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diff --git a/euroscope/install.html b/euroscope/install.html
index e27cf61..0dc720a 100644
--- a/euroscope/install.html
+++ b/euroscope/install.html
@@ -780,12 +780,9 @@ Download and install EuroScope
In VATSIM Romania, vATCOs use EuroScope to control.
Here are the steps you must follow to install EuroScope:
After downloading the MSI file, run it and install EuroScope like any other program you want to install. It is preferable to keep the standard installation path.
-
-- Download the latest beta version from the official website (instant download).
-
Unzip this archive in the place where you installed the EuroScope base files earlier. By default, it should be in Program Files x86/EuroScope.
Audio for Vatsim (AFV)
The second most important program we use is Audio for Vatsim; we use it to communicate with the pilots.
@@ -841,7 +838,7 @@ No results matching "
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diff --git a/euroscope/observer.html b/euroscope/observer.html
index f46680d..2209e2a 100644
--- a/euroscope/observer.html
+++ b/euroscope/observer.html
@@ -824,7 +824,7 @@ No results matching "
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diff --git a/euroscope/update.html b/euroscope/update.html
index e155c99..34f5571 100644
--- a/euroscope/update.html
+++ b/euroscope/update.html
@@ -832,7 +832,7 @@ No results matching "
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diff --git a/euroscope/vccs.html b/euroscope/vccs.html
index 44e2f9f..f4b1f95 100644
--- a/euroscope/vccs.html
+++ b/euroscope/vccs.html
@@ -1446,7 +1446,7 @@ No results matching "
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diff --git a/index.html b/index.html
index 0abb674..96f9737 100644
--- a/index.html
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diff --git a/loa/acc-apa.html b/loa/acc-apa.html
index 8f49157..04c2167 100644
--- a/loa/acc-apa.html
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diff --git a/loa/acc-apb.html b/loa/acc-apb.html
index 48dedc7..4fd24b6 100644
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Docs","keywords":"","body":"VATSIM Docs\n\nCode of Conduct\nCode of Conduct - Companion\n\nGlobal Rating Policy (will be canceled by March 1st, 2024, 0000 UTC)\n\nGlobal Controller Administration Policy (effective March 1st, 2024, 0001 UTC)\nTransfer and Visiting Controllers Policy\n\nCode of Regulations\n\nUser Agreement\nData Protection Policy\nSafe Guarding Minors\n\nApproved Software\n\nRestricted Call signs\n\nVATSIM Forum\n\nmyVATSIM\n\n\n"},"training/CAREER.html":{"url":"training/CAREER.html","title":"Career","keywords":"","body":"ATC CAREER PROCEDURE\n\nEffective: 26 JAN 2023 (AIRAC 2301)\n\nApproved by:George Enciu, vACC Director\n\n1. Introduction\nThe purpose for this document is to regulate how users, hereinafter referred to as Student, can advance between ratings and how the members of the Training department of the Subdivision, hereinafter referred to as VATSIM Romania or ROvACC, are chosen.\nThis document is addressed to VATSIM users who wish to become virtual Air Traffic Control Officers within ROvACC, the subdivision of VATSIM that manage the virtual airspaces of Romania (Bucharest FIR) and Moldova (Chisinau FIR).\n\n2. General Rules\n2.1. Any user of VATSIM which seeks to control within VATSIM Romania must have a minimum knowledge level of English, both written and spoken.\n2.2. The user who wants to become a virtual ATC in VATSIM Romania must be a local member of our vACC.\n2.3. If a student fails a theoretical ATSIMTEST exam, the student must retake it as follows in the table below. If the second test fails, the student must redo the training process.\n\n \n Rating\n \n 2nd attempt\n \n \n \n S1\n \n 1 week\n \n \n \n S2\n \n 2 weeks\n \n \n \n S3\n \n 3 weeks\n \n \n \n C1\n \n 1 month\n \n \n\n\n\n2.4. If a student fails the practical examination (CPT) another one can be taken in 2 weeks from the initial one. In case of another failure, the third one will be taken in one month from the second one.\n2.5. The student will be assigned to a mentor based on the current availability and load of active mentors.\n2.6. The student and mentor will work a schedule for the training according to the student and mentor’s available time.\n2.7. At least one session every two weeks (14 days) is mandatory, otherwise, the student is considered inactive. \\\nException: The student must inform ATC Department when they are not available for training, when the period of time exceeds two calendar weeks.\n2.8. It is mandatory that between two consecutive training sessions there should be at least two days off so that the new information can be fixed.\n2.9. Non-participating without prior notice on the part of the Student in two training sessions results in an investigation initiated by the Training Department and after the third repetition, this can become a subject to end of the training process.\n2.10. From the moment a student is informed that a mentor has been assigned, the Student has 3 weeks to contact their mentor to schedule a session. If the student fails to contract their Mentor during the stated period the student's training process is cancelled.\n2.11. Not contacting the mentor for an absence of more than 6 weeks determines the withdrawal of the training process, and its renewal constitutes the resumption of the entire process.\n2.12. During the SOLO validation, the student is not allowed to control other positions for the current training rating than the assigned one. \\\nException: the students allowed to control LROP_GND (Otopeni Ground) under SOLO GND validation can also connect on LROP_DEL (Otopeni Delivery).\n2.13. The vACC will consider the number of planes controlled in the required controller hours when advancing to the next phase.\n2.14. SOLO validation will be performed by the Training Director, vACC Director or any other approved mentor that was not involved in training the student.\n\n3. Training Timeline\n3.1. Tower Trainee (S1) – Delivery / Ground Controller\n3.1.1. The student must complete a minimum of 6 Sweatbox sessions in order to be allowed to request the S1 ATSIMTEST theoretical exam.\n3.1.2. After the student passes the S1 ATSIMTEST and receives the S1 rating, the mentor is allowed to issue a SOLO DEL validation for Delivery position.\n3.1.3. The student must complete at least 5 useful hours as SOLO DEL online before connecting online under Mentor’s supervision on Ground position.\n3.1.4. The student must pass the solo validation in order to be granted SOLO GND status in ROvACC.\n3.1.5. The SOLO GND status is valid for 90 days.\n3.1.6. The average training time is 4 weeks.\n3.2. Tower Controller (S2)\n3.2.1. Any S1 member needs to complete at least 25 hours during a period of at least 14 days after receiving the SOLO GND status in order to request to move to the next training phase and request S2 ATSIMTEST.\n3.2.2. After the student passes the S2 ATSIMTEST, a mentor is allowed to start the theoretical and practical training with the student. They are required to complete at least 6 Sweatbox sessions before the mentor is allowed to connect with the student online under the supervision of the Mentor.\n3.2.3. The student must pass the solo validation in order to be granted SOLO TWR status in ROvACC.\n3.2.4. The SOLO TWR status is valid for 90 days.\n3.2.5. The student must complete at least 50 hours during a period of at least 21 days after achieving SOLO TWR in order to request the Controller Practical test (S2 CPT).\n3.2.6. In order to control any other control positions allowed by the current rating, the controller should complete at least one theoretical session in order to connect on the position. (see table at paragraph 6.)\n3.2.7. The average training time is 4 weeks.\n3.3. Radar Controller (S3) – Approach / Departure Controller\n3.3.1. Any S2 member needs to complete at least 75 hours of VATSIM control during a period of 30 days in order to request to move to the S3 training phase and request the S3 ATSIMTEST.\n3.3.2. After the student passes the S3 ATSIMTEST, a mentor is allowed to start the theoretical and practical training with the student. They are required to complete at least 6 Sweatbox sessions before the mentor is allowed to connect with the student online under the supervision of the Mentor.\n3.3.3. The student must pass the solo validation in order to be granted SOLO APP status in ROvACC.\n3.3.4. The SOLO APP status is valid for 90 days.\n3.3.5. The student must complete at least 75 hours during a period of at least 45 days after achieving the SOLO APP status in order to request the Controller Practical Test (S3 CPT).\n3.3.6. In order to control any other control positions allowed by the current rating, the controller should complete at least one theoretical session in order to connect on the position. (see table at paragraph 6.)\n3.3.7. The average training time is 4 weeks.\n3.4. Radar Controller (C1) – Center Controller\n3.4.1. Any S3 member needs to complete at least 120 hours of VATSIM control during a period of two calendar months (60 days) in order to request to move to the C1 training phase.\n3.4.2. The student must complete the initial theoretical training in order to request the C1 ATSIMTEST.\n3.4.3. The student must pass the C1 ATSIMTEST in order to start the practical training online under the supervision of the Mentor.\n3.4.4. The student must complete a minimum 5 mentored live training sessions in order to be granted SOLO ACC status in ROvACC.\n3.4.5. The SOLO ACC status is valid for 90 days.\n3.4.6. The student must complete at least 100 hours during a period of at least 45 days after achieving SOLO ACC status in order to request the Controller Practical Test (C1 CPT).\n3.4.7. In order to control any other control positions allowed by the current rating, the controller should complete at least one theoretical session in order to connect on the position. (see table at paragraph 6.)\n3.4.8. The average training time is 3 weeks.\n\n4. Mentorship\n4.1. Any ROvACC member with a rating of at least S2 can become a mentor in the Training Department.\n4.2. Naming members is done entirely at the discretion of the Training Director or the vACC Director.\n4.3. Only the designated mentors will conduct training activities with the students.\n4.4. No other mentor shall conduct any kind of training activities with other students other than their own, unless approved by the primary mentor, the Training Director or the vACC Director.\n4.5. We expect mentors not to share personal data or student status outside of vACC Staff Members: vACC Director, Training Director and their deputies. Any unauthorised distribution is subject to the Data Protection and Handling Policy, available here.\n4.6. The mentors must give each student the opportunity to do at least one training session in two calendar weeks.\n4.7. Each mentor can have students as long as they can respect the rule from paragraph 4.6., but no more than 5 at once.\n\n5. Live sessions\n5.1. Students must connect using the main call sign of the control position for which they are training. (i.e. LROP_GND, LROP_TWR, LROP_APP, LRBB_L_CTR)\n5.2. Mentors will connect using one of the following possibilities:\n5.2.1. On the same control position to that of the student using the X in the middle. (i.e. LROP_X_GND, LROP_X_TWR, LROP_X_APP)\n5.2.2. If the traffic flow allows, we accept Mentors to connect on a higher position where they can monitor their Students.\n5.3. Students will manually add themselves to EuroScope before connecting on line 3 or 4 of the ATIS Controller:Mentored by ICAO_X_POS.\n5.4. Mentors will manually add themselves to EuroScope before connecting on line 3 or 4 of the ATIS Controller: \nMentoring ICAO_POS.\n\n6. Allowed positions per rating\n\n \n S1\n \n S2\n \n S3\n \n C1\n \n \n \n LROP_DEL\n \n S1+\n \n S2+\n \n S3+\n \n \n \n LROP_GND\n \n LRBS_GND\n \n LRCL_APP\n \n LRBB_A_CTR\n \n \n \n LROP_TWR\n \n LRBS_TWR\n \n LRCK_APP\n \n LRBB_N_CTR\n \n \n \n \n \n LRCL_TWR\n \n LRAR_APP\n \n LRBB_U_CTR\n \n \n \n \n \n LRTM_TWR\n \n LUKK_APP\n \n LUUU_CTR \n \n \n \n \n \n LRSB_TWR\n \n LRBC_TWR\n \n \n \n \n \n \n \n LRCK_TWR\n \n LRSV_TWR\n \n \n \n \n \n \n \n LRAR_TWR\n \n LRIA_TWR\n \n \n \n \n \n \n \n LRTR_GND\n \n LRSM_TWR\n \n \n \n \n \n \n \n LRTR_TWR\n \n LRBM_TWR\n \n \n \n \n \n \n \n LUKK_GND\n \n LRCV_TWR\n \n \n \n \n \n \n \n LUKK_TWR\n \n LROD_TWR\n \n \n \n \n \n \n \n LROP_APP\n \n LRTC_TWR\n \n \n \n \n \n \n \n \n \n LRBV_TWR\n \n \n \n \n \n \n \n \n \n LRBB_L_CTR\n \n \n \n \n\n\n\n7. Version Control\n\n \n Developed by\n \n Version / Changed Data\n \n Changes\n \n \n \n Teodor G Petrică\n \n 2.0 / AIRAC 2301\n \n Rewrite and new format\n \n \n \n George Enciu\n \n 1.x\n \n Initial versions\n \n \n"},"training/DELIVERY.html":{"url":"training/DELIVERY.html","title":"S1 - Delivery","keywords":"","body":"DELIVERY CONTROLLER\n\nApproved by George Enciu, vACC Director\n\nCreated by Teodor G Petrică, OPS\n\n1. Position overview\nThe Delivery position is the first ATC position that a pilot usually interacts with when preparing to fly. Some airports do not have a dedicated position for Delivery, its work being delegated to the Ground or Tower controller. \nIn the airspace of Romania, the only such position is at Henri Coanda International Airport, Bucharest - Otopeni. Although this training is specifically written for the Delivery control position, all this theory can also be used for the Ground or Tower control position, where there is no Delivery or Ground.