We will end this theoretical manual with a description about what you need to know about call-signs, transponder, charts and things that are related to your radarscope. The more practical aspects will be found in the guide and this section is closely related to some of that material.
The radar client is the software that you will work with as a controller.
At the time this manual is written there are three clients available; ASRC, VRC and Euroscope. It is not in the scope of this manual to describe them in detail, since both already have excellent manuals.
The “radar-part” of the clients is maybe the most important and it gives you information about the traffics movement through the sky and on the ground. But there are numerous other functions built in to the software that will help you control and give information to the traffic. It is well spent time to read the manual of the client that you will be using closely.
8.3 Clearance [S]
As controller, you give the pilot this unique four digit transponder code. This is done at clearance, but the transponder code can also be changed en route. Two aircraft cannot have the same transponder code if they are in the same area. This is not a problem on line, but you should try to give every aircraft a unique transponder code. You will get an error message (CODE) is this isn’t done, but you will still be able to see the correct call sign on your scope.
Transponders can be set in different modes:
In Zurich though, (as an example) the situation is different, as here it is the first letter of the IAF where the STAR ends. RILAX1A for instance ands at AMIKI and BERSUG1G ends at GIPOL. and neither AMIKI not GIPOL are linked to any runway.
A visual approach is an approach by an IFR flight when either part or all of an instrument approach procedure is not completed and the approach is executed in visual reference to terrain.
At the approach, it is required that the pilot has visual contact with the runway or runway lights at a certain height specified at the chart, to be able to continue the approach and eventually land. The reason for this is that the pilot needs visual reference in order to make a safe landing. Depending on type of approach and approach aids used, the lowest height a pilot can descend to will vary. This height is called the decision height (or decision altitude).
The Pilot may commence an instrument approach regardless of the reported RVR/Visibility but the approach shall not be continued beyond the outer marker, or equivalent position, if the reported RVR/visibility is less than the applicable minima.
200 ft *
The main reason for filing a flight plan and route is the pilot is informing the ATC units along the way his/her requests to complete the journey; this will include the speed, cruise level waypoint and airways to be flown.
Standard Metric Level in tens of meters
Metric Altitude in tens of meters
CODED ICAO FLIGHT PLAN
-N0465F370 DCT MERIT DCT HFD J42 BOS DCT VITOL/M080F410 N27A
NANSO/N0459F410 N27A RAFIN/M080F410 DCT 45N050W 47N040W 49N030W
49N020W DCT BEDRA/M080F410 UN491 TAKAS/N0459F410 UN491 VMP UL851
MELKO UM606 BLM DCT
-EET/KZBW0003 KZNY0040 CZQM0041 CZQX0141 EGGX0342 EISN0457
EGTT0531 LFRR0534 LFFF0606 LFEE0631 EDFF0645 LSAZ0646
RAFIN0156 45N050W0204 47N040W0253 49N030W0342 49N020W0432
REG/N100A SEL/GQEK DOF/020214 RMK/TCAS EQUIPPED AGCS EQUIPPED)
KZNYZQZX KZBWZQZX CZQMZQZX CZQXZQZX EGGXZOZX EBBDZMFP LFPYZMFP
This can be decoded as (FPL-N100A(Aircraft Call Sign or Flight Number)-I(FR)G(eneral flight)
8.8 Separation [S]
The first aircraft turns more than 45° compared to following traffic headings.
The first aircraft's speed is 40 KTs higher than following traffic.
The heading difference is less than 40° and the first aircraft' is similar or slower than thefollowing aircraft.
ATIS (Automatic Terminal Information System) is in real life a recorded message that is transmitted on a specific radio frequency. All major airports have ATIS and all pilots approaching the airport are required to monitor the ATIS.
What information that is put into the ATIS depends on which position you man, but please note that an ATIS must never be more than 4 rows with a suggested maximum at 3 rows. This is a VATSIM requirement.
Information that should be included regardless of what position you man: