Learning Goals Basic information for the Air traffic controller

Transcription

1 Learning Goals Basic information for the Air traffic controller Contents Delivery (DEL)... 2 Responsibility... 2 Approval of the Flight plan... 2 Preparation... 3 How to provide a correct clearance... 3 Labeling the waypoints (F5)... 4 Labeling the initial climb (F8)... 4 What if you need more time for the Clearance?... 4 Ground (GND)... 6 Responsibility... 6 Provide push and start clearance... 6 Time check:... 7 What to do to avoid ground collisions:... 8 Crossing runways during taxi:... 8 Backtracking runways:... 9 Time to handover to TOWER... 9 Taxi clearance (ARRIVING traffic)... 9 Labelling:... 9 TOWER (TWR) Responsibility: ATIS setup Departing and arriving traffic: IFR Line up clearance: Take off clearance: Landing clearance: Backtracking runways: Labelling: Crossing runways: Departing and arriving traffic: VFR Departing VFR traffic : Arriving VFR traffic : VFR traffic flying a local pattern: Emergency Handling: General rules:

2 Delivery (DEL) Responsibility Approval of the Flight plan Providing clearance Start up Clearance (high exception at some airports) Labelling Approval of the Flight plan In busy times at the airport it is not easy to check the complete flight plan of each and every departing aircraft. The following items however can be quickly scanned and should be taken into consideration for a good clearance. It will eventually avoid frustration with other ATC's when an aircraft is handed over with a correct flight plan and proper clearance The first glance will be at the Flight strip in IVAC. Check his Flight plan route. Does his first waypoint correspond with a SID of the active runway of departure? The Flight strip tells you that the pilots first waypoint will be ARNEM which corresponds with the SID ARNEM2S assuming rwy 24 is open for departure. Check flight rules. Is the pilot flying IFR? VFR? Does it correspond with his aircraft type and his route? From the Flight strip can be seen that the KLM479 is flying from Amsterdam (EHAM) to Otopeni (LROP) under IFR (I) flight rules with a Boeing (B739) Check his Flight level. Is it Odd..or Even? does it correspond with the route he is flying? The Flight strip tells you that the pilot is requesting cruising level FL 390. He is Flying to the East and the NETHERLANDS are using the EAST-WEST configuration so an odd flight level in this case is correct. Check his TAS (True airspeed) Aircrafts flying above FL240 should fill in their cruising speed as MACH. From the Flight strip can be seen that it is filed as N0440 meaning 440 knots true airspeed. How do you know if that is reasonable? use this simple rule of thumb: A Boeing 737 will probably fly at a cruising speed of approx 300 KIAS ( indicated airspeed). Add half of the Flight level divided by 100 to the KIAS. This will give you a rough estimate of the TAS. So KIAS + 390/2 = 495. The pilot filed 440. But since this is a very rough estimate and does not take pressure and temperature correction into consideration there is no reason to be alarmed. You should however be alarmed when the pilot files something like 300. Then he really is way off and you are allowed to confront him with this. In this particular case...the pilot should have filled in a MACH number like M0.83. There are explanations and conversions available on the IVAO academy on how to convert TAS to MACH and vice versa. Last but not least...check his departure time. In real life departing aircrafts work according to SLOT times. A departure time of +/- 10 minutes is acceptable. Otherwise...let him change his departure time. When you have more time...just press F5 in IVAC and check his complete flight plan. 2

