TOWER BASICS
Basic Operational Guidelines for VFR Aircraft within the Tower Airspace
Airspace Delegation
The Tower Airspace within the ZJX area of responsibility will be defined as the area from the center of an airfield for a 5nm radius up to and including 2500' AGL. For the main airports within the ARTCC this will mean an average top to the airspace of 2600' MSL.However, towers in the higher elevations of South Carolina may have Tower Airspace extending as high as 3500' MSL depending on field elevation.
Approach Safe Area
Approach and Departure controllers within the ZJX area of responsibility will use a 7nm radius from the field as an operational "safe area" when vectoring traffic near the 2500' AGL top of Tower Airspace. This is only a guideline to prevent potential conflict with traffic pattern VFR aircraft and IFR Arrivals to the area.
Tower Responsibility
The Tower Controller is ultimately responsible for the safe operation of all aircraft within their airspace. VFR aircraft are additionally responsible for the safe separation of their aircraft from all others. As such, the Tower controller generally ensures that the VFR pilot has nearby traffic in sight vs. vectoring that pilot or changing their altitude. Once the Tower Controller has pointed out traffic, and the VFR Pilot acknowledges that traffic in sight, the duty of separation then lies with the VFR pilot. Controllers may issue additional instructions to ensure proper separation which will be discussed in detail in section 2. Standard separation for VFR aircraft is 500' vertically and 1000' horizontally from any other aircraft, whether IFR or VFR. Immediately issue/initiate an alert to an aircraft if you are aware of another aircraft at an altitude which you believe places them in unsafe proximity. If feasible, offer the pilot an alternate course of action. When an alternate course of action is given, end the transmission with the word 'immediately.' PHRASEOLOGY- TRAFFIC ALERT (call sign) (position of aircraft) ADVISE YOU TURN LEFT/RIGHT (heading), and/or CLIMB/DESCEND (specific altitude if appropriate) IMMEDIATELY.
Do Not Vector VFR Traffic
When sequencing VFR traffic through the various traffic patterns, discussed later in this document, Controllers will avoid totally the use of vectors. As a replacement to vectors the Controller may utilize cardinal direction (N-S-NE-SW) or clock face directional guidance to point out traffic or guide a VFR aircraft away from another aircraft which is not in visual contact, and therefore a potential conflict/hazard.
Sequencing Mixed IFR and VFR Traffic
When sequencing VFR and IFR traffic into an airport the Controller will always give priority to the IFR aircraft. IFR aircraft may not be vectored to give priority to VFR aircraft in the Tower Airspace. Alternatively, the controller should point out the IFR traffic to the VFR pilot and issue additional instructions to ensure proper separation while in the pattern.
Communications
Aircraft within the Tower Airspace equipped with a 2-way communications radio are required to remain in contact with the Tower facility while inside the Tower Airspace and prior to entering the Tower Airspace . 100% of VATSIM traffic has communications radio capability and therefore should be in contact with the Tower controller while operating within the Tower Airspace boundaries.
Initial Contact, Required and Optional Information
On initial contact with any VFR aircraft the Controller will ensure that the aircraft has the current ATIS information by verifying the current alphabetical code. If the pilot does not have the ATIS, the controller may at their discretion instruct the pilot to acquire the ATIS before entering the traffic pattern. If the controller does not wish to require the pilot to get the ATIS, the controller shall issue the following information: Current altimeter, wind direction and speed, and runway in use. Additionally the controller may issue any specific pattern entry instructions to the pilot, which will be covered in greater detail in later sections. Information on traffic pattern altitude and direction of traffic may be found in the AIRNAV airport facility directories.
Issuance of Squawk Codes to VFR Aircraft
When operating a Tower facility within Class C or Class B airspace the Controller will issue an appropriate squawk code (other than 1200) to the departing VFR aircraft for radar identification by Approach and Departure Controllers. Aircraft remaining in the pattern within the Tower Airspace do not require the assignment of a discrete squawk until departing the Tower Airspace boundary. Aditionally, aircraft in the traffic pattern may be required to squawk standby while in the pattern to avoid cluttering the Approach and Departure Controller's radar scope with an unused data tag. Coordinate with APP / DEP to see if they want your VFR traffic to squawk standby in the pattern.
Transfer of Control to Approach
Tower Controllers will hand-off VFR departures into Class C and Class B airspace in a timely manner with the appropriate squawk code already in place. Although hand-off of VFR aircraft to Approach or Departure is not required outside Class C or Class B airspace, the Tower controller should coordinate with APP /DEP controllers and advise them of the VFR aircraft as a courtesy to the following controllers.
