATC TRAINING MANUAL REVISION 3 vACC Italy ISSUE 1 DATE 17/09/2024 Example of phraseology: Delivery, I-AMCC I-AMCC, Delivery Delivery, I-AMCC, C172, 2 People on board, VFR with flight plan, [DEP] to [DEST], request departure information I-AMCC, roger, Runway in use 20, wind 230/7, QNH 1012 Runway is use 20, QNH 1012, I-AMCC I-AMCC, Correct, for taxi contact ground on [FREQ] For taxi contact ground on [FREQ], I-AMCC 5.2.2. IFR Traffic management All IFR Flights must be given a route release by the delivery controller, this is done through an IFR Clearance. Before handing out an ATC Clearance, the following items should be checked: - callsign corresponds to what the pilot says - flight rules are Y or I and coherent with all the data in the flight plan - the departure aerodrome is correct, spelled correctly - the destination aerodrome is the one the pilot requested - the first point of the route has a SID available for the current runway in use - check RFL rules (southbound odd/northbound even) in accordance to RAIT - check the remarks section for any additional information Standard clearances for departing aircraft shall contain the following items: 1. aircraft identification (callsign); 2. clearance limit, normally destination aerodrome; 3. designator of the assigned SID, with transition, if applicable; 4. runway in use for departures 5. cleared initial climb level; 6. allocated SSR code; 7. any other necessary instructions or information not contained in the SID description, e.g. instructions relating to change of frequency. Document intended for the VATSIM community only NOT TO BE USED FOR REAL LIFE OPERATIONS  PAGE 30 ATC TRAINING MANUAL REVISION 3 vACC Italy ISSUE 1 DATE 17/09/2024 Note: The use of a SID designator without a cleared level does not authorize the aircraft to climb on the SID vertical profile. Delivery, ITY123 request IFR clearance to [DEST], Information A ITY123, information A is correct. Cleared to [DEST] via (SID) Departure, [(TSE) Transition], runway [RWY], climb to [ALTITUDE] ft, squawk [SQUAWK] Cleared to [DEST] via (SID) Departure, [(TSE) Transition],runway [RWY], climb to [ALTITUDE] ft, squawk [SQUAWK], ITY123 ITY123, Readback correct During high traffic events, traffic may be given TSATs (Target Startup Approval Time), this time is expressed in UTC. Here’s an example: Delivery, ITY123 request IFR clearance to [DEST], Information A ITY123, information A is correct. Cleared to [DEST] via (SID) Departure, [(TSE) Transition], runway [RWY], climb to [ALTITUDE] ft, squawk [SQUAWK] Cleared to [DEST] via (SID) Departure, [(TSE) Transition],runway [RWY], climb to [ALTITUDE] ft, squawk [SQUAWK], ITY123 ITY123, Readback Correct, TSAT 13:10 TSAT 13:10, ITY123 WHEN APPROACHING TSAT ITY123, Confirm aircraft ready? Aircraft ready, ITY123 Roger, ITY123 contact Ground on [FREQ] Contact Ground on [FREQ], ITY123 Document intended for the VATSIM community only NOT TO BE USED FOR REAL LIFE OPERATIONS  PAGE 31 ATC TRAINING MANUAL REVISION 3 vACC Italy ISSUE 1 DATE 17/09/2024 5.2.3. Coordinations When a pilot isn’t able to perform a Standard Instrument Departure for any reason (Old AIRAC, No RNAV Capability and more), it may be required for the delivery controller to coordinate a SID with the approach controller, here is an example: EXAMPLE OF COORDINATION BETWEEN DEL - APP Hello Approach, I have a departure for you, ITY123, out of RWY 12, requesting radar vectors Roger, runway heading, climb to 6000 ft 5.3. Ground The Ground Controller (GND) has the responsibility of ensuring Air Traffic Control Services within the airport movement areas. Its main task is to handle all movements on taxiways (TWY) and aprons. The GND ground controller is responsible for: - start-up and push-back - the movement of departing traffic taxiing from the apron to the active runway - the movement of arriving traffic taxiing from the holding point to the stand after runway vacation - the safety of all moving traffic on the ground in apron areas during taxiing The ground controller shall: - Be conscious of his area of responsibility. - Regulate and control the movement of aircraft and ensure the orderly movement of aircraft on the aprons. - Assigns aircraft stands based on aircraft type (wingspan), airline (low cost or not), origin (Shenghen or not) or pilot request. - Manages start-up sequences and authorizations in accordance with TSAT/CTOT/EOBT. - Applies the movement restrictions on the maneuvering area as foreseen and published in the AIP. - Constantly updates the aircraft status using the “STS” column in the departure list. - Sequence aircraft on the ground for efficient departure flow. Document intended for the VATSIM community only NOT