AD31 lesson 1

Slide 1: 

AD31 Course Introduction

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What is Aerodrome Control?An aerodrome control unit provides:- Aerodrome Control Service- Flight Information Service- Alerting ServiceThe Aerodrome controllers provide these services to aircraft flying with visual reference to the surface inside or in the vicinity of the Aerodrome Traffic Zone and aircraft operating on the maneuvering area of the airfield.Aerodrome Control may be split into different disciplines:- GMP (Delivery)- GMC (Ground)- AIR (Tower)

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Responsibilities of Aerodrome ControlAerodrome controllers are responsible for issuing information and instructions to aircraft under their control in order to achieve a safe, orderly and expeditious flow of air traffic.They also assist pilots in preventing collisions between:- Aircraft flying in and in the vicinity of the Aerodrome Traffic Zone (ATZ)- Aircraft taking off and landing- Aircraft moving on the apron- Aircraft and vehicles, obstructions and other aircraft on the maneuvering areaAerodrome control may be split into 3 sub disciplines:- GMP (Delivery)- GMC (Ground)- AIR (Tower)

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GMPThe GMP (Clearance delivery) controller is responsible for providing departing aircraft with their IFR clearance. It is not something to be taken lightly. The smooth flow of all traffic depends on these clearances. If a clearance is incorrect another controller down the line will have to amend it, and potentially distract the pilot from his flying. If the error would have been corrected before take-off the pilot would have had all the time to amend his plan, and not have anything to worry about when in the air.

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GMCGMC (Ground) Controllers are responsible for getting aircraft from the aprons to the runways and back safely and with minimal delay. In conditions of low visibility or when aircraft unfamiliar to the aerodrome visit, they may be called upon to provide guided taxi instructions. They are also responsible for issuing instructions to any vehicles (Follow Me cars, runway inspection vehicles) on the maneuvering area. GMC Controllers will also issue IFR clearances when GMP is not open, or doesn't exist at the airport.

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AIRThe AIR (tower) controller is responsible for all active runways, and for traffic operating in and within the vicinity of the Aerodrome Traffic Zone (up to 2.5nm diameter, Surface up to 2000 AAL). At most airports, the tower controller will be responsible for the runway access points.AIR controllers will carry out the tasks of GMP and GMC in the absence of these controllers.

Slide 7: 

ATIS

Slide 8: 

What is ATIS?ATIS stands for Automatic Terminal Information Service. It is a message intended to provide a pilot with a range of information to enable him to make a decision about his approach and landing or take off. ATIS is transmitted on a published VHF frequency.Each ATIS message is coded using the letters of the alphabet. This is so that controllers know exactly which ATIS message the pilot has heard, so that they can pass on any new information if the information the pilot heard has expired. Whenever there is a new item broadcasted onto the ATIS, the identifier of the ATIS changes (For example, from information Echo to information Foxtrot)

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Generally, an ATIS contains the following:- Name of Aerodrome- Code letter- Time or origin of weather report- Type of approach to be expected- Runways in use and significant runway surface conditions- Surface wind direction and speed- Visibility- Present weather- Cloud- Air temperature and dew point- Altimeter settings- Essential aerodrome information- Any available information on significant meteorological phenomena in the approach, take-off and climb out areas- Trend forecast when available- Specific instructions

Slide 10: 

IVAO ATISUnfortunately, unlike in the real world, on IVAO an ATIS is in a text format and is broadcasted to the pilot whenever he tunes to your frequency. There is also a limit on the type and amount of information we can put in it.

Slide 13: 

Runway Selection

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Factors affecting selection of runway in use:There are many factors that may dictate the runway that should be in use. These include:- Traffic pattern- Length of runway- Approach aids- Adjacent airfields- Taxiway system- Noise sensitive areas- Runway/Approach lighting- Width/strength of runway- Work in progressOf course, these should always be taken into consideration, but the main 2 important factors that will dictate the runway in use are:- Surface wind- 2000ft wind

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Wind2000ft windNormally, the runway in use will be that most closely aligned with the surface wind direction. Where the surface wind is light and variable, the 2000ft wind should be taken into account.There is a general rule of thumb you can use to work out the 2000ft wind:Surface wind direction + 20 degrees = DirectionSurface wind speed + 33% speed = speedExample:Surface wind 180 degrees, 3 knots.2000ft wind = 200 degrees, 4 knots.Alternatively, these days, most aircraft have a wind readout in the cockpit so you could ask the pilot of an arriving or departing aircraft to pass you the direction and speed at 2000ft as indicated in the cockpit.

Slide 16: 

Surface windThe reason the surface wind is the prime consideration is that it can greatly affect the take-off distance of aircraft.Aircraft prefer to take off and land into the wind. In a headwind, aircraft need less runway to take off in because there is already some airflow over the wings in the direction of take off. In a tailwind, aircraft need more runway to take off in because it needs to counter balance the wind already flowing over the wing in the wrong direction, by moving forwards.In a tailwind, aircraft are faster on approach so need a longer landing distance to slow down.

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Preferential Runway ProceduresSome airfields operate a Preferential Runway Procedure, whereby during certain conditions, a certain runway will be in use. Some examples of preferential runway procedures include:BournemouthTake-off - Runway 08 providing the tailwind component does not exceed 5 knotsLanding - Runway 26