VFR Departures
When VFR aircraft wish to depart the Tower Airspace, issue a cardinal direction or other instruction, "north departure approved", "right downwind departure approved", "follow the shoreline southbound". Once cleared to depart the tower area, at the Controller's discretion issue a frequency change "N6196P,Frequency change approved." This frequency change must be issued at or before the Tower airspace boundary. Once the frequency change is issued, the Tower Controller's responsibility ends with regard to that aircraft.
Class D Airspace VFR Transitions
VFR Aircraft may request to transition Class Delta Tower Airspace while arriving or departing a nearby field, or enroute. The decision to allow or refuse this request lies solely with the Tower Controller. If approving this request, the Controller may say, "Proceed as requested", or may issue any pertinent restrictions or advisorsies such as, "N3265A, transition approved, remain east of the airport at or above 1,500, traffic in the pattern for runway 7". If denying the request the Tower shall utilize the phraseology "N3265A unable, remain clear of the class Delta airspace". Should the pilot disregard this instruction refer them immediately to the closest SUP or ADM online. Keep in mind that transition requests for airports within Class B and C airports must be directed to the APP / DEP controller online.
Additional Information
Additional guidance for operating the Tower facility can be obtained from the 7110.65 and the AIM. Links to these references are available from the VATUSA Training page.
Traffic Patterns and Sequencing Instructions
The Standard Traffic Pattern (Closed Traffic)
Legend of compulsory reporting points: (1) Downwind leg -opposite direction of landing and parallel to the active; (2) Base leg - 90 degree turn from downwind toward the active; (3) Final - 90 degree turn off base leg for landing; (4) Upwind leg - extended center line of the active runway, pilot required to remain on this leg until approved for closed traffic; (5)Crosswind - 90 degree turn away from the runway in the direction of the traffic pattern; (6) Departure from pattern - pilot reports leaving pattern, depicted are straight out and 45 degree departure, pilot may be issued any cardinal direction from any point in the pattern for departure.
The Standard Traffic Pattern, or Closed Traffic as it is commonly referred to, is the primary pattern flown by VFR aircraft to allow sequencing for landing and departure. The standard direction for closed traffic is to the left. Some fields operate this pattern to the right to avoid over flight of heavily populated or restricted areas. Refer to the AIRNAV facility directory for information on specific fields and runway pattern directions. This pattern is flown at both controlled and uncontrolled airfields, and therefore does not require much intervention by the Tower operator. Real world pilots are taught this pattern from the first day they fly. VATSIM pilots may not be experienced in the use of this pattern and therefore it is recommended that the Controller confirm and/or review the pattern with the VFR pilot online to ensure safety for all involved.
When at an uncontrolled field pilots will report each leg of this pattern on the Common Traffic Advisory Frequency (CTAF) to coordinate with the other pilots in that pattern. At a controlled facility the commonly reported points are "mid-field downwind" and "turning base". You may elect to have pilots report other points in the pattern to ensure sequencing accuracy. Controllers are cautioned you to keep reporting points to a minimum to alleviate a crowded frequency and avoid unnecessary typing or talking.
Traffic Pattern Altitude (TPA) is the MSL altitude that pilots are to fly this pattern at. TPA is generally 1000' AGL for the closed traffic pattern, although it may be assigned higher for a known obstruction. Additional patterns operate at higher and lower altitudes so it is important that the controller keep the 3D picture in mind with regard to separation. There is always a 500' separation between the pattern types as a built in safeguard for the required separation. However, pilots do occasionally stray up or down while in the pattern and because of that you need to stay vigilant for possible conflicts.
Directing Traffic within the Closed Traffic Pattern
Notice first that we did not use the term "controlling" in the topic of this sub-section. The term "controlling" with regard to VFR aircraft is actually an oxymoron. VFR pilots have chosen to take responsibility for the separation of their aircraft while in flight. Most VFR pilots will be offended if they are issued vectors while VFR, seeing this as a direct challenge to their piloting abilities. As such keep your phraseology in mind as you issue instructions to the VFR pilot to avoid a potential incident.
Ground communications
VFR aircraft within the Tower Airspace boundary are required to call you prior to any operations at the field. On initial contact with any VFR aircraft the Controller will ensure that the aircraft has the current ATIS information by verifying the current alphabetical code. If the pilot does not have the ATIS, the controller may at thier discretion instruct the pilot to aquire the ATIS before entering the traffic pattern. If the controller does not wish to require the pilot to get the ATIS, the controller shall issue the following information: Current altimeter, wind direction and speed, and runway in use. Additionally the controller may issue any specific pattern entry instructions to the pilot. Due to the rapidly changing nature of weather the winds and altimeter settings must be issued, even if the pilot states the ATIS information code. Once this information has been covered the aircraft may be authorized to taxi to the active or issued pattern entry instructions if inbound in the air. Issued information on initial contact would look something like this "N8466L, Jacksonville tower, wind 070 at 6, altimeter 30.01, runway 7 in use."