TO BE USED FOR REAL LIFE OPERATIONS  PAGE 32 ATC TRAINING MANUAL REVISION 3 vACC Italy ISSUE 1 DATE 17/09/2024 5.3.1. Ground movements PUSHBACK: Since aircraft cannot taxi backwards (as the use of reverse thrust is forbidden for maneuvering), big aircrafts usually have to be pushed back by a tug from the parking position to a taxiway (pushback). In some cases, there are also parking positions where the pilot can taxi out on his own (taxi-out positions - self maneuvering stands). You can see whether a pushback is required for a position at most airports in the Ground Movement Charts (AIP). General aviation aircraft USUALLY don’t need pushback. The pushback usually takes place on a taxiway. If there are several ways in which the pushback can take place, you as an ATC must tell the pilot how it should be done. The most often given instruction is the direction in which the pilot should look after the pushback (e.g. facing north). Different taxiways can also be specified in the pushback clearance (e.g. a taxiway that is not directly behind the stand or, if available, a start-up position). It should be noted that the taxiway where the pushback is taking place will be blocked for several minutes (varies depending on the aircraft type and pilot). For this reason, it is particularly important that you have an eye on the entire situation and above all, work with foresight, especially at large airports. If the pushback is not immediately possible, this must be communicated to the pilot with “stand by” and optionally a short info on what he still has to wait for. If there are two waiting outbounds on the frequency that are both ready for pushback, depending on the situation, it can also be advantageous to deviate from the "first come, first serve" principle if this can reduce the waiting times overall (least average delay - lowest average delay). Remember: when the pilot is requesting pushback it also means that the engines are off. This is the best opportunity to put traffic on hold if needed, as there is no high consumption of fuel involved that may otherwise jeopardize the safety of the flight. Document intended for the VATSIM community only NOT TO BE USED FOR REAL LIFE OPERATIONS  PAGE 33 ATC TRAINING MANUAL REVISION 3 vACC Italy ISSUE 1 DATE 17/09/2024 Before handing out a startup & pushback clearance, the following items should be checked: - the aircraft has received its ATC Clearance - the aircraft is squawking the assigned code - no other traffic has been cleared to taxi behind the pushing traffic - there’s at least 1 stand in between for simultaneous pushback (be aware that on VATSIM more space may be needed, do not rely on this rule and consider extra spacing for safety) - no more of 4 aircraft are waiting for departure at the holding point of the cleared departure runway (consider also traffic already taxiing toward the runway holding point in this count) Example of phraseology for a push & start clearance: ITY1123, request push & start, stand 110 or ITY1123, request startup, stand 401 ITY1123, push & start is approved, facing east or ITY1123, startup is approved Push & start is approved, facing east, ITY1123 or Startup approved, ITY1123 TAXI: Aircraft will report ready to taxi once the pushback/startup has been completed or, alternatively, will call you once the runway has been vacated for taxi instructions to the gate. In both cases taxi instructions are given in the same format. Standard taxi instructions should include: - limit of taxiway (TWY), preferably a holding point or an IHP (or a stand for inbound traffic) - taxi route - any additional information such as TORA, traffic or reports Before handing out a taxi clearance, the following items should be checked: - the aircraft has received its startup & pushback clearance (if IFR) - aircraft is squawking assigned code [if required] - no other traffic has been cleared to taxi in a converging route unless given appropriate conflict avoidance instructions. - type of aircraft category and taxiway restrictions procedures Document intended for the VATSIM community only NOT TO BE USED FOR REAL LIFE OPERATIONS  PAGE 34 ATC TRAINING MANUAL REVISION 3 vACC Italy ISSUE 1 DATE 17/09/2024 Example for taxi instructions: Ground, I-AMCC, request taxi I-AMCC, taxi to holding point Alpha, RWY 20, via TU, T Taxi to holding point Alpha, RWY 20, via TU, T, I-AMCC IN CASE YOU WANT TO INSTRUCT THE TRAFFIC TO DEPART FROM A DIFFERENT HOLDING POINT THAN ALPHA I-AMCC, ADVISE ABLE to depart from intersection Bravo, reduced TORA 2400 m Able to depart from intersection Bravo, I-AMCC (WHEN TRAFFIC IS APPROACHING THE HOLDING POINT) I-AMCC, Contact Tower on [FREQ], bye Contact Tower on [FREQ], I-AMCC