\nThe main objective of the Delivery position is to issue Departure Clearances. These are used to give instructions to the pilots immediately after take-off until they reach the en-route system.\nThe Delivery controller (DEL) is the one who verifies the Flight Plan (FPL) - a document that the pilot files with VATSIM so ATC knows where the pilot intends to navigate their aircraft.\n\n\n\nLogin Call Sign\nCall sign\nFrequency\nID\n\n\n\n\nLROP_DEL\nOtopeni Clearance Delivery\n121.955\nDOP\n\n\n\n2. IFR Clearance\nClearance is the authorization by which the pilot is informed about the point to which the plane is authorised to fly, the runway for take-off, the route they will follow until the route system, the level or altitude at which they will initially or finally climb and a squawk code.\n2.1. Clearance limit\nClearance limit indicates the waypoint or airport to which the pilot is authorised to fly. It is important to mention that this limit is imposed by the type of flight plan that is submitted, specifically the Flight Rules field. Flight Rules is the field that indicates how the pilot will navigate their aircraft: either using the instruments (IFR - Instrument Flight Rules), or using landmarks, rivers, cities in sight, i.e. visually, with the terrain in sight throughout the flight (VFR - Visual Flight Rules), or a combination of the two.\nA Flight Plan can be submitted as IFR, but during the flight the pilot can decide to change the type of flight to VFR, in this case speaking of a Y Flight Plan. A YFR flight behaves like an IFR flight up to the point that delimits the IFR flight from the VFR flight. The second way in which a FPL can be filled is VFR, taking off from an airfield and after a period of time the Flight Rules change to IFR. This type of FPL is called a Z Flight Plan. So, a ZFR flight is a flight that takes off as VFR and ends its flight as IFR.\nWhy is it important?\nFlight Rules determine what the Clearance limit is. In the case of IFR the aircraft is authorised to the final destination, while in the case of YFR the aircraft is authorised to the last point where the aircraft flies IFR.\nIn phraseology, this limit clearance is authorised using the following phrases:\nThe aircraft is flying IFR:\nCLEARED TO CLUJ\nThe aircraft is flying IFR to BUKEL then VFR, so it’s YFR:\nCLEARED TO BUKEL\n2.2. Departure Procedure (SID)\nDeparture Procedure is a standard procedure that connects the runway to the en-route system, where the planes fly or climb towards the cruise phase. These routes are called SID (Standard Instrument Departure). These routes are the most common ways by which an aircraft can receive permission to fly in the terminal area or immediately after departure.\nTipically, a SID has as its last point the first point in the flight plan.\nSIDs are of two types: RNAV (area navigation) and standard. The difference between the two types is the way in which it is navigated: if in the first case, RNAV, we are talking about GPS navigation, with clearly established points that the aircraft follow in flight, in standard navigation, stations located on the ground, called navigation aids, are used through which the aircraft (and its systems) must identify at what distance it is from a certain aid and in which direction to fly in order to intercept certain predefined directions in the standard SID procedures.\nAs a conclusion, the major difference between the RNAV SID compared to the standard SID is the accuracy of the positioning of the aircraft in flight. That is why RNAV SID procedures are preferred in Romanian airspace where they exist. If RNAV SID are not available at an airport (such as LRCK), then standard procedures are used. \nHowever, there is an exception: in TMA Bucharest (LROP, LRBS) the standard procedures are suspended, so that aircraft that are not approved to fly RNAV cannot be authorised to fly standard SID. In such cases, we arrive at the second way in which a flight can be authorised to fly to the en-route system, namely using \"vectors for departure\".\nIn phraseology, this SID is attached to the take-off runway, if that SID is not uniquely used from a single runway.\nThe aircraft will take off from Otopeni from runway 08L via SOKRU1K SID:\nSOKRU1K DEPARTURE RUNWAY 08L\nThe aircraft will take off from Cluj from runway 25 via IRLOX1M:\nIRLOX1M DEPARTURE\nNote: because LROP SID SOKRU1K is a SID from both 08L and 08R, naming the runway is mandatory; but in Cluj, IRLOX1M is a procedure used only from runway 25, which means that the explicit read is not mandatory, but it is recommended.\n2.3. Vectors\nAs mentioned before, an aircraft that cannot fly RNAV in areas where there are no standard procedures or they are suspended will receive \"vectors for departure\" clearance. However, there could be other reasons why an aircraft could be authorised in this way, for example, aircraft that do not intend to join the en-route system, that fly local or that make training flights, i.e. those that will fly local and they will land or practice approach procedures to the runway in service.\nIf the DEL controller does not find a suitable SID for the flight (according to the Flight Plan), they must coordinate instructions with the APP or ACC unit above.\nLROP_DEL: Approach, Otopeni Delivery\nLROP_APP: Go ahead\nLROP_DEL: ROT123, request vectors for departure for IFR to Baneasa.\nLROP_APP: Released, on runway heading, climb 4000 ft\nNotes: since the aircraft takes off from Otopeni and flies to Baneasa, an airport located in the same TMA and at a very short distance, a SID cannot be assigned. In this case, the DEL controller coordinates with LROP_APP (Bucharest Approach) the departure instructions which, later, the DEL controller will include in the clearance of the aircraft.\nIf the APP or ACC unit is not online, this coordination will not take place, and the pilot will receive instructions from the DEL Controller as follows:\nAFTER DEPARTURE, FLY AT OWN DISCRETION\n2.4. Initial Climb Clearance\nInitial Climb Clearance is the altitude (measured in feet) or flight level (measured in hundreds of feet) to which the aircraft is authorised to climb. As a general rule, according to the semicircular flight rule in Romania and Moldova, aircraft flying westbound will fly at an EVEN level, and those flying eastbound will fly at an ODD level, unless other procedures are in place.\nThe maximum authorised level that a Controller lower in position than ACC can authorise is FL280 (westbound) and FL270 (eastbound).\nAs a general rule, for separation, two planes flying on the same SID and taking off one after the other will receive a different flight level clearance: the first will receive a maximum of FL280 (westbound) and FL270 (eastbound), if no other local procedures exist, and the second plane will be cleared to climb 2000 ft lower than the first. This rule is applied for each individual SID, i.e. for each traffic flow.\nA practical example: flights from LROP via SOKRU and via BUKEL. The first plane flying to SOKRU climbs to FL280, the second plane flying to SOKRU climbs to FL260, the third plane flying to SOKRU climbs to FL240 and so on. After that, the first plane flying towards BUKEL (being another flow) will climb to FL280, the second towards BUKEL will climb to FL260 and so on. \nAn aircraft might have the final requested level less than FL280 or FL270. This means, you will not clear the traffic to climb further than requested in the Flight Plan.\nAn already used flight level becomes available when the aircraft to which that level was assigned no longer appears in the Departure List, i.e. it has departed.\nIt should be noted that during the initial climb authorization (at clearance), the flight level or the altitude to which the pilot is cleared to climb must not exceed the flight level or the altitude that the pilot intends to maintain during the cruise phase of the flight.\nIn phraseology, there are two phrases used to authorize an aircraft to climb to a certain altitude or flight level.\nThe first, when there are no speed or altitude restrictions between two points on that SID:\nCLIMB FL280\nAnd the second, when there is at least one speed or altitude restriction in the SID:\nCLIMB VIA SID FL280\n2.5. Transponder Code\nThe transponder is a device installed in the plane used to identify the aircraft and correlate the target with the flight plan. What you need to know about the transponder is that aircraft are required to use it in controlled airspace and that it can be operated in 3 modes.\nFunctionality of the transponder: the pilot of the aircraft set a code in the transponder, a code that is transmitted to the radar, the radar identifies a position from where a signal is emitted and is transmitted to the CWP (controller work position), where ATC is tasked with identifying the aircraft that displays a certain code and link or correlate the target on the screen with the flight plan related to that aircraft. As a DEL controller, your job is not to identify the aircraft on the radar because you work in a non-radar environment, but only to instruct the pilot to set a certain transponder code.\nThere are 4 operating modes of the transponder:\n\nSTBY (stand-by): transponder is off; no signal is send to the radar\nModeA: only the current position is send to the radar\nModeC: the current position and altitude is send to the radar\nModeS: is the most complex mode, because in addition to ModeC's transmission capability, ModeS can also transmit other data about the aircraft, such as indicated air speed, mach number or fuel on board.\n Note: In addition to the previously mentioned, a ModeS transponder has the ability to automatically correlate the target with the FPL, which means that it is not necessary to use an unique code compared to other aircraft. Thus, capable aircraft will be assigned squawk code 1000.\n\n\nIn Romanian airspace, aircraft flying in controlled airspace are required to use a ModeC transponder and use it in ON mode the entire time the aircraft is moving, whether on the apron, taxiway, runway or in the air.\nIn phraseology, the allocation of the squawk code is done using the following phrase:\nSQUAWK 2710 (squawk two seven one zero)\nSQUAWK 1000 (squawk one thousand)\nNote: squawk codes are codes of 4-digits in base-8. This means that each digit is 0...7 inclusive.\nNote: the code is automatically given by EuroScope for IFR flights after pressing the mouse left button in the ASSR column, and for VFR flights, 67xx codes are set manually.\n2.6. VFR Clearance\n1. VFR traffic pattern\nVFR traffic pattern is the flight that is performed around a runway, being the simplest training for new pilots, but also a maintenance exercise for old pilots, consisting of a \"rectangle\" around the runway, through which the pilot practices take-off, four 90 degree turns on the same side (named hands) and a landing.\nFor this type of flight, ATC DEL is responsible to transmit to the pilot the runway from which they will take off and execute the traffic pattern, the direction they will turn (left or right), the altitude to climb to, as well as a squawk code.\n2. Cross country flight\nA cross-country flight means that an aircraft takes off from point A and lands at point B. Most of the time, such a flight crosses several controlled airspaces where there are reporting points. If the flight takes off from a controlled airspace, ATC DEL shall clear the aircraft to exit the controlled airspace or the control zone of the departure aerodrome via a designated waypoint.\n3. Work with EuroScope\n\nDeparture List is the most representative list that the DEL Controller uses because it contains all the necessary information for ATC DEL to be able to read the clearance.\nLet’s decode the list columns:\n\n\n\nColumn\nMeaning\nLeft click\nRight click\n\n\n\n\nDS\ndeparture stand\nopen stand menu\n-\n\n\nk\nclearance checkbox\nset clearance received flag\nopen PDC window\n\n\nFR\nflight rules\n-\n-\n\n\nC/S\ncall sign\nopen handoff popup menu\ntoggle route draw\n\n\nRWY\ndeparture runway\nopen RWY setup popup list\n-\n\n\nSID\nstandard instrument departure identificator\nopen SID setup popup list\n-\n\n\nCFL\ncleared flight level\nopen temporary altitude popup list\n-\n\n\nTYPE\naircraft type (ICAO code), followed by the wake category letter\n-\n-\n\n\nT\ntransponder capability: A stands for ModeA/C, S stands for ModeS\n-\n-\n\n\nASSR\nassigned squawk code\nauto assign squawk\nopen SQUAWK popup list\n\n\nADEP\ndeparture aerodrome (ICAO code)\nopen FPL dialog box\n-\n\n\nADES\ndestination airport (ICAO code)\n-\n-\n\n\nRFL\nrequested or final level in the cruise phase of the flight\nOpen final altitude popup list\n-\n\n\nC\ntype of communication (/v - voice only, /r - the pilot can receive voice, but will reply via text, /t - text only)\nopen communication type popup\n-\n\n\nACST\naircraft status (or ground status)\nopen ground state menu\n-\n\n\n\n4. Examples\nAFR15ZF cleared to Paris via SOKRU1K DEPARTURE, runway 08L, climb FL280, squawk 3201.\nDLH6YA cleared to Muenchen, via SOKRU1K DEPARTURE, runway 08L, climb FL260, squawk 1717.\nKLM38W cleared to Amsterdam, via SOKRU1K DEPARTURE, runway 08L, climb FL240, squawk 2122.