Pattern Communications
When ready for departure the aircraft is issued a take-off clearance with any additional information the controller deems necessary for safe pattern operation. An example of additional information would be to maintain runway heading and report 500' for traffic pattern approval. So the issued instruction would be "N8466L, winds 070 at 6, fly runway heading, report passing 500', runway 7 cleared for take-off". Once airborne and coming up to 500' the aircraft would come back with "66L at 500", the controller then states "N66L, make left (or right) traffic". The controller may elect to issue the approval for closed traffic at any point during the departure they choose. This is only an example and not the only way to do it. Use your best judgment taking into account the pilot ability and your comfort level with running the pattern. Restrictions may also be issued for noise abatement in accordance with some local procedures. "N8466L, wind 070 at 6, make right closed traffic, climb to 1000 prior to turning crosswind, runway 7, cleared for takeoff". The previous examples assume that the aircraft is alone in the sky, however this is not usually the case. With other aircraft in the pattern already the controller must ensure that the departing aircraft falls into the proper sequence with the other traffic. This is accomplished in a number of ways.
Sequencing in the Pattern
Lets take the example above and add a Cessna 182 into the mix who is over the departure end of runway 7 (above to the numbers for runway 25). The initial communications would change slightly: "N8466L, winds 070 at 6, follow the Cessna ahead in right closed traffic, runway 7 cleared for take-off. This instruction does not tell 66L how to fly the pattern or when to turn, it only points out the traffic he is to follow in the pattern. After issuing that instruction the aircraft should respond with "66L, have the 182, copy #2 behind him" or "66L, traffic in sight". Although the exact phrasing by the pilot is not important in this scenario, it is important that the pilot acknowledge that the traffic is in sight. Should the pilot report traffic not in sight have them continue the upwind leg until a visibly safe distance behind the other traffic before approving their crosswind turn and continue to direct their line of sight at the traffic they are to follow using clock or cardinal directions and reference to the traffic's location in the pattern. That would sound something like this "66L continue upwind leg and advise traffic in sight, now turning crosswind".
Sequencing for Landing
Pilots have several options when making an approach from the pattern. These are (1) Full Stop - Land and exit the active runway, (2) Stop and Go -Stop on the active and then depart again, this requires no takeoff clearance from the Tower as it is part of the approved Stop and Go maneuver, (3) Touch and Go - Touchdown and immediately begin departure again without a stop, and (4) Low Approach - Over fly the active runway without touching down and depart again. A 5th choice is referred to as "The Option" and will clear a pilot to do any of the above maneuvers that they wish. We caution you to avoid clearing a pilot for "the option" if the pattern is busy because this can lead to problems in a crowded pattern. For example, you have 2 aircraft close together on final, say 2 miles apart, and the first aircraft requests the option. You clear aircraft #1 for the option assuming he'll do a touch and go and be out of the #2 aircraft's way. Well, aircraft #1 pulls a stop and go and you are forced to give aircraft #2 a go around instruction. Now try to visualize this on a scope, aircraft #1 is on the runway and starting his departure from the stop and go and aircraft #2 is almost on top of him doing his go around. This has just created a separation nightmare for you since the aircraft may potentially collide as aircraft #1 leaves the runway. A similar scenario in Tips and Tricks will be convered later in the lesson and how to avert disaster when something like this happens.
So having covered the various approach termination options lets go back to the earlier illustration of the pattern. Ok, so now you have 2 aircraft in your pattern, you have 56P who is a 182 first in line and 66L who is a 172 and second in line. It is time for them to come back in from the pattern. We will assume for this example that 66L has identified the 182 in sight and is following him through the pattern. Aircraft #1 will call as he is turning to base and request one of "the termination types listed above. You then issue winds, clear 56P for his requested option, and identify him as #1 in sequence. 66L is not far behind him in the pattern so you have 2 options. Option 1 is to let 66L make his own base leg turn and call you with his own request for terminating option, or you can take the initiative, like the go-getter we know you are, and ask 66L to "say type landing". Once you have 66L's option identified you can issue a clearance to follow the 182 turning base, clear 66L for his requested option, and identify him as #2 in sequence. Example:
"56P turning base, request touch and go"
"N56P, wind 070 at 6, runway 7 cleared touch and go"
"Cleared for the touch and go runway 7"
"N66L say type landing?"