3 Preparation make sure you are informed well about: - airports SID's and STAR's - Squawk codes - Initial climb When there is approach available, he will advise you which initial climb must be used. It's his responsibility! Always communicate with the controller which is in the position above you. When there is no approach available give the pilot his cruising level as initial climb in the clearance. Major international airports might have fixed initial climbs...like EHAM FL060. How to provide a correct clearance 1. use STANDARD phraseology *1) 2. Keep it short 3. Don't tell stories 4. Use correct phraseology *2) *1) ICAO Correct phraseology is defined in Annex 10 Aeronautical Telecommunications Vol.!! *2) Not everything you hear on the radio or LIVEATC is correct. Besides...radio is NOT an official document. A correct clearance contains: 1. Callsign 2. Destination 3. SID / Direct first waypoint / heading after takeoff. 4. Runway in use for departure 5. Initial climb 6. Squawk code Let's go over some examples: WRONG: "ROT479" you are cleared to uuuh...let me see...constanta via IDARU departure today from runway 08L and uuuh...you may put squawk 4010 in your box, initial climb Flight level 150. Why is this wrong??? - do not hesitate during clearance. no duuuuuh...uuuuhhh...let me see...wait a moment...standby... - and you may??? There is no option for a pilot to choose from. You are controlling so you GIVE the instructions. - IDARU departure?? which one?? is it a standard departure..non standard? runway heading? direct? the pilot doesn't know now. - leave out all extra words like : today...from...you may...in your box...(where else do you think he will put it) - Remember the clearance order...the SQWK as last. 3

4 (1) CORRECT: "ROT479", Cleared to Constanta, IDARU2A departure, rwy 08L, climb to FL 150, SQUAWK (2) CORRECT: "ROT479", Cleared to Constanta, Direct IDARU, rwy 08L, initial climb FL 090, SQUAWK (3) CORRECT: "ROT479", Cleared to Constanta, rwy 08L, initial climb to FL 100 on runway heading, SQUAWK (4) CORRECT: "ROT479", Cleared to Constanta, rwy 07, initial climb FL 150 on heading 080, SQUAWK notice that the order of giving the clearance changes slightly when heading or runway heading is given. Don't forget when clearance is given you label the waypoint by pressing F5. Labeling the waypoints (F5) (1) IDAR2A (2) IDARU (3) RWYHDG (4) HDG080 note that you have a maximum of 6 positions for the labelling Check the Division documents and quick views for the labelling shortcuts when you are going to control at different airports!!!! Labeling the initial climb (F8) At airports where there is no fixed initial climb, DELIVERY shall label the initial climb as well. Major international airports like EHAM have fixed initial climbs to FL060. Delivery labels the waypoint only and leaves the initial climb to the responsibility of the tower. Always check the local procedures! WRONG: "ROT479", Cleared to Constanta, IDARU6A departure...mm..sorry sir that is my mistake...it is the IDARU 2A, rwy 08L, climb to FL 150, SQUAWK CORRECT: "ROT479", Cleared to Constanta, IDARU6A...CORRECTION...IDARU 2A, rwy 08L, climb to FL 150, SQUAWK So...as a controller...sure you might make a mistake...but do not start apologizing with long stories etc...simply use the word: CORRECTION What if you need more time for the Clearance? Inform the pilot that the clearance will be available shortly and mention the time so he knows how long he has to wait...or in case of an emergency in progress, clearance might take longer. The airport must be clear and focussed on the emergency handling first. 4

5 CORRECT: "ROT479", Clearance in 15 minutes due to emergency situation. CORRECT: "ROT479", Clearance in 15 minutes, emergency in progress. CORRECT: "ROT479", Clearance in 2 minutes 2 minutes later... WRONG: "ROT479", Clearance available, are you ready to copy sir? WRONG: "ROT479", Clearance available. CORRECT: "ROT479", Clearance! There is also another way to postpone the clearance which is called the split clearance consisting of two phases. Start-up clearance Enroute clearance. This type of clearance is normally given to VFR traffic but also used at smaller airports for VFR and IFR traffic. Also here..check the local procedures of the aerodrome where you want to start controlling. The start-up clearance: Callsign runway in use local QNH start-up approved CORRECT: "ROT479", runway 08L in use, QNH 1017, start-up approved. The Enroute clearance: 1. Callsign 2. Destination 3. SID / direct first waypoint / heading after takeoff. 4. Initial climb 5. squawk code ATC: "ROT479", clearance Pilot: ready to copy, ROT479 ATC: "ROT479", Cleared to Constanta, IDARU2A departure, climb to FL 150, SQUAWK Pilot: Cleared to Constanta, IDARU2A departure, FL 150, SQUAWK "ROT479". As you can see from this example there is no need to give the departing runway again in the en-route clearance because it was already given in the start-up clearance. 5

