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INTRODUCTION

ASSIGNED ALTITUDE CHART

THE AUTOATIS

THE METAR AND YOUR ATIS

DENVER ARRIVAL AND DEPARTURE GATES

KDEN ILS APPROACH VECTORING PROCEDURES

ILS APPROACH MINIMUMS FOR CAT II AND CAT III

ATC PHRASEOLOGY

The main purpose of this page is to help you, as a new student controller, to learn the basics and fundamentals of Simulated Air Traffic Control.

We suggest that you obtain the training material for students, mainly the five student guides, Basic, Ground, Tower, Approach, and Center. Download and print out these guides for reference. The guides are obtained by going to http://www.satusa.org/training/ and clicking on the "Reference" bar.

As you start studying the guides and beginning to go on line as a observer or to take an active controller position also please spend time with the audio training guides at http://www.satusa.org/training/ and clicking on the "Audio Training" bar. As you complete each one of these audio sessions send the course completion information to the SATUSA training department so that this information can be added to your controller information record available at http://www.satusa.org/artcc/den_1.html .

You will find that the one area requiring the most attention to timing will be when vectoring an aircraft during the approach phase of controlling. To help with this area of controlling carefully check out Chapter 9 of the Approach Controller Guide. This chapter gives important information regarding honing your skills as an approach controller and a recommended set-up for your BRITE display.

While on line as an Observer or active Controller, feel free to text chat with other controllers on line and ask any questions you may have. Voice is another option by using Roger Wilco (RW) which is a freeware program available at http://www.resounding.com/. You can listen in on another controllers channel while he is controlling aircraft or if there are no pilots on the controllers channel feel free to converse with the controller and to ask questions.

If your present setup doesn't allow you to use RW then use the text chat boxes. To use RW you will need a microphone (preferably a headset mic) and speakers with a sound card capable of duplex operation. The RW site has a lot of information on each type of sound card as well as getting the latest drivers for the sound card.

Please be aware of the SATUSA regulation that prohibits the use of voice for on line controlling except for controllers with a grade of Student-3 or higher plus having a voice certification.

Be sure to check out all of the selection features of the ProContoller BRITE display on the Menu item "Radar/Options". Items such as the ATIS are entered here as well as screen display options and display switch options. Also available is the changing of your display colors. Some controllers like the default display with a dark background, while others like a white background. It is mainly just what you are comfortable with.

Use the following Altitude assignment chart as a guide for determining the proper altitudes to be assigned.

The METAR (Aviation Routine Weather Report) is covered in your Basic student guide and additional information including the Federal Meteorlogical Hanbook No. 1 can be found at:
FAA METAR information

Denver ARTCC is the first SATUSA location to be using the AutoATIS for KDEN. Other airports within the Denver ARTCC and other Centers will be using the AutoATIS in the near future.

The autoATIS (Automatic Terminal Information Service) should be checked when you first arrive at your controlling position. Now with the implementation of the automated ATIS, there is no need for weather information. Do include in your ATIS the following information:

1. Denver automated weather now available on 135.70 type any text to receive atis within 200nms of KDEN.

2. Your position with Frequency

3. Roger Wilco frequency (for those with certification).

Try to keep the ATIS information to only 3 or 4 lines. This makes it easier for the pilots to read as well as keeping the information short and brief.

Here is an example of what an ATIS may look like

Denver autoATIS avlbl 135.70, type a blank msg to rcv info C. Walser(VZDV-AC / I1)~APP 119.3~RW vitez.net/den_ac_app NOTAM~SQWK STNBY ON GRND UNTIL ADVSD ATC Operations until 1500 local MST time

The METAR (Aviation Routine Weather Report) is covered in your Basic student guide and additional information including the Federal Meteorlogical Hanbook No. 1 can be found at: FAA METAR information