"66L would like the full stop."
"N66L, follow the 182 turning base, wind 070 at 6, runway 7 cleared to land, #2"
"66L cleared to land, #2 behind the 182".
Now some of you are reading this and thinking "how can you clear an aircraft to land with another aircraft between him and the runway?" and I felt your pain as I was learning this myself. In short, as long as the second aircraft has the first aircraft in sight and is advised that they are #2 to land this is in fact allowed. By issuing that sequencing information you have set things up so that you are reasonably certain that the proper separation and runway conditions will exist when pilot #2 crosses the threshold. This is not to say that you would then just ignore the situation once you issue this sequencing. You should keep a close eye on things and issue a go-around instruction as needed should something change. You may not have 2 aircraft on the active runway at the same time. Departures must be past the end of the runway and arrivals clear of the active before another arrival can cross the threshold to land. Keep this in mind and you'll do fine with Closed traffic.
VFR Terminal Area Arrivals
Now lets discuss what to do when a VFR aircraft is approaching your airspace with the intention of landing or doing some pattern work. We all know that most pilots on VATSIM don't watch the ATC Directory or monitor the correct frequency while flying through certain airspace. This will be even more so with a VFR aircraft on VATSIM since they are not used to receiving any kind of serious service from an ATC facility. You will need to exercise patience and tact when contacting these pilots. No need to get angry about it, just shoot them a chatbox and get them on your frequency. Remember also that a pilot may approach a Tower Airspace at any altitude and from any direction. That keeps it interesting.
So let's use good old 8466L, the Cessna 172 from earlier, again in our examples. 66L is approaching from the south at 1500 to Craig Municipal, so they are not yet with approach for Class C procedures. They contact you directly on Tower frequency.... "Craig Tower, Cessna 8466L 5 miles to the south, inbound for landing at Craig." and of course you reply with all your required information for a VFR aircraft, just the same as when they are departing plus one more component, the pattern entry instructions. So your reply would be "N66L, wind 210 at 7, altimeter 30.01, enter midfield right downwind runway 23." So now that you've seen the example of how to do it, lets talk about your options for pattern entry instructions.
Pattern entry is based on 2 main things. First is the direction from which the aircraft is approaching in relation to the regular pattern direction, and second, how they will best sequence with the existing traffic in the pattern. The pattern entry instructions themselves can also be issued in 2 ways. You can issue direct pattern entry instructions like we did with 66L in the example. Another option is to issue a following instruction for pattern entry similar to sequencing in closed traffic. So now it gets complicated again... 56P is approaching from the west for landing with 66L coming up from the south. 56P has been issued his entry instruction to directly join the right downwind for runway 23 from the west. Now you have 2 things to accomplish, first is to point out 56P to 66L and then issue the following instructions. So now your call to 66L would look like this. "N66L, wind 210 at 7, altimeter 3001, enter right downwind behind the Cessna 182 west of the field" and like a good VFR pilot 66L comes back with "traffic to the west in sight, #2 behind him for the right downwind, 66L".
So now you have the basics of the Closed Traffic pattern entry instructions. Overhead entry instructions are specific to the pattern and discussed in that area of the lesson. You may have an aircraft enter the Closed traffic pattern at any point you choose. Something to consider though is their altitude in relation to their leg. If they are a little high you probably do not want them to join a short final or straight in. With some practice you'll have these down to a science in no time and be able to bring anyone in from any direction and sequence them for a safe landing.
VFR Departures
Last but not least is handling the VFR Departure. This is probably the easiest topic so it was decided to leave it for the end. The whole thing can be summed up with "point them in the right direction and let them go". This process starts from Taxi all the way through the departure from the area. The aircraft will call you and request taxi to the active for VFR departure in a cardinal direction. This is the best place to make a correction, if needed, to the direction of departure. Now again, they get the basics of the departure info: Wind, Altimeter, Active Runway, then the subsequent taxi instructions. When you issue the take-off clearance you say "N66L, wind 070 at 6, South departure approved, runway 7 cleared for take-off". As they approach your airspace boundary, say "N66L, frequency change approved." After that you are done with that aircraft. They are on their own to fly where they want to.
There is one exception to this rule. If your Tower is within Class C or Class B airspace you have to issue the appropriate squawk code, advise the aircraft of the departure frequency, and then perform the hand-off to Departure control as you would with an IFR departure. Rerfer to the Clearence Delivery documents for issueing a Class B or C VFR Clearence. On take off, hand off the aircraft to Departure control for vectoring and sequencing out of the Class C area.