6 Another example for VFR traffic: ATC: "ROT479", clearance Pilot: ready to copy, KLM479 ATC: "ROT479", cleared local pattern, left-hand circuits, not above 1000 feet, Squawk 1115 Pilot: Cleared local pattern, left-hand circuits, not above 1000 feet, Squawk 1115 How to label this VFR traffic? "RHAND" for a right hand circuit and "LHAND" for a left hand circuit. When the pilot reads back the clearance: Make sure that the pilot reads back the clearance correctly and fully understood the instruction. It is your responsibility to correct him if he didn't. Use the words BREAK BREAK if another pilot starts talking in the middle of a clearance read back and let him continue or read back again. "THE ONLY VALID CLEARANCE IS A CORRECT READ BACK!" Check the flight strip to see if he did fill in the squawk you have given him. Your job is done when the pilot has read back the clearance correctly and now it is the time to send him to Ground for the startup and pushback (if pushback is needed) WRONG: "ROT479", read back was correct sir now you may contact the ground on for the push and start. goodbye sir and have a nice flight. CORRECT: "ROT479", read back correct, contact ground on CORRECT: "ROT479", read back correct, ground, Ground (GND) Responsibility All tasks as Delivery These tasks will be fulfilled by you at regional airports which do not have a DELIVERY position or at major airports when DELIVERY does not happen to be online. Provide push and start clearance Taxi clearance. Correct assignment of Gates for Heavy, Medium and small aircrafts Provide push and start clearance If a pilot request pushback it is your responsibility to check if it's safe. The pilot does not have a rear-view mirror so he can't look behind him. So do not give him the clearance when another aircraft is also pushing back and both aircrafts are on collision course. 6

7 CORRECT: "ROT479", pushback in 2 minutes. when it's safe for the pushback: CORRECT: "ROT479", pushback approved. When there are 2 possible ways of taxiing tell the pilot which way you want him to pushback CORRECT: "ROT479", pushback approved facing West. The pilot now knows how to perform his pushback and his nose will end up facing to the West after completion. In case no pushback is needed at the airport the pilot will ask for start-up only CORRECT: "ROT479", start-up approved In case start-up and pushback is needed at the airport the pilot will request push and start. You can give it to him in one instruction: CORRECT: "ROT479", push and start approved. CORRECT: "ROT479", push and start approved facing East. WRONG: "ROT479", push and start approved, call when ready for taxi. WRONG: "ROT479", push and start approved, call for taxi. WRONG: "ROT479", push and start approved, report ready for taxi. Don't do that...when push and start is approved, the pilot will eventually request for the taxi. Time check: Some airports use the time check in their pushback clearance. This is to synchronize time between pilot and Controller for correct departure time. Check the local procedures if a time check is required. CORRECT: "ROT479", push and start approved. time check 15 (Pronounce One Five) The current time is now 15 (Pronounce One Five) minutes after the hour. Taxi clearance (DEPARTING traffic) Taxi clearance are given in the following order: Holding point Runway via taxiways So first tell the pilot where to go to...and then how to get there. CORRECT: "ROT479", Taxi to Holding point N, runway 08L via L, S, N In the situation that the pilot already mentioned the runway in his request for taxi you MAY leave it out in your taxi instruction. 7