\nWZZ49YH cleared to LIRN via POLUN1K DEPARTURE, runway 08L, climb FL280, squawk 7503.\nT7BGD cleared to Frankfurt, via SOKRU1K DEPARTURE, runway 08L, climb FL220, squawk 2123.\nIMX802F cleared to Malmo, via BUKEL1K DEPARTURE, runway 08L, climb FL 240, squawk 3257.\n5. DCL (Departure Clearance)\n5.1. How to connect to DCL?\nFirst of all you need a Hoopie token. In order to get a token you should request one here on Hoppie page. Follow the steps on the page before proceeding further.\n5.2. Login in TopSky\n\nTopSky Menu >> Setup >> CPDLC Setting...\nLogin code is a 4 letter based code. If you are connecting DCL/PDC only, the logon code should be the ICAO designator code of the airport you are controlling.\nFor example, if you are connecting DCL at Otopeni, the code should be LROP.\nLogon code is your Hoppie token. \nMake sure that the DCL/PDC check box has true value. In the image above, all check boxes are set to true.\nTo connect you should press the Connect button. The Connect button is available in the menu, only when you are online, connected on VATSIM.\nNote: This function shall be used only when the controller is online on VATSIM. This function shall not be used or tested while connected on any Sweatbox servers.\n5.3. Extra list for free text messages\nIf a pilot decide to send a DCL request with an additional message, you, as controller are able to see it in the CPDLC Current Message Window. To activate it, in the TopSky menu >> Tools >> CPDLC >> Current Messages...\nIn general, this kind of extra messages are put by the pilot as a greeting or as a special request when filling the DCL.\n5.4. DCL request in Departure List\nA DCL request will appear as an R in the k column of the departure list. If the R is read, this means that the pilot put an additional text in the DCL request. You can read this additional message in the CPDLC Current Message Window.\nTo send the DCL, right click on the R and check the data. If correct, you can send by clicking on the Send DCL button.\nAfter the pilot is replying, the clearance checkbox is automatically set to true.\n"},"training/GROUND.html":{"url":"training/GROUND.html","title":"S1 - Ground","keywords":"","body":"GROUND CONTROLLER\n\nApproved by George Enciu, vACC Director\n\nCreated by Teodor G Petrică, OPS\n\n1. Position overview\nIn this guide, we aim to define the role and service that the Ground controller (abbreviated as GND) has in aviation safety. If there is no Delivery control position at the respective airport, Ground is responsible for authorizing the flights as a DEL controller does.\nWhen we talk about the GND controller, this is the one that authorizes the aircraft to move on the taxiways and platforms (or aprons). \n\n\n\nLogin Call Sign\nCall sign\nFrequency\nID\n\n\n\n\nLROP_GND\nOtopeni Ground\n121.855\nGOP\n\n\n\n2. Push-back & Start up:\nThe first such movement is exiting the parking position, which is often done from behind. This means that the GND must authorize the aircraft to leave the parking position, the aircraft being pushed by a special machine, called Tug or Schof. The procedure is called Push-back. If this push-back can be executed in more than one way, often, the GND controller must inform the pilot about the direction in which the cockpit (the place where the pilots sit) is to be pointed after the push-back procedure is completed. For example: facing east\nIn general, the authorization to exit the parking position is done at the same time as the authorization to start the engines. This also comes with the information from the GND controller to the pilot about the local pressure (QNH) found in the latest MET report.\ne.g. push and start approved, QNH 1010\nIt should be mentioned that an aircraft performing the push-back procedure will block the taxiway it leaves for an average time of 4 minutes, during which time other aircraft operating in the area should wait. For this reason, if the maneuvering surface does not allow to bypass the adjacent traffic (through other taxiways), the push-back authorization must be done correctly, on time and only if there is no other traffic behind the aircraft.\nIf it is not possible to authorize an airplane to leave the parking position through a push-back procedure, this must be communicated to the pilot in command.\ne.g. standby, traffic behind or hold position due traffic\nAlso, an exit from the parking position can be conditional authorized, as in the following example: behind Airbus A320 passing left to right, push-back start up approved, QNH 1010 or behind propeller traffic, push-back approved, facing East, QNH 1010\nThere may be situations in which some aircraft (such as ATR) can start their engines in the parking position and perform a self push-back procedure carried out with the help of the engines, called power back. This procedure does not apply to the parking positions that are in the immediate vicinity of the terminal, due to possible safety problems that could arise during the Power back procedure.\nSome parking positions are specially created and defined as self maneuvering. This means that the pilot will receive from the GND controller the authorization to start engines on the parking position and will go taxiing towards the runway in the forward direction.\n3. Taxi\nAfter the push-back (and start-up) procedure have been completed, the aircraft is ready to taxi to the runway. The pilot will receive instructions from the GND controller regarding the final point to which they are authorized to taxi, as well as the taxiways to follow between the current position and the destination position. The current taxiway often appears in the taxi clearance, and if it is missing, it is mandatory that the aircraft in the forward direction intersects with the first cleared taxiway.\nIn general, the pilot is not authorized to leave the yellow centerline when taxiing on the maneuvering area of an airport. Deviations from this rule are clearly specified in the SOP/LOP for each airport or by ATC.\nThe final point to which an aircraft is authorized to taxi is often the holding point, the point at where the aircraft is before the safety strip of the runway and the point at which the GND controller transfers the communication to the Tower Controller.\ne.g. taxi to holding point runway 08L via C, N\ne.g. taxi to holding point G runway 08R via K, E, G\nIn certain situations, when the traffic flow is at a higher level, it is possible to authorize progressive taxi, or to authorize hold short points during the taxi.\ne.g. taxi to holding point A runway 08R via M, hold short E (this means the aircraft will stop before the intersection with TWY E on TWY M)\ne.g. taxi via J, K, hold short E (this means the aircraft will stop on TWY K before the intersection with TWY E)\n\nSolving of potential conflicts during taxi\n1. Hold position\nWhen used, hold position means that the aircraft shall stop immediately or as soon as possible. \n2. Hold short of\ne.g. hold short of I (this means the aircraft will stop before the intersection with taxiway I; the aircraft is not allowed to enter the intersection of the current taxiway with the TWY I)\nUsually, this instruction is used with give way to (described below).\n3. Give way to\ne.g. give way to Airbus A320 coming from right to left (the aircraft must stop and give priority to the Airbus A320 which is coming from right to left, then the aircraft can resume taxi).\n4. Handover\nTransfer of Communication must take place when:\n\nThe aircraft is approaching holding position.\n\nWhen the aircraft if conflict-free\n\nWhen you no longer have to give instructions to that aircraft.\n\n\nIf all these three points are met, then, you can say: CALLSIGN contact [ICAO_TWR] on [xxx.xxx].\n5. Ground Priorities\n5.1. Flight Rules Distinction\n\nAircraft operating under IFR conditions typically receive priority during taxi operations due to their reliance on precise navigation and air traffic control instructions. This ensures that IFR flights can adhere to their assigned departure or arrival procedures without unnecessary delays.\n\nVFR flights, unless categorized as emergency (EMG), do not have priority over IFR traffic on the ground. Ground control provides instructions to VFR flights, coordinating their movements to minimize potential conflicts with IFR operations.\n\n\n5.2. Departure (DEP) and Arrivals (ARR) Priorities\n\nDeparting flights continue to receive priority over arriving flights during taxi operations, ensuring a continuous flow of departures and minimizing congestion on runways and taxiways.\n\nArriving flights may be required to yield to departing aircraft, contributing to the efficient sequencing of movements on the ground.\n\n\n5.3. Aircraft Weight Turbulence Categories\n\nMedium and heavy aircraft are typically given priority over lighter aircraft during taxi operations. This is due to the larger turning and increased distances required for these larger aircraft to navigate on the ground.\n\nGround control may sequence movements to ensure that heavy aircraft have the necessary space and time to maneuver, minimizing potential conflicts with lighter traffic.\n\nWhile the Wake Turbulence Category (WTC) classifies aircraft based on size and weight, it may not comprehensively account for the broad range of performance variations, especially when comparing aircraft sharing similar WTC classifications. Larger aircraft, like the Airbus A320, featuring jet engines, generally have superior climb capabilities compared to smaller turbo shaft-powered counterparts such as the ATR 72-600. The heightened climb performance of jet-powered aircraft enables them to efficiently navigate through the departure area, reducing their ground time and mitigating the risk of congestion on taxiways and runways.\n\n\n5.4. Separation Standards\n\nGround control ensures that there is sufficient separation between taxiing aircraft to prevent collisions or conflicts. This separation takes into account the different speeds, sizes, and turning capabilities of the aircraft involved.\n\n5.5. Emergency and Priority Handling\n\nIn the case of emergency or priority situations, such as medical diversions, ground control may adjust the sequence of taxiing aircraft to accommodate these special cases and ensure a swift response.\n\n6. Coordination\nGND controller must inform TWR unit if an aircraft is taxiing to a holding point any other holding point that is not at the end of the departure runway.\n"},"training/STUDENT_2.html":{"url":"training/STUDENT_2.html","title":"S2 - Tower Controller","keywords":"","body":"TOWER CONTROLLER (STUDENT 2)\nPosition Overview\nTower is responsible for all take-offs and landings and gives\ninstructions to effect proper sequencing and separation of aircraft for\ndeparture. Tower decides which runways are being used for take-offs and\nlandings depending on wind direction etc. You are also responsible for\naircraft on the ground when they are on the runway or are about to cross\na runway. Landing aircraft are handed over to Ground as soon as they\nleave the runway (or sooner at tower’s discretion) Departing aircraft\nare handed over to the next controller when they leave your airspace.\nOtopeni Tower is responsible for all aircraft and ground vehicles\nmovements on the runways. The main objective of a Tower controller is to\nensure a safe departure and arrival for aircraft and also to get\naircraft on time and to make sure he helps at economy of the airlines.\nLocal authority has allocated two frequencies for Otopeni Tower. The\nmain one is using the callsign LROP_S_TWR and transmitting on the\nfrequency 120.900, and the second one is using the callsign LROP_N_TWR\nand transmitting on the frequency 121.850. For both positions the radio\ncallsign is the same: “Otopeni Tower”. The majority of the time only the\nmain frequency is opened (LROP_S_TWR) which control both runways on\nOtopeni airport. If LROP_N_TWR is online, it controls the north runway\n(08L/26R) and LROP_S_TWR will maintain control of the south runway\n(08R/26L). It is easy to remember the ownership of the positions because\nof callsign designators which are “S” from south and “N” from north.\nWhen you come online as Tower on VATSIM you have to select the active\nrunways from the “Active airport/runway selector dialog” in Euroscope.\nThe selection of active runways is depending by wind conditions\n(aircraft should always arrive and depart with a headwind), by NOTAM and\nalso by the expecting traffic. The preferred runways at LROP are 08L and\n08R which are both equipped with CAT III ILS approach in case of LVP and\nalso ensure a short taxi route for departing aircraft, and a short\napproach for aircraft which comes from west (the majority of them). So\nwhen the wind is calm and also even if there is a light wind favorable\nfor runway 26L/R (till 6-7kt) it is preferred to use runways 08L/R as\nactive. Regarding Euroscope’s tools you only have to select “DEPART”\nstatus in departure list just after you give takeoff clearance to an\naircraft. Also, as tower, you have to connect the Euroscope ATIS.\nYou should not forget about coordination with Approach before takeoff.