Depending on the traffic situation, hold shorts or give way instructions must be used to resolve possible conflicts on the ground. If it’s assumed that two aircraft are not in conflict with each other despite crossing taxiways (e.g. due to sufficient distance), no such instruction needs to be given. However, the situation must continue to be observed and ATC must intervene if necessary. For new controllers it is very difficult to assess when a conflict exists and when not. Therefore, we want our trainees to always work according to the "safety first" principle: It’s best to give too many “hold shorts” instructions than too little. Another rule of thumb is to always manage arriving traffic before departing traffic, when possible. Document intended for the VATSIM community only NOT TO BE USED FOR REAL LIFE OPERATIONS  PAGE 35 ATC TRAINING MANUAL REVISION 3 vACC Italy ISSUE 1 DATE 17/09/2024 Example of hold short instruction: Ground, I-AMCC, request taxi I-AMCC, taxi to holding point Alpha, RWY 20, via TU, hold short T Taxi to holding point Alpha, RWY 20, via TU, hold short T Once the other aircraft has passed I-AMCC, Continue taxi via T, holding point A, RWY 20 Continue taxi via T, holding point A, RWY 20, I-AMCC (WHEN TRAFFIC IS APPROACHING THE HOLDING POINT) I-AMCC, Contact Tower on [FREQ] Contact Tower on [FREQ], I-AMCC Example of taxi instruction with “GIVE WAY”: Ground, I-AMCC, request taxi I-AMCC, taxi to holding point Alpha, RWY 20, via TU,T, give way to traffic A320, passing left to right, on T Taxi to holding point Alpha, RWY 20, via TU, T, give way to traffic A320, left to right on T, I-AMCC (WHEN TRAFFIC IS APPROACHING THE HOLDING POINT) I-AMCC, Contact Tower on [FREQ] Contact Tower on [FREQ], I-AMCC This type of instruction can also be incorporated with “conditional clearances”, for example if the A320 is yet to pass by I-AMCC, you may instruct I-AMCC to “hold short T and continue taxi after passing A320 left to right on T”. Document intended for the VATSIM community only NOT TO BE USED FOR REAL LIFE OPERATIONS  PAGE 36 ATC TRAINING MANUAL REVISION 3 vACC Italy ISSUE 1 DATE 17/09/2024 Example of taxi instruction with “CROSS RUNWAY”: Ground, I-AMCC, holding point Alpha, RWY 12. I-AMCC, cross RWY 12 at Alpha. Crossing RWY 12 at Alpha, I-AMCC Runways are under the responsibility of the TWR, when a runway is not active, or for operational reasons, the TWR may delegate the authority of authorizing runway crossings to the GND controller. Only in this case a GND controller may give a runway crossing clearance. Note on conditional clearances and hold short instructions: do not assume that all pilots are familiar with these instructions. The suggestion is to limit their usage only to pilots that demonstrate mastery with procedures in previous calls or to supervise carefully their execution in case of doubt and be ready to instruct “hold position” as required. Red carpet rule: after giving a taxi instruction, the path given is “booked” for the specific traffic. It means that subsequent instructions to other traffic that use or cross this “booked” path cannot be given. This situation is represented in a figurative way with a “red carpet” that no one can “walk on” except the traffic to whom it was given. In case of need, the red carpet can be rewoked by giving an instruction that amends the previous, freeing the path to other traffic. The issue can also be sometimes circumnavigated by giving conditional instruction to the other traffic so as to avoid using the red carpet of other traffic. Alternatively, hold short instructions that do not conflict with the red carpet can be given and subsequently the traffic can be instructed on how to proceed the taxi once the red carpet is not blocking anymore. Document intended for the VATSIM community only NOT TO BE USED FOR REAL LIFE OPERATIONS  PAGE 37 ATC TRAINING MANUAL REVISION 3 vACC Italy ISSUE 1 DATE 17/09/2024 5.3.2. Coordinations It is important for the ground controller to: - Communicate with the delivery in order to optimize the pushback and startup sequence. - Communicate to any other GND controller in order to optimize the traffic flow (for example LIRF may have 2 GND controllers simultaneously). - Hand-off traffic to the TWR in the right sequence and in a timely manner in order to minimise delays. - Inform the TWR in case a traffic requests a different holding point rather than standard one. - TWR may ask the GND controller to stop push backs due to congestion or due to an emergency. Ideally the GDN controller should always have a good situational awareness and avoid to approve too many push backs or give too many taxi instructions creating a queue for the TWR to handle. - TWR