Always sign on as an observer using a valid OBS callsign first. As observer call signs use the following format: OI_OBS where “OI” are your assigned Operating Initials.
Coordinate with other pertinent controllers:
If the position you would like to sign onto is an empty TRACON position, coordinate with existing TRACON controllers and Center as to how the airspace will be controlled. Also coordinate with the local controllers (DEL, GND, TWR) to inform regarding any change in departure frequency, ATIS code, runway configuration, etc.
If the position you would like to sign onto is an empty DEL, GND, or TWR position, coordinate with any TRACON controller that is currently covering that airport.
Once online announce it by selecting the “online” button in the atc channel.
Do not attempt to contact airplanes on short final or airplanes in the middle of their takeoff roll. Be courteous to the pilots and understand that have to fly the airplane first. Airplanes in the near vicinity of your airport, after sign on, should be given no more than one contact me.
Morristown Municipal Airport Information Charlie, two two tree zero zulu. Wind one niner zero at seven gust one fife. Visibility fife, mist, light rain. Few clouds at two thousand, ceiling tree thousand overcast. Temperature two fife. Dew point two four. Altimeter two niner eight niner. I-L-S runway two tree approach in use. Departing runway two tree. Read back all hold short instructions, advise on initial contact you have information Charlie.
LaGuardia Airport information Mike, zero two zero zero zulu. Wind tree two zero at six. Visibility one zero. Sky conditions, one two thousand scattered, two fife thousand broken. Temperature two eight. Dew point one eight. Altimeter two niner eight four. I-L-S runway four and Expressway Visual runway tree one approaches in use. Departing runway tree one. Read back all hold short instructions, advise on initial contact you have information Mike.
Controllers have the option of broadcasting hazardous weather information on their primary frequency when applicable.
Hazardous weather information can be found by going to skyvector.com. Once there, SIGMETs and Convective SIGMETs should be displayed in blue and be clickable for detailed information. If they are not there, go to the top right corner and click on “Sigmets.”
Only broadcast if the SIGMET is within 150nm from the airport which you are controlling.
Information that should be broadcast is: SIGMETs, Convective SIGMETs, and Turbulence AIRMETs that contain information about moderate turbulence or greater. All other AIRMET information is not applicable and should not be broadcast over frequency.
Should you deem that a pilot has become a real problem AFTER you have tried to contact them and correct the problem using private messaging through the .chat (callsign) command, summon a Supervisor using the .wallop command. Provide enough details in the wallop request, for example:
.wallop AAL123 not responding. First force act sent at 1315z.
.wallop ABC123 using rude and vulgar language on frequency
Please, do not connect to a position unless you have an hour to spare. Signing on for only 30 minutes is annoying to ATC and pilots who re-work their procedures to incorporate you into the mix.
Avoid switching facilities too quickly. There will be times where no traffic is in the area for you to work. This is a good time to show online presence, re-read procedures, ask training staff about things that you need clarification on, etc.
Consistency attracts pilots. ”If you staff it, they will come”. Pilots often depart planning to arrive in areas where ATC is usually online at a fairly consistent time. Conversely, lack of ATC leads to lack of pilots. Online presence also attracts training staff who may be willing to monitor you for level advancement.
Runways shall be selected to ensure aircraft will depart and land into the wind (headwind).
Example
Runways available: 27 or 09
METAR wind indicates 330 at 15
Use runway 27 as it points into the wind more than runway 09
If wind is exactly perpendicular to any either direction then it is at your discretion which runway to select; pilots, at this point, may also ask for a different runway which shall be granted if operations allow.
Ensure ATC client is properly configured for controlling session
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Join as observer and monitor frequency
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Begin verbal briefing with relieving controller. Configuration, Weather Conditions, ATIS, Adjacent Controllers, Traffic, Abnormal Conditions. When finished with verbal position briefing, ask relieving controller if they have any questions.
Understand the briefing, and ask any questions to confirm any uncertainties before taking control of the position.
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Logoff and advise relieving controller “your control”.
Login to position with same callsign. Responding with “my control” followed by your operating initials officiates the controller swap. You are now responsible for the position.
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After confirmation from relieving controller of position responsibility, you may log off of the network and reconnect as observer to monitor frequency for atleast 2 mins.
A controller looking to leave will indicate this by selecting “Closing” in the ATC channel approximately 10 minutes before disconnecting.