8 Pilot: Ground, " ROT479" request taxi to runway 08L ATC: "ROT479", Taxi to Holding point N, via L, S, N Another extra statement is allowed to be put in the taxi clearance like: CORRECT: "ROT479", Taxi to Holding point N, runway 08L via L, S, N, report reaching. The Report reaching instruction forces the pilots to report when they are close to the holding point What to do to avoid ground collisions: Monitor taxiing traffic and intervene if necessary. WRONG: "ROT479", stop there sir, there is an aircraft coming from your right. CORRECT: "ROT479", hold position, give way to B737,right to left, via November taxiway. when the aircraft has passed: WRONG: "ROT479", you may continue taxi now. CORRECT: "ROT479", continue taxi holding point 08L via November CORRECT: "ROT479", taxi holding point S5 rwy 24 via Alpha, follow company 737 Note: only use this when the aircraft in fronts is from the same airliner (the company) CORRECT: "ROT479", taxi holding point S5 rwy 24 via Alpha, follow Boeing 737 in front of you. Crossing runways during taxi: Tower is responsible for the runways! So in case you need an aircraft to cross a runway, communicate with tower first if it is clear and approved! Keep in mind that due to an emergency situation tower can always open or close a certain runway... so stay in communication with the tower before giving crossing clearance. Give your taxi instruction to the crossing point and when crossing is safe, give the pilot the second taxi instruction to reach the runway of departure. Example: ATC: "ROT479", taxi holding point W5, rwy 36L via taxiways A, D upon reaching the pilot will call you: Pilot: " ROT479" at W5. ATC: "ROT479" cross 36C at W5, continue taxi holdingpoint V4, rwy 36L via V Pilot: rgr, crossing 36C at W5, taxi holdingpoint V4, rwy 36L via V. 8

9 Backtracking runways: This is the responsibility of TOWER! remember...ground does the taxiways...tower the runways. Time to handover to TOWER When the aircraft reports at his holding point hand him over to the Tower controller: Pilot: "ROT479", at holdingpoint N WRONG: "ROT479", rgr...you may switch now to the tower on frequency CORRECT: "ROT479", contact tower on Taxi clearance (ARRIVING traffic) Taxi clearance is given in the following order: gate/stand via taxiways So again: first tell the pilot where to go to...and then how to get there. CORRECT: "ROT479", taxi to gate A11, Apron 2 via taxiways D, C, M, I. WRONG: "ROT479", taxi to gate A11, Apron 2 via taxiways D, C, M, I, report on blocks. Don't do that...the pilot will report when he has arrived and ready for switch off. pilot: "ROT479" on blocks at A11 request engine shutdown. CORRECT: "ROT479" engine shutdown approved, Unicom 122.8, good day. or in case of VFR traffic: CORRECT: "ROT479" flight plan closed at 15 Zulu (15 minutes after the current hour) engine shutdown approved, Unicom 122.8, good day. Labelling: Normally a Ground controller has nothing to do with labelling. It is the task of DEL and TWR for departing traffic. BUT...it is common practise if you label the GATE so you will remember where you assigned an arriving aircraft. 9

10 TOWER (TWR) Responsibility: All tasks as DEL and GND when positions are not online ATIS setup Control departing and arriving traffic IFR Backtracking runways Crossing runways Labelling IFR Control departing and arriving traffic VFR Labelling VFR Emergency handling Make sure that you are totally familiar with all airport procedures and have all charts available for ground movement, holding points, runway intersections, SIDS and VFRtraffic. ATIS setup The tower is responsible for the setup of the ATIS. Aircrafts need to depart with an upwind as much as possible. so check the METAR first before you setup the ATIS. Open the runway nr which is closest to the wind direction mentioned in the METAR Check the local procedures for runway preference when the airport has more than 1 runway! To maintain safety and reduce waiting time for the pilots the following order of priority is needed: Priority: 1. Emergency handling 2. Arriving traffic 3. Departing traffic 4. Taxiing traffic 5. Start-up and or delivery clearance Departing and arriving traffic: IFR When the aircraft has reached the holding point Ground will send him to you for his line up and take off clearance. Line up clearance: Communicate with Ground when you want him to handover an aircraft. To maintain a good flow its better for the pilot that he can take off immediately rather than having to stop at the holding point...report to ground he reached it...switch frequency...tell again to tower etc... that's a waste of time. Also when there is no aircraft departing in front or on arrival...it's totally useless to give a pilot the instruction to line up and wait. 10