\nIf the aircraft has already contacted you and you haven't coordinated\nwith the approach controller you must ask the aircraft to hold short of\nthe runway until this coordination has been completed. You cannot line\nup aircraft without coordination because it is possible to receive an\ninstruction from approach which the aircraft is not able to comply with,\nthis will cause the runway to be blocked. The holding point is the line\nbefore entry the runway which ensure the safety distance between\naircraft. You can also say hold short for an aircraft which will mean\nthat the aircraft will be stopped with the nose perpendicular to the\nrunway. Hold short is used only when you have to wait for other aircraft\nto vacate the runway or only when an aircraft with a small wingspan is\non final. Also, you will receive coordination reports from the Approach\ncontroller where you receive the arrival runway for each aircraft and\nthe estimate time that it is from final, this helps you and the Ground\ncontroller to manage the departing traffic efficiently.\nPriority is different from that of a ground controller. As tower,\npriority is given based on the aircraft's economy. The arrival aircraft\nwhich is on final have priority towards the departing aircraft which is\nwaiting at holding point. You have to be very convinced when you give a\ntake-off clearence when an aircraft is on final, because you can’t risk\na go-around for arriving aircraft. How i say before, economy of the\nairlines is the priority and an aircraft which is waiting at holding\npoint for few minutes will not use more fuel than an aircraft which is\ngoing-around and flying pattern to coming again on approach.\nBeside of runways you also have under control the CTR Otopeni which is\nan airspace with a semicircular shape centered on the airport, with\nsemicircular shape north of the airport because on south is bordering\nwith CTR Baneasa. CTR Otopeni covers ground to 2000ft. As tower, you\nhave to control all VFR flights which are flying in within the Otopeni\nCTR, even if they are not departing or arriving at LROP or at any other\nairfields within the CTR, flying a traffic pattern or just simply\ncrossing the Otopeni CTR. Control of aircraft within the CTR is\nprocedural (in real life radar is used only for orientation) and you\nhave to request and provide further information to the aircraft. You\nhave to request the current squawk code of the aircraft if they are\ndeparting from an airfield other than LROP that are within the CTR (also\nfor Otopeni departures if is unknown) or are just entry in CTR from the\noutside. In normal conditions the pilot should give you his squawk code\non initial contact. For an aircraft flying traffic patterns you can\nrequest that they report the leg of the pattern and also any position\nreport (buildings, waypoints, distance from VORs, etc). For aircraft\nwhich are not flying in the pattern you can request at any time entry\nand exit points, followed route within CTR, estimate times for entry or\nleaving the airspace, altitude, direction of leaving the CTR, speed and\nother information which help you to separate the aircraft. You have to\ninform VFR aircraft about the local QNH and weather/runway conditions.\nYou also have to inform IFR traffic and also VFR traffic about any\naircraft from vicinity mentioning the approximate distance in miles and\nclock direction toward other aircraft. Because the top limit of CTR is\n2000ft and the upper airspace is TMA Bucuresti which is a class A\nairspace where VFR flights are not allowed you have to be sure that VFR\naircraft are not flying above 2000ft until the exit below of TMA\nBucuresti or when they are flying in north of TMA where the bottom limit\nof TMA is 4500ft. When an aircraft leave the CTR Otopeni on south you\nhave to transfer him to Baneasa Tower on 120.800 and if the aircraft\nleave the CTR through a other direction you have to transfer them to\nBucharest FIC (Flight Information Center) because they entry in a class\nG uncontrolled airspace. In normal conditions, the pilot should report\nwhen he exits your airspace.\n\nDuties\nWe take a flight from approaching the holding point to handoff to\nApproach and backward.\nWe supose DLH1CF is flying from Bucharest Henri Coanda to Munich:\n\nPilot: Otopeni Tower, good evening,DLH1CF approaching holding\nrunway 08R.\nATC: DLH1CF, good day, Otopeni Tower, hold short runway 08R,\nreport ready for departure.\nPilot: Hold short 08R, will report ready for departure, DLH1CF.\nPilot: DLH1CF is ready for departure.\nATC: DLH1CF, line-up and wait runway 08R.\nPilot: Line-up 08R, DLH1CF.\nATC: DLH1CF, wind is 060 degress with 5 knots, you are cleared for\ntake-off runway 08R, after departure contact Bucharest Approach on\nfreqfency 118.250, good bye.\nPilot: Copied wind conditions, clear for takeoff runway 08R, after\ndeparture contact Bucharest Approach 118.250, good bye.\n\nNote: You can jump straight to takeoff clearance should traffic permit\nthis, and if coordination with approach is complete. The coordination\nwith Approach is mandatory, as if the Approach gives you any instruction\nfor aircraft after departure you have to tell them before aircraft entry\non the runway (heading, initial climb, etc). After takeoff instruction\nyou can tell to the aircraft to report airborne and after his report to\nhandoff him to Approach. If you don’t tell to aircraft to report\nairborne you can handoff him to Approach like in example listed above,\nor after you are sure if he is airborne. When you hold an aircraft at\nholding point because other is on short final you have to tell to the\nholding aircraft the reason for hold and information about the landing\ntraffic like distance for example (Example:”Hold position 08R, traffic\nshort final 08R, 3 miles”). If is an aircraft departing and other\naircraft approaching holding point you can tell to the second aircraft\nto “hold short runway 08R, (departing traffic)”. If the ahead aircraft\nis rolling you can tell to second aircraft \"behind departing traffic,\nline up and wait runway 08R\". When first aircraft is airborne to give\nthe takeoff clearance to the second aircraft you have to wait for the\nseparation. The minimum separation time is 2 minutes between a LIGHT or\nMEDIUM aircraft taking off behind a HEAVY aircraft and a LIGHT aircraft\ntaking off behind a MEDIUM aircraft to avoid wake turbulence. You can\nread more about wake turbulence separation here. Also, you have to\nensure 4 miles interval between aircraft with the same category, 5 miles\ninterval between aircraft with 1 category difference (MEDIUM before\nLIGHT or HEAVY before MEDIUM) and 6 miles interval between aircraft with\n2 category difference (HEAVY before LIGHT). The moment when you have to\ncoordinate with approach position is when an aircraft is approaching\nholding point. You have to tell to approach the callsign of aircraft and\ndeparture runway and procedure (SID name or radar vectors).\nExample:\n\n\"DLH1CF is ready for departure runway 08R, SOKRU1K departure.\"\n\"DLH1CF is ready for departure runway 08R, vectors.\"\n\nWe supose ROT3VR is flying from Barcelona to Bucharest Henri Coanda:\n\nPilot: Otopeni Tower, good evening, ROT3VR on ILS approach runway\n08R.\nATC: ROT3VR, good evening, Otopeni Tower, wind is 050 with 4\nknots, runway 08R clear to land.\nPilot: Clear to land runway 08R, ROT3VR.\n\nNote: The extract above is the ideal one. When an aircraft is on\napproach his landing clearance is influenced by traffic and weather or\nrunway condition. So if the runway is busy for the moment you have to\ntell to aircraft to continue approach \"ROT3VR, continue approach runway\n08R\". You can also tell him the traffic situation: \"You are number\ntwo/three for landing\" / \"Traffic departing\". When runway is clear for\nhim you can clear him to land using the phraseology from above. Also you\ncan give speed restriction to aircraft on approach to ensure time for\nlanding clearance: \"maintain minimum approach speed\" / \"maintain speed\n140 (or less)\". If the aircraft reach 4 miles from the runway and\nlanding clearance is not possible you have to give a go around to the\naircraft. When an aircraft is go around you have to give him \"maintain\nrunway heading and climb to 4000ft\" then to coordinate with approach to\nsee if he has any initial instruction for him and after that handoff the\naircraft to Approach. If you say to an aircraft \"expect late landing\nclearance\" and the wind condition, in case of impossibility of landing\nclearance, go around can be given until 2 miles from runway. When you\ngive landing clearance you can tell the aircraft which taxiway to vacate\non (\"Vacate on D\") and also you can tell him to report when runway is\nvacated.\n\nATC: ROT3VR, contact Otopeni Ground Control on 121.700, good bye!\nPilot: Contact Otopeni Ground on 121.700, ROT3VR, good bye!\n\nNote: The moment of handoff to ground should be when you see visual the\naircraft which vacate the runway or when pilot announces runway vacated.\nIf you have an aircraft on final waiting for his landing clearance and\nan aircraft report runway vacated, you should give landing clearance\nfirst and then handoff the landed aircraft to the ground controller.\n\n\n\nDate\nChanges\n\n\n\n\n13.03.2016\nInitial release\n\n\n\n"},"training/STUDENT_3.html":{"url":"training/STUDENT_3.html","title":"S3 - Approach Controller","keywords":"","body":"APPROACH CONTROLLER (STUDENT 3)\nPosition overview\nAs the name implies, Approach is responsible that aircraft when they\napproach the airport. For arriving aircraft, the hand over point is\nnormally when the aircraft enters the STAR (Standard Instrument Arrival)\nentry point. Approach is responsible that separation is made in a safe\nway. In case the STAR doesn't end at the initial approach fix (final),\nApproach is responsible for vectoring aircraft on to the final with\nproper altitude and speed. Approach may also vector aircraft away from a\nSTAR or SID (Standard Instrument Departure) if this is necessary for\nsafety reasons, or to get a good traffic flow.\nNormally Approach also handles departure's responsibilities, taking care\nof departing aircraft which are handed over to Center Control. Arriving\naircraft are usually handed over to Tower when they have established ILS\n(Instrument Landing System) or when on final for visual approach.\n\nBucharest Approach have under control TMA Bucuresti airspace which is\nclassified as class A airspace where only IFR flights and SVFR are\npermitted. The vertical limits on TMA Bucuresti are 2000ft-FL175 with\nmention that in north of TMA vertical limits are between 4500ft and\nFL175 because of higher elevation and other activities in that area.\nBelow this limits is class G uncontrolled airspace excluding CTRs which\nare under tower control. In airspace you have to control all IFR flights\nwith are departing or arriving at Otopeni and Baneasa and also flights\nwith just cross the airspace at an altitude between 2000ft/4500ft and\nFL175. Your main objective as approach controller is to maintain the\nseparation between aircraft and to ensure them a safe departure, arrival\non crossing of the airspace and then we can talk about efficiency and\neconomy of the airlines. In all TMAs from Romania the horizontal\nseparation is 5nm and vertical separation 1000ft. You have to find the\npotential conflicts from time and to avoid them before is already too\nlate. The transition altitude is 4000ft and the transition level is set\nby ATC but generally is FL050. Also when the local QNH is greater than\n1013 hPa you should avoid to descending aircraft to FL50 because\nvertical separation between an aircraft at FL050 on standard QNH\n(1013hPa) and an aircraft at 4000ft on local QNH is less than 1000ft.\nBucharest Approach uses the Callsign LROP_APP and transmits on\nfrequency 118.250. It's full radio Callsign is “Bucharest Approach”.\nWhen the main frequency is serviceable it will be used alternative\nposition with Callsign LROP_A_APP transmitting on frequency 120.600\nwith the same radio Callsign: “Bucharest Approach”.\nYou have to handoff aircraft to the tower position when aircraft are\nestablishing on ILS or if is on visual approach when they have runway in\nsight. You also have to know that coordination with tower is mandatory.\nYou should coordinate with tower twice for each aircraft. First time\nwhen an aircraft is entry your airspace mentioning the Callsign of\naircraft, arrival runway and if it is possible estimate time until\nfinal. The second coordination should be when aircraft is established on\nILS or for visual when they have runway in sight, so exactly before\nhandoff to tower position, mentioning that aircraft is on final. The\nhandoff to radar position should be done until aircraft leave your\nairspace on horizontal or vertically. You have to know which radar\nposition you should handoff the aircraft. In real life in low traffic\nsituation sectors NERDI, LOMOS and KOMAN are working like one sector\nonly named KONEL which use the frequency of LOMOS 122.025 and sector\nARGES and DINSI are also working like one sectors which use frequency of\nARGES 121.175. So then you have one sector for aircrafts witch leave\nyour airspace to west and other sectors for aircrafts witch leave your\nsector to east. On VATSIM in most of the time is only one radar position\nwhich cover all radar sectors in Romania and that is LOMOS on 122.025.\nYou also can coordinate anytime with a radar position for any aircraft\nusing the voice/text communication but also electronic coordination\nusing tools from Euroscope.