VATUSA
Virtual Air Traffic Simulation - USA Division
Introduction to Clearance Delivery/Flight Data
Clearance Delivery (callsign suffix _DEL, "clearance") is normally the first controller that a pilot will talk to when starting their flight. Although to new controllers just starting out the clearance delivery position may seem tedious and unimportant, it actually serves a crucial purpose in keeping traffic moving efficiently. The initial clearance process allows the pilot and the controllers to be sure they are “on the same page†as to the pilot's routing, initial altitude and cruise altitude. It also allows the controllers to correct any errors in the pilot's filing and to modify the pilot's requested routing and altitude as needed to optimize the flow of all traffic. In VATSIM the clearance delivery function is often fulfilled by “higher†control positions such as _GND, _TWR, _DEP, _APP or _CTR. Learning how to do it correctly, quickly and efficiently is an essential and basic skill for all VATSIM controllers.
The Federal Aviation Administration Pilot/Controller Glossary defines a "Clearance (ATC Clearance)" as follows:
From the FAA - Pilot Controller Glossary (P/CG)
"AIR TRAFFIC CLEARANCE- An authorization by air traffic control for the purpose of preventing collision between known aircraft, for an aircraft to proceed under specified traffic conditions within controlled airspace. The pilot-in-command of an aircraft may not deviate from the provisions of a visual flight rules (VFR) or instrument flight rules (IFR) air traffic clearance except in an emergency or unless an amended clearance has been obtained. Additionally, the pilot may request a different clearance from that which has been issued by air traffic control (ATC) if information available to the pilot makes another course of action more practicable or if aircraft equipment limitations or company procedures forbid compliance with the clearance issued. Pilots may also request clarification or amendment, as appropriate, any time a clearance is not fully understood, or considered unacceptable because of safety of flight. Controllers should, in such instances and to the extent of operational practicality and safety, honor the pilot's request. 14 CFR Part 91.3(a) states: "The pilot in command of an aircraft is directly responsible for, and is the final authority as to, the operation of that aircraft." THE PILOT IS RESPONSIBLE TO REQUEST AN AMENDED CLEARANCE if ATC issues a clearance that would cause a pilot to deviate from a rule or regulation, or in the pilot's opinion, would place the aircraft in jeopardy."
Below is the set of topics that we will be covering throughout the Clearance Delivery portion of the S1 Rating Guide.
From VATUSA - VATUSA Rating Guidelines S1 Section II and III
II. Flight Plan Procedures
A. Accessing Flight Strip Data
i. Properly accesses correct aircraft flight strip
B. Flight Plan Amendments
i. Consistently evaluates flight paths for accuracy and applicability
ii. Properly corrects flight plan errors using appropriate key commands or
user interface
iii. Exhibits appropriate coordination procedures as needed
C. Preferred and Non-Standard Routing Procedures
i. In compliance with local procedures, attempts whenever possible to
ensure the aircraft is on the correct preferred routing to its destination
ii. Provides preferred routing information for aircraft that do not have one
filed
iii. Assists the pilot in identifying and providing the easiest departure for
their aircraft capability
III. Clearance Delivery Procedures
A. VFR and IFR Clearance Procedures
i. Demonstrates knowledge of difference between VFR and IFR clearances
ii. Demonstrates knowledge of proper VFR clearances.
B. Squawk Code Assignments
i. In compliance with local procedures, attempts whenever possible to
assign aircraft a preferred facility squawk code appropriate for the
aircraft’s type of flight
C. Clearance Issuance
i. Issues clearance to aircraft in correct phraseology
ii. Ensures correct readback by aircraft before proceeding
D. Departure Information
ii. In compliance with local procedures and regulatory documents, the
controller will issue appropriate departure information (weather/runways in use/etc)
A. Accessing Flight Strip Data
i. Properly accesses correct aircraft flight strip
B. Flight Plan Amendments
i. Consistently evaluates flight paths for accuracy and applicability
ii. Properly corrects flight plan errors using appropriate key commands or
user interface
iii. Exhibits appropriate coordination procedures as needed
C. Preferred and Non-Standard Routing Procedures
i. In compliance with local procedures, attempts whenever possible to
ensure the aircraft is on the correct preferred routing to its destination
ii. Provides preferred routing information for aircraft that do not have one
filed
iii. Assists the pilot in identifying and providing the easiest departure for
their aircraft capability
III. Clearance Delivery Procedures
A. VFR and IFR Clearance Procedures
i. Demonstrates knowledge of difference between VFR and IFR clearances
ii. Demonstrates knowledge of proper VFR clearances.