11 WRONG: "ROT479", line up runway 08L and hold. In case there are more aircrafts waiting for the take-off clearance at the holding point. Line them up in sequence. when the departing aircraft is taking off...the next one can line up in position. CORRECT: "ROT479", line up in sequence or CORRECT: "ROT479", behind departing B737 line up runway 08L behind. Note that the word BEHIND is said TWICE! Take off clearance: For all sorts of safety reasons it's the task of the tower to maintain separation between departing aircrafts. The following rules will apply : L=Light M=Medium H=Heavy L after H M after H L after M all other cases 2 min separation 2 min separation 2 min separation 1 min separation...but...with a few exceptions which are: same route (same SID) divergent route (different SID) intersection departure 2 minutes 1 minute add 1 minute when launching aircrafts in less than the prescribed separation times, you must add the words: caution wake turbulence in your clearance: CORRECT: "ROT479", Caution, wake turbulence, winds calm, cleared for takeoff, runway 08L. after passing 2000ft, approach Be very careful with launching aircrafts in less than the prescribed separation times: When two aircrafts flying the same SID, it is only allowed when you give the second aircraft a runway heading! Approach will later on put the aircraft back on the SID. So communicate this in advance with the approach controller! When two aircrafts flying different SID's, it is only allowed when the first aircraft has passed the 2000ft or when he already has turn 45 degrees to left or right from runway heading. Now with these separation times in mind...it's time to give the clearance for take-off when the pilot has reported that he is fully ready for departure. Let's review first when it's all clear to go and we have no arriving traffic for the same runway. When the pilot is going to follow a standard departure route: WRONG: "ROT479", winds 076 at 3 knots, cleared for departure runway 08L. first of all...when winds are less than 6 knots you don't need to inform the pilot about the wind situation. Just say : winds calm! When wind information is needed to report: round it up to the dozen...so winds 080 instead of

12 CORRECT: "ROT479", winds calm, cleared for takeoff, runway 08L. after passing 2000ft, approach Never ever say cleared for departure...an aircraft is cleared for takeoff! When the pilot was instructed in his clearance to maintain runway heading. It's good to remind him again during take-off clearance CORRECT: "ROT479", winds 120 at 8 knots, cleared for take-off runway 08L, runway heading, after passing 2000 feet, approach In case an aircraft is ready for departure but we also have arriving traffic for the same runway we need to review the situation carefully. When there is enough distance between departing and arriving traffic (at least 7 nm between heavies and mediums) you ask the pilot of the departing aircraft if he is ready for immediate take off... CORRECT: "ROT479", are you ready for immediate take-off? Pilot: Affirm... The pilot has confirmed that he is ready for immediate take off so you can clear him. DONT use terms like " rolling take-off" or " rolling departure" this is not proper phraseology but commonly heard on IVAO CORRECT: "ROT479", winds 120 at 8 knots, cleared for immediate takeoff 08L, after passing 2000ft, approach If the distance between the arriving aircraft and departing aircraft is not safe enough for immediate departure...tell the departing aircraft: CORRECT: "ROT479" hold short, traffic on final. One golden rule after given the pilot the take-off clearance: DONT talk to him anymore before he has reached a reasonable height (at least 800ft). Talk to him only in case of an emergency. It's a stressful moment for the pilots during take-off. When 2 parallel departure runways are in use DO NOT give them both the take off clearance but launch them off, one by one...and wait until the first aircraft is airborne! One final note: At some airports (e.g. EHAM) its not even customary to include the winds in the takeoff clearance when winds are less than 20 knots! So...once again...check the local procedures! Landing clearance: When all is safe, you clear the arriving aircraft for landing. Mention the winds and the runway CORRECT: "ROT479", winds 120 at 8 knots, cleared to land runway 08L When 2 or more aircrafts are on the approach for the same runway, Approach will keep good separation between the aircrafts. After being handed over it is your responsibility 12