\n\nWhen you log in into Bucharest Approach you should coordinate with Tower\nposition (if is online) to know the active runways and also to select\nthem in Euroscope. The main runways which should be use at Otopeni are\n08L and 08R with are equipped with CAT III ILS approach in case of LVO\nand also ensure a short taxi route for departing the aircraft and a\nshort approach for aircraft with comes from west (the most of them). So\nwhen the wind is calm and also even if is light wind favorable for\nrunway 26L/R (till 6-7kt) you have to use runways 08L/R as active. So in\nmost of the time, in normal conditions, when active runways are 08L/R\nthe both runways are used for arrivals and departures. When active\nrunways are 26L/R is recommended to use runway 26R for departures and\nrunway 26L for arrivals. The active runways can be dependent on local\nrestriction which can be found in NOTAM.\nIn most of the time conventional SIDs and STARs are suspended so only\nRNAV procedures in use. If one aircraft is not able for RNAV he will\nreceive vectors. So if active runway is 08 will be used U arrivals/K\ndepartures and if runway 26 is active will be used X/R arrivals/M\ndepartures.\nBecause this is a radar position all your actions should be focused on\ntag of the aircraft. You have to assume aircraft when they are on your\nfrequency and you have control of them. So when you receive the handoff\npop-up for an aircraft you have to assume the tag only after the pilot\ncontacts you. If an aircraft was just handoff to you and he is not\ncrossing your airspace and should be with other controller you have to\nrefuse the tag immediately and if is necessary to tell to the controller\nto which position should handoff the aircraft. In images below you have\nall necessary explanations for ROMATSA tags.\nTAG Information\n\nThe pink tag mean that aircraft is not in your airspace but will be\nsoon.\n\nThis pink tag with white callsign mean that you recive an handoff from\nother contoller.\n\nThe yellow tag mean that aircraft is assumed by you and you have full\ncontrol for him.\n\nThe yellow tag with pink callsign mean that you initiate a handoff to\nnext contoller.\n\nThe grey tag mean that aircraft is not in your airspace and also he\nwill never cross you airspace.\n\nThe grey tag with squawk code instead of callsign mean that the tag in\nuncorelated.\n\nThe grey line without tag mean that tha aircraft have transponder on\nstandby but is recived by a primary radar.\nThis is the ROMATSA tag's structure:\nCALLSIGNCURENT ALTITUDE - VERTICAL SPEED INDICATOR (UP/DOWN) - CLEARED ALTITUDE\n\nHANDOFF POSITION/POSITION WITCH HAVE TAG ASSUMEDSECTOR EXIT ALTITUDE (USED FOR COORDONATION) - ASTERIX - GROUND SPEEDCLEARED HEADING/DIRECT - CLEARED SPEED\n\nNow we describe the operational mode of ROMATSA tags. When you use\nleft-click on CALLSIGN you open the handoff pop-up menu and\nright-click will show you the drawn route for aircraft. Using left-click\non CURENT ALTITUDE or VERTICAL SPEED INDICATOR and CLEARED\nALTITUDE, if appear, you open the cleared altitude menu. Using\nright-click on CURENT ALTITUDE will show you drawn route with\nexpecting altitude and handoff positions. If the next controller\nposition is not correct you can change it using left-click on position\nindicator. If you use left-click on SECTOR EXIT ALTITUDE, you will\nopen COPX altitude menu where you can coordinate level changes with\nother positions. ASTERIX is operable only on right-click and will\nopen a text box where you can put a way point for direct or any remarks.\nIf you use left-click on CLEARED HEADING, you can set assigned\nheading and if you press right-click you can write a way point for\ndirect. Using left-click on CLEARED SPEED you can set assigned speed\nrestriction in IAS and using right-click you will set assigned speed in\nmach.\nBesides using the tag, you also have to work with “Sector exit list” and\n“Sector inbound list”. These are very useful tools in Euroscope for\noperable radar positions. In Sector inbound list you can see aircraft\nwhich will cross your airspace. The aircraft are ordered by estimate\ntime to entry in your airspace. In “Sector inbound list” you can see for\neach aircraft the Callsign, the position which control the aircraft,\nentry point end estimate time and flight level and also the exit way\npoint and estimate time. From that list you can send electronic\ncoordination for entry points and entry flight level. In “Sector exit\nlist” you can see aircraft which are under your control which are\nordered by cleared flight level to see if you have two aircraft or more\nat the same altitude and prevent a conflict easier. In that list you can\nsee for each aircraft the Callsign, the cleared flight level, exit point\nand estimate time, COPX flight level and for aircraft landing in your\nairspace you have to select the runway and star (if necessary) for\narrival.\nDuties\nWe take a flight from airbone to handoff to ACC position and backward.\nWe supose DLH1CF is flying from Bucharest Henri Coanda to Munich:\n\nPilot: Bucharest Approach, good evening, DLH1CF airbone runway\n08R, passing 2500ft.\nATC: DLH1CF, good day, Bucharest Approach, radar identiefied,\ncontinue SOKRU1K departure, climb FL280.\nPilot: SOKRU1K, climb FL280 DLH1CF.\n\nNote: The upper extract is only an example. From initial contact to\nhandoff to Bucharest Radar you can give anytime radar vectors using\nheading or direct to, to change cleared altitude or to give speed\nrestrictions. You have to do this to ensure a quickly crossover of your\nairspace for aircraft, but in the same time to ensure a safety departure\nor arriving avoiding conflicts between aircraft. In next extract you\nhave used phraseology for radar vectors, altitude change and speed\nchange:\n\nDLH1CF, turn left heading 290.\nDLH1CF, proceed direct SOKRU/turn left direct SOKRU/cleared direct\nSOKRU.\nDLH1CF, climb FL360/stop climb at FL070/continue climb FL280.\nDLH1CF, reduce speed 220kt or less/maintain speed 240kt/no speed\nrestrictions/free speed.\n\nIf in a transmission to pilot you have to give more than one of this\naccording to vectors, altitude and speed clearance you have to respect\nthis order: HAS (heading, altitude, speed). Example: DLH1CF, direct to\nSOKRU, climb FL360, no speed restrictions.\nBecause for aircraft this is first contact with a radar position you\nhave to check if squawk is set corrected and if tag is correlated and\nset to right aircraft and after that to say “radar identified”.\nAlso tower will coordinate with you and will tell you he has an aircraft\nwhich will depart from one runway. You have to respond to him and to\nclear the takeoff. If traffic is not permitting this, you tell to tower\ninstructions after departure for departing aircraft or if the traffic is\nnot permitting at all you tell to tower to wait with takeoff clearance.\nYou also have to know transition altitude. For example, transition\naltitude at Otopeni is 4000ft, when you climb and aircraft to 4000ft is\non altitude and he must be on local QNH but if you want to climb him\nabove he will be on level and will set QNH on STD mode. You don't have\nto announce this to them, as they already should know this.\n\nATC: DLH1CF, contact Bucharest Radar 122.025, have a nice flight,\ngood bye!\nPilot: Bucharest Radar on 122.025, good bye, DLH1CF.\n\nNote: You have to handoff the aircraft to Bucharest Radar before\nreaching FL175 and to ensure some time to contact radar until aircraft\nreach FL175. The best moment to handoff the aircraft to radar is when\nthis pass FL150, but this depend by aircraft performance.\nWe supose ROT3VR is flying from Barcelona to Bucharest Henri Coanda:\n\nPilot: Bucharest Approach, good evening,ROT3VR inbound TOSVI\ndecending FL110.\nATC: ROT3VR, good day, Bucharest Approach, radar contact, follow\nTOSVI2U arrival for ILS approach runway 08R, decend FL070.\nPilot: TOSVI2U arrival for ILS 08R, decend FL070.\n\nNote: This is first contact with the aircraft. You have to check if\naircraft is correlated and appear on radar and to confirm that saying\n“radar contact”. Then you have to give the instruction to the aircraft\nin the following order: HAS (heading, altitude, speed) and also the\narrival runway and type of approach. If you give to aircraft a STAR, you\ntell him arrival runway and approach type just after STAR name and then\ncontinue with altitude to descend and speed restriction if is needed. If\nyou give radar vectors to aircraft tell him “radar vectors\nfor...approach type and runway” at the end of instruction HAS.\nExample:\n\nFollow STAR arrival for approach type and runway, descend x,\nmaintain speed x. - for STAR.\nFly heading x, descend x, maintain speed x, radar vectors for\napproach type and runway - for vectors\n\nAlso here you have to coordination with tower: “Tower, ROT3VR entry at\nTOSVI for ILS08R in about ten minutes on final”\n\nATC: ROT3VR, direct OBELA, decend 4000ft, qnh 1028.\nPilot: Direct to OBELA, decend 4000ft, qnh 1028.\n\nNote: From initial contact to handoff to Otopeni Tower you can give\nanytime radar vectors using heading or direct to, to change cleared\naltitude or to give speed restrictions. You have to ensure a quickly\ncrossing of your airspace by aircraft but also to avoid conflicts\nbetween aircraft. If you want to create a quickly route for aircraft\nusing direct to... and if the aircraft is on STAR, you have to direct\nhim to points which are on STAR route only. If aircraft is on vectors\nyou can direct him to any point in your airspace but also you can use\nheadings. In next extract you have used phraseology for radar vectors,\naltitude change and speed change:\n\nROT3VR, turn right heading 110.\nROT3VR, proceed direct OBELA/turn right direct OBELA/cleared direct\nOBELA.\nROT3VR, turn right/left by 5 degrees.\nROT3VR, descend FL060/stop descend at FL080/continue descend 4000ft.\nROT3VR, reduce speed 220kt or less/maintain speed 240kt/no speed\nrestrictions/free speed.\n\nIf airport is closed or is too busy you can put aircraft in holding. The\nbest way for that is to use standard holding points which you can find\non STAR charts. example: DLH1CF, hold over UVALU.\nIf is a standard holding point is not mandatory to say the side of\nholding, but if you give another way point for holding you have to\nmention this. example: DLH1CF hold over TUTIX on left side. You also can\nmention more information for pilot like: altitude for hold, time to\nhold, etc.\nYou also have to know transition level. For example, if transition level\nis FL050, when you descend and aircraft to FL050 is on level but if you\nwant to descend him below you have to say feet and also to give local\nQNH to aircraft. If the local QNH is greater than 1013 you have to avoid\ndescending aircraft to FL050 because between an aircraft at 4000ft (on\nlocal QNH) and an aircraft at FL050(on standard QNH) is less than 1000ft\nand this means that vertical separation is not ensured.\nAlso you have to coordinate with tower and to tell him for each aircraft\nthe type of approach and the runway you give it and also the time until\nhe is on final. Also you can coordinate again with the tower before\nhandoff and to announce him the aircraft is on final and again the\nrunway. In this mode tower and ground control know how to manage their\ntraffic.\nYou can announce pilot which order number they have for landing.\nExample:\n\nROT3VR you are number two for ILS approach 08R / you are number two\nfor landing. That helps you because pilots know how to adjust speed\nto approach and that help to separation between aircraft.\n\nATC: ROT3VR, decend 2500ft, clear for ILS approach runway 08R.\nPilot: 2500ft, clear ILS 08R.\n\n\n\nNote: The most used type of approach at Otopeni is ILS. The altitude to\nintercept ILS is 2500ft but if the traffic needs can be also 3000ft. To\nintercept localizer correctly you have to bring aircraft to FAP (Final\nApproach Point - Ex: OBELA for 08R) at an angle of 30 degrees by runway\naxe. For example, if an aircraft is coming from North-West for ILS\nrunway 08R he has to come to OBELA on heading 110. It is not a problem\nif this component varies a bit.\nIf aircraft request visual approach vectors you have to vector him to\nthe runway on axe of the runway and ask him to report when have runway\nin sight and then to handoff him to tower. Also for ILS approach you can\nask pilot to report localizer establish or full establish on ILS that\nmeans also localizer and glide slope intercepted. After the aircraft is\nestablish on ILS you have to coordinate with tower: “Tower, ROT3VR is\nestablished on ILS 08R”\n\nATC: ROT3VR, contact Otopeni Tower 120.900, good bye!\nPilot: Otopeni Tower 120.900, good bye!\n\nNote: The moment of handoff to tower should be when aircraft is\nestablishing on ILS or if is a visual approach when he has runway in\nsight. As phraseology you can tell to aircraft “radar services\nterminated” because next position is not a radar one, but this is not\nmandatory.\nEfficient Arrival/Departure within TMA\nIn these images you have some efficient tips for efficient arrivals in\nTMA Bucharest for LROP for runway 08 and 26 in use:\n\n\nThese arriving tips can be used after aircraft follow the STAR until\nthe shortcut point.\nFor departure aircrafts, with exception of POLUN1K departure where you\nhave to wait until aircraft reach FL105, you can proceed them direct to\nTMA exit point just after departure.