A controller looking to takeover the position or traffic from the outgoing controller shall indicate this via a private message or through other approved coordination methods. A specific time shall be agreed upon for the switch to take place.
If assuming the same position, the incoming controller shall sign on using the same callsign immediately after the relieved controller logs off.
If a position is assuming control, the outgoing controller shall advise all adjacent controllers in the ATC channel.
At all times, the relieving controller shall observe traffic flow (as observer on frequency) at the position for a minimum of two minutes prior to assuming control. After the transfer of control is completed, the relieved controller shall remain online as observer for minimum of two minutes to answer any questions.
DEL controllers will clear all IFR aircraft from their field. While VFR aircraft do not need a specific flight plan, some might fly without filing one.
Every aircraft that is cleared needs to have certain values set. ALL VFR aircraft should have the clearance altitude set, direction of flight, and transponder code (Class C and B airport, Flight Following)
Once the A/C appears in your Aircraft List, assign a squawk code by typing
When the pilot calls, reply as soon as possible. If you need more time simply say “(Callsign), standby, clearance on request”
Set the communication type of the A/C if it is not filed (voice or text)
Bring up and examine the flight strip and make changes if necessary.
Insert the appropriate exit point or climb the pilot is flying into the scratchpad.
Issue the clearance to the pilot and correct them if the read back is incorrect.
After a proper read back transfer the aircraft to the next controller and inform the pilot who to contact next if ATC is available.
(Callsign), read back is correct, push & start at your discretion, ATIS DELTA is current, contact Kennedy GND on 121.9 for taxi, have a good flight.
Issue appropriate takeoff instructions. If you see a published DP abbreviation in the flight plan then the pilot is probably flying a climb out. If you would normally be using a climb out procedure and only the exit code is displayed, then issue the initial heading as per your SOP.
IFR A/C should be told to contact departure and to be transferred over. Try to do this AS SOON AS you see the A/C start his climb and begin making the initial turn. It’s important for Departure to get control rather quickly due to tight airspace.
Anticipated separation is now primarily used for wake turbulence. The local controller is now permitted to release an aircraft behind a super/heavy/B757 as long as at the time the trailing departure is airborne, the proper 7110.65 radar wake separation exists.
If the tower is equipped with radar, distance based separation should be applied. Otherwise, timed separation remains appropriate.
Local (tower) controllers are permitted to release departures on converging runways before the arriving aircraft passes through the intersection so long as the separation will exist at the time the aircraft begins the takeoff roll.
Whenever two consecutive IFR aircraft will fly to the same airport using the same exact route, tower shall apply enough timed separation between the takeoff rolls to ensure that the aircraft will be separated by 20 nm in the Center airspace.
For consecutive jet departures, every 1 minute of separation between takeoff rolls translates to approximately 5 miles of separation, therefore 4 minutes of separation will be required to ensure 20 nm separation in Center airspace.
Whenever two consecutive IFR aircraft will fly to the same exit point but will fly different route, tower shall apply enough timed separation between the takeoff rolls to ensure that the aircraft will be separated by 10 nm in the Center airspace.
For consecutive jet departures, every 1 minute of separation between takeoff rolls translates to approximately 5 miles of separation, therefore 2 minutes of separation will be required to ensure 10 nm separation in Center airspace.
Accept handoffs from approach controller by assuming / accepting transfer requests.
Issue appropriate landing instructions.
Issue appropriate post-landing instructions. Transfer a/c to ground controller as soon as ground speed of the aircraft is below 40 knts.
In the event of a missed approach, issue the appropriate missed approach heading and altitude, then hand off the A/C to appropriate Departure controller.
Do not issue radar vectors or any type of approach clearance.
If the aircraft is a departure, use the callsign “Departure” (e.g. “Miami Departure”).
If the aircraft is an arrival, use the callsign “Approach” (e.g. “Miami Approach”).
Be sure to check the scratchpad for information entered by the previous radar controller.
Set the scratchpad as required. If there is only one approach in use advertised in the ATIS although recommended, a scratchpad entry is not necessary. If there are multiple approaches in use, scratchpads are mandatory.
Set the voice communication type if non-existent or incorrect.
Advise pilot of approach in use, altimeter, and/or ATIS information as necessary
If you need to descend an aircraft to an altitude that is different than a prescribed SOP altitude for sequencing or separation purposes, modify the aircraft’s data block such that the altitude the aircraft is descended to is displayed as altitude assignment. This is to be done before issuing the descent to the pilot.