13 now to maintain the separation by instructing the second aircraft to slow down to minimum approach speed if needed. You rather have 2 aircrafts landing safely rather than one has to go around. A go around costs MONEY! CORRECT: "ROT479", continue approach, number 2 CORRECT: "ROT479", continue approach, traffic 5nm ahead, B737 2nm from touchdown, expect late landing clearance. ONLY if the first aircraft has landed and vacated the runway you give the landing clearance to the second aircraft on final. If the aircraft on the runway has NOT vacated yet... then the second aircraft will go around when he has reached his minimums. A good pilot will automatically do that because he has not yet received his clearance to land. In case he fails to do that, you should ORDER him to go around! CORRECT: "ROT479", go around. Climb 3000ft on runway heading and contact approach In the above instruction you tell the pilot what to do and the approach controller will take over. CORRECT: "ROT479", go around. execute missed approach as published. In the instruction above you instruct the pilot to read his charts and follow the procedure for the missed approach. Check the METAR for wind shear! These winds are very dangerous during the approach and a pilot must be warned again in advance before attempting to land. CORRECT: "ROT479", winds 070 at 8 knots, cleared to land runway 08L, caution wind shear at 800 feet. Backtracking runways: backtracking before departure: CORRECT: "ROT479", backtrack runway 18, report ready for departure. backtracking upon arrival: When a backtrack of a runway is needed you can include it in your clearance to land. CORRECT: "ROT479", winds 340 at 8 knots, cleared to land runway 36, backtrack and vacate via B. Labelling: At airports where there is a fixed initial climb (ike EHAM) the TWR controller will label the initial climb just before take-off Other airports (like LROP) the labelling of the initial climb has already been done by Ground 13

14 Crossing runways: as discussed in the chapter : Ground...taxi clearance Departing and arriving traffic: VFR Departing VFR traffic : As discussed earlier, VFR traffic will receive the split clearance. First the start-up...and later the enroute. Start-up is given by DEL or GND and normally a pilot should know his departure route. nevertheless: tower will give VFR traffic again the clearance during the line-up or takeoff clearance. CORRECT: "ROT479", winds 170 at 12 knots, Victor departure, 1000 feet, cleared for takeoff rwy 08L. Arriving VFR traffic : Arriving VFR traffic is in contact with TOWER ONLY and they MUST report at least 10 minutes before entering the CTR (control zone). the tower then informs the VFR traffic with : Arrival Runway QNH Sqwk Traffic info if needed. for instance: CORRECT: "ROT479", W arrival, runway 08L, QNH 1016, SQWK Normally when VFR traffic is flying an arrival route, the route is marked with reporting points. The pilot will inform Tower when he reached that point and Tower will reply with "roger" If the airport doesn't have a specific arrival for VFR tell him to enter the AERODROME TRAFFIC pattern. for instance: CORRECT: "ROT479", join left hand downwind leg, runway 08L, QNH 1016, SQWK Now the pilot knows which runway is open for landing...08l...that the normal traffic pattern for rwy 08L is a left hand circuit and that he is no longer in uncontrolled airspace. Hence the change of sqwk 7000 (uncontrolled airspace VFR) to A good pilot will report when he is on the downwind. 14