\nThese efficient arrivals and departure will be used only when traffic is\npermitting.\nProcedural Approach\nProcedural approach services are used at airports which because of radar\nequipment availed are not able to provide a safe radar vectors service.\nIn Romania procedural approach serviced are in use at Bacau(LRBC), Baia\nMare(LRBM), Craiova(LRCV), Iasi (LRIA), Oradea(LROD), Sate Mare(LRSM),\nSibiu(LRSB), Suceava(LRSV), Targu Mures(LRTM) and Tulcea(LRTC). At these\nairports all services, from ground to approach, are provided by the\ntower position which used only a frequency. You will receive the\narriving traffic from radar position inbound the CTR entry point and\ndescending to minimum airway altitude specified on the airport charts.\nThen you have to give to the aircraft the arrival approach procedure and\nalso a STAR if is available and to descend him to minimum approach\naltitude. When aircraft is on arrival procedure you can ask him any time\nabout position, altitude, speed and so on, information which can help\nyou separating aircrafts. After the aircraft report on final (ILS\nestablish/runway in sight) you can provide regular tower and ground\nservices. For departing aircraft, ground and tower services are regular\nand after departure you have to climb aircraft to minimum airway\naltitude which aircraft is following after leaving your airspace and to\nlet him to follow the SID. If is not any SID available, you have to give\nhim runway heading after departure and then when he passes over a safe\naltitude you can proceed him direct to the exit waypoint. To know his\naltitude, you have to ask him or to give instruction like “report\npassing 2000ft”. Also when he reports approaching minimum airway\naltitude you can handoff him to the radar position. The problem with\nprocedural approach is because of safety you can't have two\narrival/departing aircrafts at the same time in the airspace. So for\narrival aircrafts the second aircraft will hold at the entry point and\nfor departing aircraft, the takeoff clearance to the second aircraft\nshould be given after first aircraft is handover to radar position. If\nyou have a VFR traffic which cross your airspace when you have a\ndeparting or arriving traffic you have to keep him at an altitude below\nthat IFR aircraft is descending to intercept localizer and also to keep\nrunway axes cleared of the VFR.\nIn the next paragraph you have examples for a procedural approach\narrival or departure from Bacau (LRBC) airport:\nWe supose BMS231 is departing from Bacau to London-Luton:\n\nPilot: Bacau Tower, good day, BMS231 on stand 3 at Bacau request\nIFR clearence to Luton.\nATC: BMS231, good day, Bacau Tower, you are cleared to\nLondon-Luton, via INBID departure, climb initial FL60, sq 5431.\nPilot: Cleared to Luton, INBID vectors departure, climb initial\nFL060, sq5431.\nATC: Readback is corect.\nPilot: BMS231, we are ready for push and start.\nATC: BMS231, you are clear for push and start, qnh 1017.\nPilot: push and start approved, BMS231.\nPilot: Ready for taxi, BMS231.\nATC: BMS231, taxi holding point C, rwy34 via C.\nPilot: Via taxiway C to holding point runway 34.\nATC: BMS231, backtrack runway 34 Pilot: Backtrack 34, BMS231.\nATC: BMS231, wind is 330 with 4kt, you are cleared for takeoff\nrunway 34, mentain runway heading.\nPilot: cleared for takeoff rwy 34, on runway heading, BMS231\nPilot: BMS231, airbone ATC: BMS231, roger, continue on runway\nheading, report passing 3000ft.\nPilot: continue on runway heading, will report 3000ft, BMS231.\nPilot: passing 3000ft, BMS231.\nATC: BMS231, roger, turn left direct INBID, climb FL120, report\npasing FL100.\nPilot: BMS231, direct INBID, climb 120, report 100.\nPilot: BMS231 is pasing FL100.\nATC: BMS231, now contact Bucharest Radar on 127.900, good bye!\nPilot: 127.900, bye!\n\nWe supose BMS234 is arriving at Bacau from Liverpool:\n\nPilot: Bacau Tower, good day, BMS234 decending to FL100\napproaching BUCSA.\nATC: BMS234, good day, Bacau Tower, follow BUCSA4A arrival for ILS\napproach runway 34, decend at 2600ft by qnh 1024, report ILS\nextabilish.\nPilot: BUCSA4A for ILS runway 34, decend 2600ft by qnh1024, will\nreport on ILS, BMS234.\nPilot: BMS234, on ILS runway 34.\nATC: BMS234, wind is 320 with 6kt, you are cleared to land runway\n34, vacate on taxiway C.\nPilot: wind copied, clear to land runway 34, we vacate on C,\nBMS234.\nPilot: BMS234, runway 34 vacated on taxiway C.\nATC: BMS234, roger that, welcome to Bacau, taxi to stand number 3\nvia C.\nPilot: Via C to stand 3, BMS234.\n\n\n\n\nDate\nChanges\n\n\n\n\n13.03.2016\nInitial release\n\n\n\n"},"training/CONTROLLER_1.html":{"url":"training/CONTROLLER_1.html","title":"C1 - Enroute Controller","keywords":"","body":"ENROUTE CONTROLLER (CONTROLLER 1)\nRadar Separation Inside Bucharest ACC Airspace\nGeneral\nThe minimum horizontal separation is 12 km (6 NM).\nIn order to enforce minimum horizontal separation, both aircraft must\nnot leave controlled airspace and the separation will apply to both\naircraft.\nDefinitions\nSeparation is a generic term describing the action taken by air traffic\nservices to maintain a minimum distance between aircraft in order to\nreduce the risk of collision. Separation is applied horizontally, either\nlongitudinally or laterally, and vertically. Vertical separation is\nobtained by asking crews of aircraft to use a standard altimeter (QNH)\nsetting to operate at different flight levels or at different altitudes.\nRequired separation is described as the minimum distance on each axis of\nthe Cartesian system: vertical, longitudinal, and lateral. This is shown\nin the diagram below:\n\nThe Y axis represents longitudinal; the X axis represents lateral and\nthe Z axis represents vertical.\nImportant\n\nTwo aircraft are separated if AT LEAST ONE of these distances is maintained.\nAny two aircraft must fall within one of the separation cases to be properly separated.\n\nIn the case of lateral separation, the minima are declared as a distance\nin nautical miles (NM) and also in terms of angular difference measured\nin degrees. Longitudinal separation is declared in units of time\n(minutes) and also in units of distance (NM, DME distance, RNAV, ADS).\nVertically, the minima are declared in meters and feet or Flight Levels\n(FL).\nDistance between aircraft is measured from the end of the radar plot\nsymbol of the first aircraft and the end of the radar plot of the second\naircraft.\nTrack is the magnetic route of an aircraft.Cruise flight: An aircraft is in cruise flight if it maintains a\nflight level and is on its own navigation.Parallel Offset: Flight on an offset tracking. The reference track\nis considered a respective distance to the right or to the left.Procedural Control (non-radar): Control based exclusively on\nposition reports of crews.Radar Control: Control based on position elements of an aircraft\ndisplayed on a radar screen and where separation is done by maintaining\na specific horizontal distance (longitudinal and/or lateral) between\nradar returns on a screen representing the aircraft positions in the\nairspace.\nAbbreviations\nATCO - Air Traffic Controller OfficerNM - Nautical Miles\nNote\n\nRelative tracks:\nα - the angle between aircraft tracksSS - same route strict - α ≤ 10⁰SA - same route approximate - 10⁰ \n\nMinimum Radar Separation in Area Control\nAircraft flying on the same route, in the same direction, in cruise flight\nThe minimum longitudinal separation between two aircraft flying on\nthe same route, in the same direction, at the same level, in cruise, is\n10 NM when:\n\nThe speed of the aircraft in front is greater or at least equal to\nthe speed of the aircraft behind.\nThe two aircraft are on the same route i.e. angle (α) between tracks\nis between 0° and 20°.\nThe distance between aircraft is measured as in the diagram below:\n\n\n\n\nThe longitudinal separation in cruise flight shall be maintained by\nusing a combination of distance monitoring and speed control. All\nflights shall be checked to ensure that at least 10 NM separation is\nmaintained at all times, using speed control as required to maintain\nthis.\nThe minimum lateral separation between two aircraft flying at the\nsame flight level, in cruise flight, on parallel tracks is 10 NM:\n\nFor two aircraft in cruise flight, on the same track, traveling in the\nsame direction, at the same level, the flying parallel offset should\nbe laterally separated by a minimum of 10 NM:\n\nThis separation may only be used after confirmation from the pilot that\nthe aircraft is properly equipped for parallel offset.\nThe minimum longitudinal separation between two aircraft flying the\nsame route, in the same direction, climbing or descending, at the moment\npassing the occupied flight level, is 10 NM:\n\nAn occupied flight level is one where the Mode C altitude report on\nan aircraft shows it is ±300 feet of the assigned flight level, after 3\nconsecutive radar returns.\nThis separation is only applicable for flights climbing/descending\npassing the flight level occupied by an aircraft maintaining that level.\nThe approval to pass through that level will only be granted after the\naircraft has occupied a level below or above that aircraft (i.e. FL310\nor FL350 in the case above). The ATCO will maintain radar longitudinal\nseparation until the aircraft is properly separated vertically.\nConvergence separation\nThe minimum longitudinal separation of two aircraft flying at the\nsame flight level or in climb/descent at the time passing the occupied\nflight level, on convergent tracks, is 10 NM\n\nThe separation distance is measured relative to the convergence point.\nUsing the diagram above the separation is D2 - D1 (difference between\nthe distances from the convergence point).\nIf longitudinal separation of 10 NM between distances to the convergence\npoint is not established, then the minimum lateral separation of 10\nNM must be established. The lateral distance must be at least 10 NM when\nthe aircraft are already on parallel or convergent tracks.\n\nThe lateral distance is measured between the position of the aircraft in\nfront and the track of the following aircraft (see diagram above).\nDivergent separation\nThe minimum lateral separation of aircraft flying divergent routes,\nafter the aircraft has passed the track intersection point, at the same\nflight level, or in climb/descent at the moment passing the occupied\nflight level, is 5 NM.\nThe distance is measured between the aircraft closer to the divergence\npoint and the track of the other aircraft.\n\nThis separation may only be used after the pilots report maintaining a\nfixed heading.\nThe minimum lateral separation of aircraft flying divergent routes,\nwhen one of the aircraft has passed the tracks intersection point, and\nthe other is flying toward the intersection point, in climb/descent at\nthe time of passing the occupied flight level, is 5 NM.\nThe lateral distance is the distance between the aircraft closest to the\ndivergent point and the track of the other aircraft.\n\nNote\n\nThis separation may only be used after the pilots report maintaining a fixed heading\n\nAircraft on the same route, opposite direction\nFor aircraft flying the same route, at the same flight level or in\nclimb/descent, in opposite directions, before passing the intersection\npoint, non-radar separation is applicable. The non-radar separation for\neach aircraft is 10 minutes from the point of intersection as shown in\nthe diagram below:\n\nAs this separation is not practical in high traffic situations, the ATCO\nhas the duty to seek alternative separation for aircraft looking to\nclimb/descend or provide vectors for a parallel track separation until\nvertical separation is established.\nFor aircraft flying on the same route, in climb/descent, in opposite\ndirections, after it has been observed on the radar screen that the\nplots have passed each other and it is a fact that the plots won't meet\neach other again; the minimum longitudinal separation is 5 NM.\n\nLateral radar separation minima for the time passing occupied flight level\nThe minimum lateral separation for aircraft on the same route, in the\nsame direction, in climb/descent, at the time of passing the occupied\nflight level, is 5 NM. Headings assigned and confirmed by aircraft must\nbe parallel or divergent.\n\nThe minimum lateral separation or aircraft flying on the same route, in\nopposite directions, in climb/descent, at the time of passing the\noccupied flight level, is 5 NM. Headings assigned and confirmed by\naircraft must be parallel or divergent.\n\nVertical separation\nVertical separation with two or more aircraft may be done simultaneously\nin the following cases:\n\nSame route, same direction, if double vertical separation is assured\nand assigns a rate of climb and descent. ATCO must control the\npositions of the aircraft in the vertical plane to respect the\nseparation required.\nSame route, same direction, and the minimum lateral separation of 5\nNM are respected.\nSame route, opposite direction, after passing, if it has been\nobserved on the radar screen that the plots have passed each other\nand it is ensured that the plots will not meet again and the\ndistance between plots is a minimum of 5 NM.\nSame route, opposite direction, and the minimum lateral separation\nof 5 NM are respected.