Whenever you are working a position not using AutoATIS, the ATIS (Automatic Terminal Information Service) should be filled out when first coming on line as an observer, so that it is completed when you logon in a Controller position. The ATIS should not be more than three lines of information. Using the following example for KDEN, if the METAR is: "KDEN 191753Z VRB03KT 10SM FEW060 SCT150 BKN250 16/04 A3018 RMK A02 SLP179 T01560039 10161 20050 58005" the ATIS can be completed as follows:

Info BRAVO - KDEN 19/1753Z Wind VRB@3; Altimeter 3018;

Departure R/W 34; Arrival R/W 35L (108.50);

Include precipitation as well as ceiling and visibility if below 5000 ft AGL or 5 SM. The third line of the ATIS may be used for Roger Wilco IP information when you become Voice Ceritfied.

The following should be used as a guide to help new Approach Controllers at KDEN to hone their basic skills in vectoring aircraft for a ILS Approach

Read SATUSA Approach Guide Chaper 9

PC display setup

Radar/1st BRITE

Runway Centerline Distance = 12 NM

Time Lines Show = 1 min

Radar/2nd BRITE

Vectoring T's

Vectoring Intercept Angle = 30 degrees

Vectoring Intercept Distance = 5 NM

Vectoring T base leg distance = 11 NM

Procedures

Use headings for all vectoring

Headings should be rounded off to the nearest 10 degrees

Keep the base leg length 6 to 12 miles

Use the dashed T-gate information shown on the display as a guide

Plan to have the aircraft intercept the localizer for a 12 NM final at an angle of no more than 30 degrees

Small/Light aircraft may be a shorter final or upon pilot request

Aircraft should be at 8000 ft altitude when entering base leg

If final leg will be shorter than 10 NM use 7000 ft altitude

North/South runways

downwind leg heading use 350/170

base leg heading use 080/260

East/West runways

downwind leg heading use 080/ 260

base leg heading use 350/170

From the base leg heading use a turn of 60 degrees allowing for a 30 degree intercept of the localizer ie: Arrival on runway 35L, downwind leg = 170, base leg = 080, intercept leg = 020

Give the intercept heading instruction when the aircraft is at the 3/4 minute Time Line area to allow time for the pilot to receive the instruction and commence the turn. (some pilots will give you a readback prior to starting the turn although they should give the readback after commencing the turn.) This is the most important timing instruction of them all and may vary slightly depending on the aircraft and pilot. You just have to try and "read the aircraft" from previous turns to know what to expect

As soon as the intercept heading is given, give the "Intercept localizer r/w 35L, Maintain 8000 until established, Cleared for ILS approach" instruction to the pilot

Once the aircraft is established on final, give the "wind 020@6 r/w 35L Cleared to Land" instruction to the pilot

If you are late on the "Intercept localizer r/w 35L, Maintain 8000 until established, Cleared for ILS approach" instruction to the pilot expect him to fly right through the localizer, generally resulting in revectoring for another try.

If you fail to give the pilot the "wind 020@6 r/w 35L Cleared to Land" instruction expect the pilot to declare a missed approach at 200 ft above the ground

At Denver International Airport, Runways 34, 35L and 35R are CAT II and CAT III qualified. Normally, any special equipment required for this type of approach must be operational.

Note that for both Categories - "Special Aircrew and Aircraft Certification is Required" and in addition for Cat II and III on Runway 34, a "Special Autoland Evaluation is Required.

Runway Visual Range (RVR) is the horizontal visual range for a particular runway and is reported in the METAR when the Visibility is equal to or less than one mile. For CAT III landings the RVR must be available for the arrival runway.

******

Minimums for Normal, CAT II, CAT IIIa, CAT IIIb and CAT IIIc ILS approaches.

The Normal ILS Approach KDEN minimums are 200' ceiling and 3/8 to 1/2 mile visibility depending on the runway.

The CAT II ILS Approach KDEN minimums are 100' ceiling and 1200' visibility (approx 1/4 mile).

The CAT IIIa ILS Approach KDEN minimums are 0 ceiling and RVR 07 (700') visibility.

The CAT IIIb ILS Approach KDEN minimums are 0 ceiling and RVR 03 (300') visibility.