B. Squawk Code Assignments
i. In compliance with local procedures, attempts whenever possible to
assign aircraft a preferred facility squawk code appropriate for the
aircraft’s type of flight
C. Clearance Issuance
i. Issues clearance to aircraft in correct phraseology
ii. Ensures correct readback by aircraft before proceeding
D. Departure Information
ii. In compliance with local procedures and regulatory documents, the
controller will issue appropriate departure information (weather/runways in use/etc)
One of the first steps in becoming effective at the _DEL position is to gain a basic understanding of the airspace and departure procedures for the airport that you are covering. At the time of this writing VFR, low altitude IFR & high altitude IFR charts are available at www.skyvector.com.
Complete US terminal procedure charts including instrument departure charts are available at http://www.naco.faa.gov/index.asp?xml=naco/online/d_tpp, www.airnav.com and other sites. Commonly used VATSIM routes can be found at www.simroutes.com. A small amount of time spent familiarizing yourself with the departure procedures and common flight routes related to the airport that you will be covering will be time very well spent when you start actually talking to live traffic. For many student controllers the easiest and most enjoyable way to learn the airspace that they will be controlling is to simply spend some time flying, in the VATSIM virtual sky, the procedures and common flight routes you will be controlling.Before we move on to the next section on Flight Plan Amendments, lets examine Standard Instrument Departures (SIDs).
Standard Instrument Departures (SIDs)
Let's begin by explaining exactly what a Standard Instrument Departure (SID) is:
From the FAA - Pilot Controller Glossary (P/CG)
"STANDARD INSTRUMENT DEPARTURE (SID)- A preplanned instrument flight rule (IFR) air traffic control (ATC) departure procedure printed for pilot/controller use in graphic form to provide obstacle clearance and a transition from the terminal area to the appropriate en route structure. SIDs are primarily designed for system enhancement to expedite traffic flow and to reduce pilot/controller workload. ATC clearance must always be received prior to flying a SID."
A Standard Instrument Departure (SID) is an IFR procedure that the pilot will fly to transition them from the terminal area to the en-route phase of flight. If you recall from the Basic ATC lesson on Airways and Route Systems, you'll remember that we referred to airways as "highways in the sky". You can think of a Standard Instrument Departure as a "on ramp" to that highway. To understand this a bit better you might want to get out some of the departure (SID) charts and arrival (STAR) charts for the airport where you will be training. Notice how in general the procedures are designed to keep aircraft climbing away from the airport separated from from the arrivals descending towards the airport. If you think about it for a minute you can see how difficult and time consuming it would be for radar controllers to have to separate aircraft climbing on one route from aircraft simultaneously descending in the opposite direction on that same route. Thus the need for on and off “rampsâ€. In the real world noise abatement concerns and clearance from ground obstacles/high terrain may also be important factors in the design of departure procedures.
Although we won't get into how to read a Standard Instrument Departure chart, it's important to understand one of the major aspects of the chart: the transition.
A transition is a published procedure (DP Transition) used to connect the basic Departure Procedure to one of several en route airways/jet routes, or a published procedure (STAR Transition) used to connect one of several en route airways/jet routes to the basic STAR..
Although a Standard Instrument Departure has published transitions, it's important to understand that a pilot may choose to exit at any point along the Standard Instrument Departure. If your having a hard time determining which fixes on the chart represent a transition, look at the Departure Route Description (the text part) of the chart and you'll see a the published transitions. A diagram is below to help illustrate this. Note: Not all Standard Instrument Departures contain transitions. Refer to the individual chart to determine if that procedure contains a transition
Types of Standard Instrument Departures
There are three types of Standards Instrument Departures: Pilot Nav, Radar Vectored, and a Hybrid (A mix of the two).
Pilot Nav SID
A Pilot Nav SID is one that will get the pilot from the terminal to the en-route environment following a specified route that is completely defined in the printed procedure. An example of this type of procedure is the OVETO3 departure out of McCarran International (KLAS). You'll notice from the profile view (graphical) of the chart, and then the Route Description (text) that this departure procedure provides a specific route for the aircraft to follow.
Radar Vectored Departure
Unlike the transitional departure, the Radar Vectored departure is one that has no route that a pilot may fly and depends solely on the controller to provide vectors to the transition/fix. The pilot does not know beforehand exactly how he is going to be “transitioned†to his filed route and the controller is free to alter the exact routing to meet the needs of all traffic at the time. An example of this type of departure is the Dayton Four departure out of James M Cox Dayton International (KDAY). An easy way to quickly tell if a departure is a radar vectored departure is to look at the name. Generally (but not always), a radar vectored departure will contain the name of the airport. Some example are the Atlanta 5, Kennedy 1, and the O'hare 3.
Hybrid SID
A Hybrid SID is one that has the pilot fly a set of instructions initially, THEN receive radar vectors to the assigned route. An example would be the DAWNN3 Departure out of Indianapolis (KIND)
Now that you have a good understanding of the different types of Standard Instrument Departure, lets next look at the flight plan and flight plan amendments.