\n\nAircraft in RVSM (Reduced Vertical Separation Minima) airspace are to be\nseparated by a minimum of 1000 feet vertically. Due to the setup of RVSM\nairspace, aircraft flying in the same direction will be separated by a\nminimum of 2000 feet and aircraft flying in opposite directions by a\nminimum of 1000 feet. All aircraft outside of RVSM airspace shall be\nseparated by a minimum of 2000 feet.\nCircle of Intersection\nThe circle of intersection helps to determine if aircraft are on the\nsame route or flying in opposite directions by using the relative tracks\nof the aircraft.\nThe relative track is the difference between tracks of two aircraft and\ndefines the movement of aircraft in the horizontal plane.\n\n\nNote\nSAS = Same route strict \nAAS = Same route approximate \nCA = Sharp convergence \nCN = Normal convergence \nAC = Approximate convergence \nASC = Opposite direction approximate \nSSC = Opposite direction strict\n\nTip\n\nROT 551 is flying on track 350° and BAW 036 is flying on track 300°.\nTherefore, the relative track is: 350° - 300° = 50° [or 300° - 350° = -50°].\nFrom the circle of intersection chart, the two aircraft are normal convergence (CN).\n\n"},"airports/LRAR.html":{"url":"airports/LRAR.html","title":"LRAR","keywords":"","body":"LRAR - Arad Airport\nGeneral\nArad Airport, while being an international one, is not an airport regularly operated by any of the commercial airlines. However, the airport is an important point in air navigation service as it is a provider for control in TMA Arad and soon for the first Virtual Tower in the country.\nFrequencies\n\n\n\nLogin Call sign\nCID\nCall sign\nFrequency\n\n\n\n\nLRAR_TWR\nTAR\nArad Tower\n118.230\n\n\nLRAR_APP\nAPA\nArad Approach\n123.530\n\n\nLRBB_L_CTR\nLOM\nBucharest Radar\n122.030\n\n\n\nArea of Responsibility\nTWR is responsible for air traffic service on runway 09/27 and Arad Control Zone, taxiways and aprons. TWR issues clearances, both IFR and VFR.\nAPP is responsible for air traffic service in TMA ARAD, classified as Class C Airspace, where both IFR and VFR are allowed to fly.\nArea charts\nRunway operations\nThe airport has one runway: 09/27.\n\n\n\nConfig\nRunway Config\nPreferred\n\n\n\n\n1\n27 DEP/09 ARR\nYES\n\n\n2\n09 DEP/ARR\nNO\n\n\n3\n27 DEP/ARR\nNO\n\n\n\n\n\n\nRunways\n09\n27\n\n\n\n\nHeading\n090\n270\n\n\nLength\n2000 m\n2000 m\n\n\n\nClearance\nBoth RNAV and conventional SIDs are available, but RNAV are highly recommended. Non standard departure shall be coordinated with the APP unit.\nTaxi\nDeparting and arrived traffic shall be instructed to follow standard taxi routes.\nArrival Information:\n\nRWY 27: After landing backtrack, report RWY vacated and taxi via TWY A to APRON.\nRWY 09: After landing report RWY vacated and taxi via TWY A to APRON.\n\nDeparture Information:\n\nRWY 27: Taxi via TWY A to holding position runway 27\nRWY 09: Taxi via TWY A, enter, backtrack RWY\n\nStand assignments\n\n\n\nAPRON\nStand\nAircraft\n\n\n\n\nAPRON 2\n1-2\nWingspan \n\n\nAPRON 1\n3-5\nWingspan \n\n\n5\nHelicopter, GA\n\n\n\nLVP\nRunway 27 is equipped with ILS and is approved for CAT II (RVR greater than 350 m) operations. Runway 27 is approved for LVTO.\nTraffic regulation\nCTR Arad is classified as Class C Airspace where both IFR and VFR are allowed to enter.\nCTR Arad lower limit is the ground level and the upper limit is 2500 ft AMSL (by QNH).\nVFR traffic circuits are allowed at min 1100 ft AMSL (by QNH). VFR traffic could be cleared to climb in TMA only by the APP unit. Coordination between TWR and APP units shall coordinate using the VCCS call.\n"},"airports/LRBS.html":{"url":"airports/LRBS.html","title":"LRBS","keywords":"","body":"LRBS - Băneasa Aurel Vlaicu International\nGeneral\nBucharest Băneasa - Aurel Vlaicu is the second airport of the capital\ncity of Bucharest. It is used bu general aviation, business and private\nflights.\nFrequencies\n\n Login Call sign Call sign Frequency\n LRBS_GND Baneasa Ground 129.950\n LRBS_TWR Baneasa Tower 125.205\n LROP_APP Bucharest Approach 119.415\n LROP_F_APP Bucharest Director 127.855\n LRBS_ATIS Baneasa ATIS 126.125\n\nArea of Responsability\nGND is responsible for control of air traffic on the aprons and\ntaxiways, such as start-ups, pushbacks and taxi.\nTWR is responsible for air traffic service on the runways and in Baneasa\nControl Zone for VFR traffic which fly in it. Baneasa CTR is classified\nas Class C airspace, both IFR and VFR are allowed to enter.\nAPP is responsible for air traffic service in TMA Bucharest, classified\nas Class A airspace, where only IFR flights are allowed to enter.\nArea charts\n\n\nATIS\nTWR has the responsability to update and maintain Baneasa ATIS. Also GND\nis allowed to connect ATIS, when TWR is not online.\nRunway operations\nThe airport has one runway: Runway 07/25.\n\n Runways 07 25\n Runway heading 69 249\n Length 10167ft/3099m 10167ft/3099m\n ILSAPP CAT2 CAT1\n VORAPP NO NO\n NDBAPP YES YES\n Prefered config based on LROP c onfiguration\n Deicing on stand / taxi way\n\nTaxi\nOn TWY E are permitted to taxi aircrafts which have wingspan less than\n14 M. On TWY B1 are permitted to taxi aircrafts which have wingspan less\nthan 24 M. On TWY B and TWY C are permitted to taxi aircrafts which have\nwingspan less than 32 M (such as B737/A320 family). TWY A, TWY F and TWY\nD are permitted to taxi aircrafts which have wingspan less than 52 M.\nAir taxing can be performed on TWY D, TWY A, TWY F, TWY S. On TWY B, TWY\nC, TWY H only ground taxing is permitted.\nStand assignments\nIt is generally at the discretion of the ATC.\nAll parking positions are self parking spots.\nLVP\nRunway 07 is equipped with ILS and is approved for CAT II operations\nonly with RVR greater than 350m. Runways 07/25 are approved for LVTO,\nonly with RVR greater than 350m.\nIf available visual aids do not provide sufficient taxi information,\npilots may ask for Follow-me car guidence.\nTraffic regulation\nVFR aircrafts shall request clearance from GND. The maximum cleared\naltitude which a VFR could climb in CTR Baneasa during the traffic\npattern is 1000 ft (AMSL) by QNH.\nTraffic pattern is allowed only in the North side of the airport,\nfollowing the prescribed chart.\n\nTouch & go school and/or training flights are permitted only based on a\nflight plan specifying this procedure.\nSchool and/or training flights are permitted to request clearance for\n\\'IFR Procedures\\' to fly standard ILS or NDB approaches from GND, based\non an IFR Flight Plan filed. The minimum altitude for these is 2500 ft\n(AMSL) by QNH.\nVFR flights crossing the runway direction should be conducted along the\nfollowing VFR routes:\n\nVFR Route 1: ROTBI-KAJNA, MAX ALT 1500 FT\nVFR Route 2: UNUSU-MORAX, MAX ALT 1500 FT\nVFR Route 3 (only for State aircraft and special operations\naircraft - search and rescue, SMURD, SRI, MAI, MAE, IGaV):\nRIRUX-PATWA, MAX ALT 1500 FT\n\n\n"},"airspace/classification.html":{"url":"airspace/classification.html","title":"Classification","keywords":"","body":"ATS AIRSPACE CLASSIFICATION\nThis document is extracted from the original SERA.6001\nProvisions of each class of airspace are described in the following paragraphs:\n1. Class A. IFR flights only are permitted. All flights are provided with air traffic control service and are separated from each other. Continuous air- ground voice communications are required for all flights. All flights shall be subject to ATC clearance.\n\nIn BUCHAREST FIR Airspace Class A comprises:\nTMA BUCURESTI\n\n\nIn CHISINAU FIR there is no airspace designated with Class A.\n\n2. Class B. IFR and VFR flights are permitted. All flights are provided with air traffic control service and are separated from each other. Continuous air- ground voice communications are required for all flights. All flights shall be subject to ATC clearance.\n\nIn BUCURESTI FIR there is no airspace designated with Class B. \nIn CHISINAU FIR there is no airspace designated with Class B.\n\n3. Class C. IFR and VFR flights are permitted. All flights are provided with air traffic control service and IFR flights are separated from other IFR flights and from VFR flights. VFR flights are separated from IFR flights and receive traffic information in respect of other VFR flights and traffic avoidance advice on request. Continuous airground voice communications are required for all flights. For VFR flights a speed limitation of 250 kts indicated airspeed (IAS) applies below 3050 M (10000 FT) AMSL, except where approved by the Romanian CAA for aircraft types, which for technical or safety reasons, cannot maintain this speed. All flights shall be subject to ATC clearance.\n\nIn BUCURESTI FIR Airspace Class C comprises:\nall ATS routes\nall Aerodrome Control Zones (CTR): Arad, Bacau, Baia Mare, Brasov, Baneasa, Otopeni, Cluj, Constanta, Craiova, Iasi, Oradea, Satu Mare, Sibiu, Suceava, Targu Mures, Timisoara, Tulcea\nTMA ARAD, TMA CONSTANTA, TMA NAPOC\nairspace above FL105. \n\n\nIn CHISINAU FIR Airspace Class C comprises:\nall ATS routes;\nall CTRs: Chisinau, Marculesti\nTMA CHISINAU\nairspace above 4000 ft AMSL\n\n\n\n4. Class D. IFR and VFR flights are permitted and all flights are provided with air traffic control service. IFR flights are separated from other IFR flights, receive traffic information in respect of VFR flights and traffic avoidance advice on request. VFR flights receive traffic information in respect of all other flights and traffic avoidance advice on request. Continuous air-ground voice communications are required for all flights and a speed limitation of 250 kts IAS applies to all flights below 3050 M (10000 FT) AMSL, except where approved by the Romanian CAA for aircraft types, which for technical or safety reasons, cannot maintain this speed. All flights shall be subject to ATC clearance.\n\nIn BUCURESTI FIR there is no airspace designated with Class D. \nIn CHISINAU FIR there is no airspace designated with Class D.\n\n5. Class E. IFR and VFR flights are permitted. IFR flights are provided with air traffic control service and are separated from other IFR flights. All flights receive traffic information, as far as is practical. Continuous air-ground voice communications are required for IFR flights. A speed limitation of 250 kts IAS applies to all flights below 3050 M (10000 FT) AMSL, except where approved by the Romanian CAA for aircraft types, which for technical or safety reasons cannot maintain this speed. All IFR flights shall be subject to ATC clearance. Class E shall not be used for control zones.\n\nIn BUCURESTI FIR there is no airspace designated with Class E. \nIn CHISINAU FIR there is no airspace designated with Class E.\n\n6. Class F. IFR and VFR flights are permitted. All participating IFR flights receive an air traffic advisory service and all flights receive flight information service if requested. Continuous air-ground voice communications are required for IFR flights participating in the advisory service and all IFR flights shall be capable of establishing air ground voice communications. A speed limitation of 250 kts IAS applies to all flights below 3050 M (10000 FT) AMSL, except where approved by the Romanian CAA for aircraft types, which for technical or safety reasons cannot maintain this speed. ATC clearance is not required.\n\nIn BUCURESTI FIR there is no airspace designated with Class F. \nIn CHISINAU FIR there is no airspace designated with Class F.\n\n7. Class G. IFR and VFR flights are permitted and receive flight information service if requested. All IFR flights shall be capable of establishing air- ground voice communications. A speed limitation of 250 kts IAS applies to all flights below 3050 M (10000 FT) AMSL, except where approved by the Romanian CAA for aircraft types, which for technical or safety reasons cannot maintain this speed. ATC clearance is not required. \n\nIn BUCURESTI FIR Airspace Class G comprises:\nairspace outside ATS routes\nairspace not designated with another class (A, C) or as Restricted Areas\n\n\nIn CHISINAU FIR Airspace Class G comprises:\nairspace below 4000 ft AMSL, where is not designated as Class C\n\n\n\nThe next image shows the airspace classification within BUCURESTI FIR:\n\nThe next image shows the airspace classification within CHISINAU FIR:\n\n"},"airspace/semicircular-rule.html":{"url":"airspace/semicircular-rule.html","title":"Semicircular Rule","keywords":"","body":"SEMICIRCULAR RULE\nAt the ICAO level, aircraft in flight are obliged to maintain an EVEN or ODD flight level, depending on the flight direction. In most EUROCONTROL member states, such as Romania and Moldova, the rule is West-EVEN, East-ODD. Exceptions to this rule are the countries where the differentiation is made in the North-South direction (such as Italy, Spain, etc.) and the coordination between ATS Units, but non-standard.\nThe following diagram shows the standard levels depending on the direction of flight in LRBB FIR and LUUU FIR for IFR flights, according to ICAO.\n\nThe following diagram shows the standard levels depending on the direction of flight in LRBB FIR and LUUU FIR for VFR flights, according to ICAO.