may delegate to the ground controller the authority to give (or relay) a runway crossing instruction. Document intended for the VATSIM community only NOT TO BE USED FOR REAL LIFE OPERATIONS  PAGE 38 ATC TRAINING MANUAL REVISION 3 vACC Italy ISSUE 1 DATE 17/09/2024 6. Rating S2 6.1. General information The S2 controller is assigned the task of working Tower (TWR) position. If DEL and GND are not online in the airport you are covering, TWR will also perform DEL/GND duties for that airport. This is referred to as the Top Down Principle and it also applies to higher up positions: If Tower is not online, Approach will provide Tower services for that airport and so on. All the theoretical and practical knowledge of the Rating S1 is a mandatory pre-requisite for the S2 rating. 6.2. Tower S2 controllers are effectively Tower (TWR) controllers (also referred to as "aerodrome controllers"). They are responsible for the provision of air traffic services to Aerodrome Traffic Zone (ATZ). Their area of responsibility includes: - the maneuvering area, i.e. runway(s) and taxiway(s). It should be noted that although the TWR controller communicates with aircraft on the apron(s) as well, this is not part of their area of responsibility. - the airspace in the vicinity of the aerodrome (usually within a range of a radius of 2~2.5NM from the middle point of the longest runway and from the ground level to 2’000ft ASL). Please note that ATZ may have custom shapes due to territory comformation, the presence of nearby airfields or forbidden areas. Tower controllers are the core ATC position at any airport as this is the position where departures and arrivals come together: aerodrome ATCs are responsible for issuing landing and takeoff clearances, therefore they manage the most intense phases of flights. The Tower controller should also be conscious that this is also the most intense part of the flight for a pilot as well. It should be considered that on VATSIM almost all pilots are performing solo flights on aircrafts that in real life are operated by at least 2 pilots. This increased workload may require additional support from the Tower controller on a case-by-case basis. Each controller shall: - be conscious of his area of responsibility. - provides top-down in case GND/DEL are offline - ensures safe radar separation between arriving traffic and departing - ensure the minimum wake turbulence separation for all arriving or departing traffic Document intended for the VATSIM community only NOT TO BE USED FOR REAL LIFE OPERATIONS  PAGE 39 ATC TRAINING MANUAL REVISION 3 vACC Italy ISSUE 1 DATE 17/09/2024 - ensure that VFR traffic are operated in such a manner that they don’t represent a danger for other VFR or IFR traffic - constantly updates the aircraft status in the departure list 6.2.1. Runway in use and WX information (WX) Runway in use shall be used to indicate the runway that is considered by the ATC to be the optimal runway from which aircraft shall take-off and land. An optimal runway offers head wind for both departing and landing traffic. Sometimes this cannot be achieved due to specific airport’s SOP, mainly due to noise abatement procedures in place, geographical conformation of the surrounding territory or geographical conformation of the runways available. The AIP reports the information needed in order to determine the preferential runway. The runway in use shall be chosen based on: - the current weather conditions - preferred runway as prescribed in the SOP of the airport (e.g for LIML runway 35 shall be used with a tailwind component up to 7 Knots.) - current traffic - type of traffic (e.g. some runways are designed only for General Aviation) Even if a TWR controller defines a specific runway to be the active one and publishes it on the ATIS, a pilot can request to use a different one. The Tower controller then considers the request and decides if to approve or reject. In case of approval the pilot may expect to be delayed. This applies to both departing and arriving traffic. Note: You can also use flightradar24 to identify which runway is currently being used in real life. Using the same runway, however, is not mandatory. The Tower Controller has the final decision on which runway to use. Weather information is essential in our job and every pilot must be kept up to date with the latest weather on the field. As an S2 controller you must be able to read METARs, in case you’re missing something, check Chapter 3.5 Document intended for the VATSIM community only NOT TO BE USED FOR REAL LIFE OPERATIONS  PAGE 40 ATC TRAINING MANUAL REVISION 3 vACC Italy ISSUE 1 DATE 17/09/2024 Example of phraseology for the following METAR [METAR LIMP 131050Z 18006KT 9999 FEW030 21/12 Q1012] Tower, I-AMCC, request latest weather information I-AMCC, Tower, RWY XX, Wind 180 Degrees 6 Knots, Visibility more than 10km, Few at 3000ft, Temperature 21, Dewpoint 12, QNH 1012 RWY XX, QNH 1012, I-AMCC PILOTS MUST ALWAYS READ BACK QNH Document intended for the VATSIM community only NOT TO BE USED FOR REAL LIFE OPERATIONS  PAGE 41 ATC TRAINING MANUAL REVISION 3 vACC Italy ISSUE 1 DATE 17/09/2024 6.2.2. Aerodrome Separation 6.2.2.1. Traffic Pattern A Traffic Pattern (also called VFR circuit or traffic pattern) is a VFR Procedure which allows pilots to fly around an airport in an organized manner. The pattern is rectangular and it helps ATC keep traffic flow under control while also providing the pilot with the safest way to fly around an airport. Traffic patterns are usually flown at 1000 or 1500 ft (AGL) (depending on the type of aircraft you’re flying), however some airports may have different procedures in place. A traffic pattern is divided into various parts called “legs”, every leg defines a particular phase of the pattern. Note: The standard traffic pattern is flown with left turns, some airports may have non standard (right) traffic patterns. refer to the AIP or SOP of the specific airport. The number of aircraft kept within the traffic pattern is limited for safety reasons, usually not more than 2 aircraft during daytime and only 1 at night time. Further requests to join the traffic pattern from arriving traffic are evaluated by the Tower controlled and traffic not allowed to join the traffic pattern is instructed to wait at relevant Visual Reporting Point (usually to orbit over it). In case of saturation of the limit of aircraft number allowed to stay in the traffic pattern, the Tower controller coordinates with the Ground and or Delivery controller so that new traffic doesn’t get cleared to leave the stand and informed of the expected delay. Document intended for the VATSIM community only NOT TO BE USED FOR REAL LIFE OPERATIONS  PAGE 42 ATC TRAINING MANUAL REVISION 3 vACC Italy ISSUE 1 DATE 17/09/2024 Example of phraseology for a traffic pattern: I-AMCC, request to join traffic pattern for a full stop I-AMCC, roger, join left/right downwind runway 36, report downwind Join left/right downwind runway 36, will report, I-AMCC I-AMCC joins left/right downwind On left/right downwind, I-AMCC I-AMCC roger, report left/right base runway 36 Will report left/right base runway 36, I-AMCC I-AMCC is entering left/right base Left/right base runway 36, I-AMCC I-AMCC roger, report on final runway 36 Wilco, I-AMCC I-AMCC is on final On final, runway 36, I-AMCC I-AMCC roger, runway 36 cleared to land, wind calm Cleared to land runway 36, I-AMCC 6.2.2.2. Wake Turbulence Consecutive departures are subject to separation in order to prevent collisions and guarantee an adequate separation standard. Normally subsequent departures need to be separated by 2 minutes or more. The reason why time is used rather than a distance in nautical miles is because not all Tower controllers have a radar service available, therefore as a matter of standardization of the rules, time is used instead. The time is always taken from the rotation point (the moment in which the aircraft front wheel detaches from the ground. In VATSIM it is safe to consider a realistic enough rotation point, the one at 2 ⁄ 3 of the runway length. Document intended for the VATSIM community only NOT TO BE USED FOR REAL LIFE OPERATIONS  PAGE 43 ATC TRAINING MANUAL REVISION 3 vACC Italy ISSUE 1 DATE 17/09/2024 Details of the separation applied depends on circumstances, for example whether aircraft are using the same, parallel or crossing runways, and whether using the same or different take-off commencement or touchdown positions. A departing aircraft following traffic performing a missed approach requires the same separation as if the missed approach traffic was a departure. Departing traffic also needs proper separation from traffic departing from a different runway at the same airfield, and particular cautions needs to be placed if both traffic are using the same exit point in their SIDs. Here’s a table with the wake turbulence separation between IFR traffics: ARRIVAL DEPARTURE FROM SAME HOLDING POINT TFC Behind → TFC Ahead Time TFC Behind → TFC Ahead Time A380 or Heavy → A380 or Heavy 2 min A380 or Heavy → Heavy or 757 90 sec Medium or 757 → Heavy or 757 2 min A380 or Heavy → A380 2 min Medium or 757 → A380 3 min Light, Medium or 757 → Heavy or 757 2 min Light → Heavy or 757 or M 3 min Light → Medium 2 min Light → A380 4 min Light, Medium or 757 → A380 3 min DEPARTURE FROM INTERMEDIATE HOLDING POINT TFC Behind → TFC Ahead Time A380 or Heavy → A380, Heavy or 757 2 min Light, Medium or 757 → Heavy or 757 3 min Light → Medium 3 min Light, Medium or 757 → A380 4 min Not applying these separations will result in the traffic behind experiencing ‘WAKE TURBULENCE’ , this phenomena is extremely dangerous, especially for aircraft landing and taking-off. This phenomena is already being simulated in some flight simulator software and may be simulated in more simulators in the near future, therefore applying this precaution is not just a theoretical exercise on VATSIM. Document intended for the VATSIM community only NOT TO BE USED FOR REAL LIFE OPERATIONS  PAGE 44 ATC TRAINING MANUAL REVISION 3 vACC Italy ISSUE 1 DATE 17/09/2024 VFR traffic may proceed at its own discretion after being informed about the wake turbulence, as they remain responsible to assure their own separation with other traffic. Example of phraseology for a VFR: I-AMCC, join final RWY 20, caution wake turbulence B738 Medium, on final RWY 20, number 2. Joining final RWY 20, traffic in sight, I-AMCC While wake turbulence is normally the main concern regarding departure separation, there maybe other constraints such as two aircrafts flying the same route with the following one being faster than the previous (eg. a private jet taking off behind a heavy aircraft). In this case an appropriate separation has to be discussed and coordinated with the APP controller. 6.2.2.3. Access to runway for departing traffic Traffic departing an aerodrome can access the runway, after Tower controller approval, through the following points: - Published holding points on runway heading or on extended runway heading - Published holding points on runway intersections (with taxiway, reduced TORA value should have been already communicated by the GND controller) - On either of the above followed by a backtrack maneuver to reach the opposite runway direction Example of backtrack phraseology: ITY 123, backtrack and line up runway 25 Backtrack and line up runway 25, ITY 123 After ITY 123 went from its runway’s entry point to the threshold of the opposite direction Ready for departure, ITY 123 ITY 123, runway 07, cleared for takeoff, wind 210 degrees at 4 knots Runway 07, cleared for takeoff, ITY 123 Document intended for the VATSIM community only NOT TO BE USED FOR REAL LIFE OPERATIONS  PAGE 45 ATC TRAINING MANUAL REVISION 3 vACC Italy ISSUE 1 DATE 17/09/2024 The traffic can be authorized, or authorized conditionally to enter the runway under the following circumstances: 1. The runway is free of any traffic 2. The runway has a traffic that already initiated the takeoff maneuver (conditional) 3. The runway has an arriving traffic that already touched down 4. The runway has an arriving traffic that is on final leg (conditional) Case 1 - the runway is free of any traffic (on the ground or incoming) This is the safest case, in which the Tower controller authorizes the traffic to line up on the runway. Holding point BB, runway 25, ITY 123 ITY 123, runway 25 cleared for takeoff, wind 210 degrees at 7 knots Cleared for takeoff runway 25, ITY 123 Case 2 - the runway has a traffic that already initiated the takeoff maneuver (conditional) In this case there is a queue and the Tower controller is trying to expedite the flow of departing traffic by lining up an aircraft behind another departing (a typical example is when the first departing traffic is using an intersection). Runway 25,ready for departure, ITY 123 ITY 123, runway 25 cleared to take off, wind 210 degrees at 6 knots Cleared to take off, runway 25, ITY 123 After ITY 123 started moving ITY 669, after departing traffic [TYPE], runway 25, line up and wait after Runway 25, after departing traffic, line up and wait after, ITY 669 Document intended for the VATSIM community only NOT TO BE USED FOR REAL LIFE OPERATIONS  PAGE 46 ATC TRAINING MANUAL REVISION 3 vACC Italy ISSUE 1 DATE 17/09/2024 Case 3 - the runway has an arriving traffic that is on final leg (conditional) In this case the arriving traffic is still flying, therefore this is the most dangerous clearance to give because a misunderstanding may cause a runway incursion and potentially a collision. When giving this clearance pay maximum attention to the readback and the action taken by the pilot. ITY 123, runway 25, cleared to land, wind 210 degrees at 6 knots Cleared to land, runway 25, ITY 123 ITY 669, traffic is A320 on final runway 25, report traffic in sight Traffic in sight, ITY 669 ITY 669, behind landing traffic A320, runway 25 line up and wait behind Behind landing traffic line up and wait behind, ITY 669 6.2.2.4. Delay actions An ATCO may issue delay actions when required, in order to maintain the traffic in