The CAT IIIc ILS Approach KDEN minimums are 0 ceiling and 0 RVR visibility.

******

The Controller should become very familiar with the approach plate for the runway in use for arrivals, always keeping in mind the minimums required for each type of approach whether it be a visual approach or a CAT IIIc approach.

For use in ProController/SquawkBox the Controller has no way to know the qualifications of the Pilot or his aircraft so that if CAT II or III operations are required, the Controller should ask the Pilot "Can you and your aircraft accept a CAT III approach". If the Pilot answers in the affirmative, then it should be accepted that the Pilot and aircraft are qualified.

In actuality, the Controller never knows for sure how close to real world the Pilot is operating the simulation. For instance, the Pilot could be in daylight with clear weather with no wind or somewhere in between that and the actual weather that SquawkBox is using.

In this world of Simulated ATC, we strive for being close to real world conditions, but we are all at various levels of training and all adopt certain ways of accomplishing this art of Simulated Air Traffic Control to gain a satisfactory conclusion.

I have tried to give here some phraseology used by Controllers, which may not be completely by the book, however is used by many controllers. Please note that for actual approved phrases see the appropriate Training Guides and FAA Manuals.

In the following sections, when referring to a Ground or Tower Controller etc., it is inferred that if you are working Center and the only Controller for the sector, that you will then be working the unmanned positions as well.

Ground (Departures)

Generally wait for the pilot to make the first contact.

Clearance -- "Cleared to KMCI as filed, c/m 10000 on r/w heading, expect FL330 within 10 minutes after departure, Squawk 2401"

After Pilot reads back the clearance -- "Readback Correct" (or make corrections as required)

PreTaxi -- "Winds 320@5, Altimeter 3012, Departure r/w 34, Advise when ready to taxi"

Taxi -- "Taxi to r/w 34"

Handoff to Tower when pilot indicates he is holding at the departure runway.

Tower (Departures)

After Pilot indicates that he is ready for takeoff -- "Fly r/w heading, winds 320@5, r/w 34, Cleared for takeoff"

Handoff to Approach when aircraft is airborne.

Approach (Departures)

After Pilot checks in with you -- "c/m FL230"

Vector aircraft as required for traffic, then "Cleared direct HGO then as filed"

Handoff to Center when aircraft is at FL200' or 30 miles from KDEN

Center (Departures)

After Pilot checks in with you -- up to cruise altitude "c/m FL330"

Verify Pilots flight plan and waypoints

Center (Enroute)

When Pilot is entering Denver Center area and makes contact -- verify altitude, squawk code and route "continue as filed"

When Pilot is leaving Denver Center area -- if next center is manned "Contact KC Center on 134.75, have a good flight", if next center is unmanned "Leaving my airspace, Radar service terminated, frequency change approved, KC Center not on line"

Center (Arrivals)

For a STAR arrival -- "Descend to cross DANDD at and maintain FL190 , and with a speed of 250 max"

For a non STAR arrival -- start the aircraft descending so that it will be at 17000' by the 50 mile ring, "d/m 17000"

Approach (Arrivals)

After Pilot checks in with you -- as soon as mountains are not a factor "d/m 11000"

Indicate to the Pilot which runway to expect -- "Expect vectors for ILS APP r/w 35L, freq 108.50, KDEN wind 320@5, Alt 3012"

When aircraft is entering base leg "d/m 8000"

Vector the aircraft for a 30 degree localizer intercept at 12 miles from runway then -- "Intercept localizer r/w 35L, Maintain 8000 until established, Cleared for ILS approach". Note that r/w7 OBS is 080 and r/w 16 OBS is 170

When the Pilot is established on the localizer and glideslope, Handoff to Tower.

Tower (Arrivals)

After Pilot checks in with you -- "wind 320@5, r/w 35L, Cleared to land"

When Pilot indicates he is clear of the active runway -- Handoff to Ground

Ground (Arrivals)

After Pilot checks in with you -- "Welcome to Denver International, Taxi to your gate area"