15 VFR traffic flying a local pattern: As discussed earlier, VFR traffic will receive the split clearance. First the start-up...and later the en-route. Start-up is given by DEL or GND and normally a pilot should know his departure route. nevertheless: tower will give VFR traffic again the clearance during the line-up or takeoff clearance. CORRECT: "ROT479", winds 170 at 12 knots, left hand circuit, not above 1500 feet, cleared for takeoff rwy 08L. These patterns consist of distinctive phases: Upwind Crosswind Downwind Base leg Final Pilots will have to report on the downwind leg with their intention and when they are on final like: Pilot: " ROT479" downwind for full stop landing CORRECT: "ROT479", full stop landing approved, report final. Pilot: " ROT479" field in sight, on final CORRECT: "ROT479", winds calm, cleared to land rwy 08L reporting points on downwind and on final are standard...unless...atc instructs otherwise. let's see what happens Pilot: " ROT479" downwind for full stop landing, threshold approach CORRECT: "ROT479", full stop landing, threshold approach approved, report BASE Pilot: " ROT479" on base leg. CORRECT: "ROT479", winds calm, cleared to land rwy 08L Now...what is happening here. The pilot requests to do a threshold approach. This means that the final leg no longer exists so you HAVE to let him report on the base leg after which you can immediate clear him to land. When skies are busy and VFR traffic on the downwind and you also have arriving traffic for the same runway: instruct the pilot to continue his downwind leg to create separation...or let him orbit 360 to the right (on left hand circuit) or 360 to the left (on right hand circuit) CORRECT: "ROT479", extend downwind. CORRECT: "ROT479", orbit 360 to the right. after all is safe...you instruct the VFR traffic to commence his turn to base leg. Keep a very close look at VFR traffic. when more than one aircraft is in the pattern. Instruct them to maintain visual separation at least 3 nm!!! CORRECT: "ROT479", nr 2 in the circuit, keep visual separation, Cessna172 at your 12 o'clock position 15

16 TIP: In airports like LROP when 08L and 08R are open for departure and landing...use 08L for VFR local patterns (left hand circuit) not to get into conflict with IFR traffic and prohibited area's Emergency Handling: There are many kinds of problems a pilot can encounter. for instance: Engine failure Electrical problems Mechanical problems Fuel shortage When you as controller are faced with such a problem what do you need to do? - assess the situation with the pilot as quick as possible. - Prioritize the emergency handling. - Stay in contact with the pilot and provide the assistance he requires. Does he need vectors? does he prefer another runway? does he need fire department or emergency service to be standby near the arriving runway? - Control the situation in coordination with approach, ground and delivery. You probably have to close a runway in order to clear the way for the aircraft in distress. Engine failure: An aircraft with 4 engines will encounter in general less problems than an aircraft with 3 or less engines. Imagine what happens when a B737 has an engine 2 failure (right engine). The engine on the left will push the aircraft to the right and the pilot needs to compensate for that. If a turn has to be made, the pilot would prefer right turns! Electrical problems: Malfunction in electrical systems may cause a drop out of instrument readings. Ask the pilot if his main instruments are still functional. If not? Approach or tower can provide this information to the pilot like: "Turn right now", "Stop turn now", "Descend now", "Stop Descend now", " You are at 2200ft, descend now for 2000ft", " You are at 2000ft now", "Your speed is 200 knots" etc...etc... Mechanical problems: A gear could be jammed. In this case let the pilot do a tower "Fly-by". inform the pilot for instance: " Right and Left gears appears down and nose gear appears up". If a "belly" landing has to be performed be mobilize the fire department and emergency service...the runway will be inactive probably for many hours to come. Fuel shortage: When the pilot declares a fuel shortage, he must be vectored to the nearest runway (in consultation with the pilot). Leave the descend up to the pilot. " When ready descend on your convenience. You are 20nm out of the ILS. Interception is on 2000ft" 16

17 General rules: Delivery, Ground and Tower are NOT radar positions and therefore should never use the term "RADAR CONTACT" or "IDENTIFIED" in their phraseology. Whatever position you occupy, always coordinate with other controllers for runways, sid's and initial flight levels. If clearance has been given, even during taxi, the ATC can always change that clearance if the Approach controller asks for it. use the term READ BACK CORRECT only after enroute clearance has been given and not every time a pilot reads back an instruction (like taxi...pushback etc.) English is mandatory when controlling...but it's ok to use your native language ONLY when there are no other pilots from other countries in your channel! Now...we know this is a lot of information...but : PRACTISE MAKES PERFECT...so...good luck 17