\n\n"},"loa/acc-apa.html":{"url":"loa/acc-apa.html","title":"FLAS ACC - Arad","keywords":"","body":"FLAS ACC Bucuresti - APP ARAD\n\n"},"loa/acc-apb.html":{"url":"loa/acc-apb.html","title":"FLAS ACC - Bucuresti","keywords":"","body":"FLAS ACC Bucuresti - APP BUCURESTI - TMA BUCURESTI\n\n"},"loa/acc-apc.html":{"url":"loa/acc-apc.html","title":"FLAS ACC - Constanta","keywords":"","body":"FLAS ACC Bucuresti - ACC CONSTANTA\n\n"},"loa/acc-apn.html":{"url":"loa/acc-apn.html","title":"FLAS ACC - NAPOC","keywords":"","body":"FLAS ACC Bucuresti - APP BUCURESTI - TMA NAPOC\n\n"},"loa/acc-tbc.html":{"url":"loa/acc-tbc.html","title":"FLAS ACC - Bacau","keywords":"","body":"FLAS ACC Bucuresti - Bacau Tower\n\n"},"loa/acc-tia.html":{"url":"loa/acc-tia.html","title":"FLAS ACC - Iasi","keywords":"","body":"FLAS ACC Bucuresti - Iasi Tower\n\n"},"loa/acc-tsv.html":{"url":"loa/acc-tsv.html","title":"FLAS ACC - Suceava","keywords":"","body":"FLAS ACC Bucuresti - Suceava Tower\n\n"},"phraseology/ground.html":{"url":"phraseology/ground.html","title":"Ground","keywords":"","body":"Standard Phraseology for Ground/Delivery positions\nIFR Clearance\n\n\n\nEnglish\nRomanian\n\n\n\n\nCALLSIGN cleared to your destination, via SID departure, runway RWY, climb FL xxx, squawk xxxx.\nCALLSIGN autorizez zborul către DEST, via SID (plecare), pista în serviciu RWY, urcați la nivelul de zbor xxx, afisați cod A xxxx.\n\n\nCALLSIGN cleared to your destination, runway RWY, after departure follow SID, climb FL xxx, squawk xxxx.\n\n\n\nConstraint: when a RNAV route cannot be issued\n\n\n\nEnglish\nRomanian\n\n\n\n\nCALLSIGN clear to your destination, runway for departure RWY, when airborne maintain runway heading, expect radar vectors for departure, climb to FL xxx, squawk xxxx.\nCALLSIGN autorizez zborul către DEST, pista în serviciu RWY, după decolare mențineți capul pistei, asteptați vectori pentru plecare, urcați la nivelul de zbor xxx, afisați cod A xxxx.\n\n\n\nVFR Clearance\nTraffic pattern\n\n\n\nEnglish\nRomanian\n\n\n\n\nCALLSIGN cleared VFR traffic patterns, runway RWY, left/right hand side, climb to xxxx ft by QNH xxxx, squawk xxxx\nCALLSIGN autorizez zbor în tur de pistă, pista in serviciu RWY, mâna stângă/dreaptă, urcați la xxxx de picioare după QNH xxxx, afisați cod A xxxx.\n\n\n\nVFR flight within CTR\n\n\n\nEnglish\nRomanian\n\n\n\n\nCALLSIGN cleared VFR flight to DEST, runway RWY, climb to xxxx ft by QNH xxxx, squawk xxxx.\nCALLSIGN autorizez zbor către DEST, pista RWY, urcați la xxxx picioare după QNH xxxx, afisați cod A xxxx.\n\n\n\nVFR flight with exit\n\n\n\nEnglish\nRomanian\n\n\n\n\nCALLSIGN cleared VFR to destination DEST, runway RWY, leave control zone via WPY, climb to xxxx ft by QNH xxxx, squawk xxxx.\nCALLSIGN autorizez zbor VFR către DEST, pista în serviciu RWY, ieșiți din zona de control via WPY, urcați la xxxx ft după QNH xxxx, afisați cod A xxxx.\n\n\n\nVarious procedures\nProcedures for push-back and start-up\n\n\n\nEnglish\nRomanian\n\n\n\n\nCALLSIGN cleared for push and start, (facing ...), QNH xxxx.\nCALLSIGN autorizez împingerea inapoi și pornirea motoarelor, (fața către...), QNH xxxx.\n\n\nCALLSIGN push-back start-up is approved, (facing ...), QNH xxxx.\n\n\n\nObservation: sometimes when exiting the parking position the pilot can be reminded the active runway and the time check; the facing direction can be omitted.\nProcedures for start-up in the parking position\n\n\n\nEnglish\nRomanian\n\n\n\n\nCALLSIGN start-up approved, QNH xxxx.\nCALLSIGN autorizez pornirea motoarelor, QNH xxxx.\n\n\n\nObservation: Pilots can ask for outside temperature.\nTaxi clearance (to runway)\n\n\n\nEnglish\nRomanian\n\n\n\n\nCALLSIGN taxi to holding point runway RWY via ...\nCALLSIGN rulați către poziția de așteptare pista RWY via ...\n\n\n\nObservation: The main rule: DESTINATION, followed by the ROUTE.\nTaxi clearance (to stand)\n\n\n\nEnglish\nRomanian\n\n\n\n\nCALLSIGN taxi to parking stand / parking position / stand STAND_NO via ...\nCALLSIGN rulați către poziția de parcare STAND_NO via ...\n\n\n\nObservation: The main rule: DESTINATION, followed by the ROUTE.\n"},"phraseology/tower.html":{"url":"phraseology/tower.html","title":"Tower","keywords":"","body":"Standard Phraseology for Tower positions\nRunway operations\nTake-off\n\n\n\nEnglish\nRomanian\n\n\n\n\nCALLSIGN wind xxx/xx knots, runway RWY, cleared for take-off.\nCALLSIGN vânt xxx/xx noduri, pista RWY, autorizez decolarea.\n\n\n\nLanding\n\n\n\nEnglish\nRomanian\n\n\n\n\nCALLSIGN wind xxx/xx knots, runway RWY, cleared to land.\nCALLSIGN vânt xxx/xx noduri, pista RWY, autorizez aterizarea.\n\n\n\nFlights in Control Zone\nEnter controlled airspace\n\n\n\nEnglish\nRomanian\n\n\n\n\nCALLSIGN, clear to enter controlled airspace via WPY, maintain ALT feet by QNH xxxx, (+ other info).\nCALLSIGN, autorizez intrarea în spațiu aerian controlat via WPY, menținenți ALT picioare după QNH xxxx (+ și alte informații).\n\n\n\nObservation: Other information relates to the runway in service of the main airport in the area or of other aircraft flying in the area.\nExit controlled airspace\n\n\n\nEnglish\nRomanian\n\n\n\n\nCALLSIGN, clear to exit controlled airspace, respect VFR traffic rules, assume own separation, contact FIC ...\nCALLSIGN, autorizez ieșirea din spațiu aerian controlat, mențineți regulile zborului la vedere, navigația proprie și contacți Cetrul de Informare al Zborului pe ...\n\n\n\nTraffic pattern\nTheoretical notions\n\nupwind: after departure on runway heading\ncrosswind: first left/right 90 degrees turn\ndownwind: parallel heading with runway heading, but opposite direction\nbase: the third turn, perpendicular to the final track of the runway\nfinal: the last leg on traffic pattern, while the pilot has the runway at 12 o'clock, before landing\n\nIn Romanian, these turns are named after the intersection that is formed between each two turns, as follows:\n\nvirajul 1 (între upwind și crosswind)\nvirajul 2 (între crosswind și downwind)\nvirajul 3 (între downwind și base) // bază\nvirajul 4 (între base și final) // finală\n\nPhraseology\n\n\n\nEnglish\nRomanian\n\n\n\n\nCALLSIGN clear left/right crosswind runway RWY, report ready for downwind.\nCALLSIGN autorizez virajul 1 pe stânga/dreapta pista RWY, raportați gata pentru virajul 2.\n\n\n\nObservation: TWR may authorize each turn, but may authorize first two turns at once:\n\n\n\nEnglish\nRomanian\n\n\n\n\nCALLSIGN clear left downwind runway RWY, report intention.\nCALLSIGN autorizez virajul 2 pista RWY, raportați intenții.\n\n\n\nObservation: Intention reporting is asked before the base turn.\nObservation: Base and final turn clearances are mandatory.\n\n\n\nEnglish\nRomanian\n\n\n\n\nCALLSIGN clear base and final runway RWY, report on final.\nCALLSIGN autorizez baza și finala pista RWY, raportați pe finală.\n\n\n\nWith the intention for landing\nObservation: The initial approach to the runway for landing is made at an angle of 45 degrees on the direction of second turn (downwind).\n\n\n\nEnglish\nRomanian\n\n\n\n\nCALLSIGN join left/right downwind for runway RWY, expect base turn.\nCALLSIGN aprob intrarea în virajul 2, pe partea stângă/dreaptă, pista RWY, așteptați baza.\n\n\n\nLanding types\n\n\n\nEnglish\nRomanian\n\n\n\n\nfull stop landing\naterizare (cu oprire)\n\n\ntouch and go\naterizare cu decolare în continuare\n\n\ntouch stop and go\naterizare cu oprire și decolare în continuare\n\n\nlow pass\ntrecere joasă\n\n\n\n"},"phraseology/approach.html":{"url":"phraseology/approach.html","title":"Approach","keywords":"","body":"Standard Phraseology for Approach positions\nDeparture instructions\n\n\n\nEnglish\nRomanian\n\n\n\n\n[AFTER DEPARTURE] TURN RIGHT (or LEFT) HEADING (three digits) (or CONTINUE RUNWAY HEADING) (or TRACK EXTENDED CENTRE LINE) TO (level or significant point)[(other instructions as required)]\nDUPĂ PLECARE] TURN RIGHT (SAU LEFT) CAP (trei cifre)(sau CONTINUAŢI PE CAP-UL PISTEI (sau DRUMUL PRELUNGIT AL AXULUI ) CĂTRE (nivel sau punct semnificativ)[(alte instrucţiuni după cum este necesar)]\n\n\nAFTER REACHING (or PASSING) (level or significant point) (instruction)\nDUPĂ ATINGEREA (sau TRAVERSAREA) (nivel sau punct semnificativ)(instrucţiuni)\n\n\nTURN RIGHT (or LEFT) HEADING (three digits) TO (level) [TO INTERCEPT (track, route, airway, etc.)]\nVIRAŢI DREAPTA (sau STÂNGA) CAP (trei cifre) CĂTRE (nivel) [PENTRU A INTERCEPTA (traiect, rută, cale aeriană, etc.)]\n\n\n(standard departure name and number) DEPARTURE\n(nume şi număr procedură standard de plecare) PLECARE\n\n\nTRACK (three digits) DEGREES [MAGNETIC (or TRUE)] TO (or FROM) (significant point) UNTIL (time, or REACHING (fix or significant point or level)) [BEFORE PROCEEDING ON COURSE]\nDRUM (trei cifre) GRADE [MAGNETIC (sau ADEVĂRAT)] CĂTRE (sau DE LA) (punct semnificativ) PÂNĂ LA (ora, sau ATINGÂND (punct fix sau semnificativ sau nivel)) [ÎNAINTE DE A PROCEDA PE CURS\n\n\nCLEARED (designation) DEPARTURE\nAUTORIZAT (identificator) pentru PLECARE\n\n\nCLEARED DIRECT (waypoint), CLIMB TO (level), EXPECT TO REJOIN SID [(sid designator)] [AT (waypoint)] then REJOIN SID [(SID designator)] [AT (waypoint)]\nAUTORIZAT DIRECT (punct de drum), URCARE LA (nivel), AȘTEPTAȚI REVENIREA LA SID [(identificator SID)] [La (punctul de drum)] apoi REVENIȚI LA SID [(identificator SID)] [LA (punctul de drum)]\n\n\nCLEARED DIRECT (waypoint),CLIMB TO (level) then REJOIN SID (SID designator) AT (waypoint)\nAUTORIZAT DIRECT(punctul de drum), URCAȚI LA (nivel) apoi REVENIȚI LA SID (identificatorul sid) LA(punctul de drum)\n\n\n\nArrival instructions\n\n\n\nEnglish\nRomanian\n\n\n\n\nCLEARED (or PROCEED) VIA (designation)\nAUTORIZAT (identificator) PENTRU SOSIRE\n\n\nCLEARED TO (clearance limit) (designation)\nAUTORIZAT CĂTRE (limita autorizării) (identificator)\n\n\nCLEARED (or PROCEED) (details of route to be followed)\nAUTORIZAT (sau PROCEDAŢI) (detalii ale rutei de urmat)\n\n\nCLEARED DIRECT (waypoint), DESCEND TO (level), EXPECT TO REJOIN STAR [(star designator)] AT (waypoint) then REJOIN STAR [(star designator)] [AT (waypoint)]\nAUTORIZAT DIRECT (punct de drum), COBORÂȚI LA (nivel), AȘTEPTAȚI SĂ REVINIȚI LA STAR [(identificator STAR)] [LA (punct de drum)] apoi REVENIȚI LA STAR [(identificator STAR)] [LA (punct de drum)]\n\n\nCLEARED DIRECT (waypoint), DESCEND TO (level) then REJOIN STAR (STAR designator) AT (waypoint)\nAUTORIZAT DIRECT (punct de drum), COBORÂȚI LA (nivel) apoi REVENIȚI LA STAR [(identificator STAR)] [LA (punct de drum)]\n\n\nCLEARED (type of approach) APPROACH [RUNWAY (number)]\nAUTORIZAT (tipul apropierii) APROPIERE [PISTA (număr)]\n\n\nCLEARED (type of approach) RUNWAY (number) FOLLOWED BY CIRCLING TO RUNWAY (number)\nAUTORIZAT (tipul apropierii) PISTA (număr) URMATĂ DE MANEVRE LA VEDERE PENTRU PISTA(număr)\n\n\nCLEARED APPROACH [RUNWAY (number)]\nAUTORIZAT APROPIERE [PISTA (număr)]\n\n\nCOMMENCE APPROACH AT (time)\nÎNCEPEŢI APROPIEREA LA (ora)\n\n\nCLEARED STRAIGHT-IN [(type of approach)] APPROACH [RUNWAY (number)]\nAUTORIZAT APROPIERE (tipul apropierii) DIRECTĂ [PISTA (număr)]\n\n\nREPORT VISUAL\nRAPORTAŢI VIZUAL\n\n\nREPORT RUNWAY [LIGHTS] IN SIGHT\nRAPORTAŢI PISTA [LUMINILE DE APROPIERE] LA VEDERE\n\n\nCLEARED VISUAL APPROACH RUNWAY (number)\nAUTORIZAT APROPIERE LA VEDERE PISTA (număr)\n\n\nADVISE ABLE TO ACCEPT VISUAL APPROCH RUNWAY (number)\nANUNŢAŢI DACĂ PUTEŢI ACCEPTĂ APROPIERE LA VEDERE PISTA (număr)\n\n\nCLEARED VISUAL APPROCH RUNWAY (number), MAINTAIN OWN SEPARATION FROM PRECEDING(aircraft type and wake turbulance category as appropriate)[CAUTION WAKE TURBULENCE]\nAUTORIZAT APROPIERE LA VEDERE PISTA (număr), MENŢINEŢI SINGUR EŞALONAREA CU AERONAVA DIN FAŢĂ (tipul aeronavei şi categoria turbulenţei de siaj dacă este cazul) [ ATENŢIE TURBULENŢĂ DE SIAJ ]\n\n\nREPORT (significant point); [OUTBOUND, or INBOUND]\nRAPORTAŢI (punct semnificativ); [ÎNDEPĂRTARE, CĂTRE]\n\n\nREPORT COMMENCING PROCEDURE TURN\nRAPORTAŢI ÎNCEPEREA PROCEDURII DE VIRAJ\n\n\nMAINTAIN OWN SEPARATION\nMENŢINEŢI EŞALONAREA SINGUR\n\n\nMAINTAIN VMC\nMENŢINEŢI VMC\n\n\nARE YOU FAMILIAR WITH (name) APPROACH PROCEDURE\nSUNTEŢI FAMILIARIZAT CU PROCEDURA DE APROPIERE (nume)\n\n\nCLEARED (MLS/RNAV plain-language designator)\nAUTORIZAT (MLS/RNAV identificator în limbaj liber)\n\n\n\nAir holding clearances\n\n\n\nEnglish\nRomanian\n\n\n\n\nHOLD VISUAL [OVER] (position), (or BETWEEN (two prominent landmarks)\nAŞTEPTARE VIZUALĂ [LA VERTICALA] (poziţia), (sau ÎNTRE)(două marcaje semnificative pe sol)\n\n\nCLEARED (or PROCEED) TO (significant point, name of facility or fix) [MAINTAIN (or CLIMB or DESCEND TO) (level)] HOLD [(direction)] AS PUBLISHED EXPECT APPROACH CLEARANCE (or FURTHER CLEARANCE) AT (time)\nAUTORIZAT (sau PROCEDAŢI) CĂTRE (punct semnificativ, nume facilitate sau punct fix) [MENŢINEŢI (sau URCAŢI sau COBORÂŢI LA)(nivel)] ASTEPTAŢI [(direcţie)] AŞA CUM ESTE PUBLICAT AŞTEPTAŢI-VĂ LA AUTORIZAREA DE APROPIERE (sau AUTORIZARE VIITOARE) LA (ora)\n\n\nCLEARED TO THE (three digits) RADIAL OF THE (name) VOR AT (distance) DME FIX [MAINTAIN (or CLIMB or DESCEND TO) (level)] HOLD [(direction)] [RIGHT (or LEFT) HAND PATTERN] [OUTBOUND TIME (number) MINUTES] EXPECT APPROACH CLEARANCE (or FURTHER CLEARANCE) AT (time) (additional instructions, if necessary)\nAUTORIZAT PE (trei cifre) RADIAL AL (nume) VOR la (distanţa) DME FIX [ MENŢINEŢI (sau URCAŢI sau COBORÂŢI LA) (nivel)] AŞTEPTAŢI [(direcţie)][VIRAJ DREAPTA (sau STÂNGA) TIMP DE ÎNDEPĂRTARE (număr) MINUTE] ASTEPTAŢI AUTORIZAREA DE APROPIERE (sau AUTORIZARE VIITOARE) LA (ora)(instrucţiuni suplimentare, dacă este necesar)\n\n\nCLEARED TO THE (three digits) RADIAL OF THE (name) VOR AT (distance) DME FIX [MAINTAIN (or CLIMB or DESCEND TO) (level)] HOLD BETWEEN (distance) AND (distance) DME [RIGHT (or LEFT) HAND PATTERN] EXPECT APPROACH CLEARANCE (or FURTHER CLEARANCE) AT (time) (additional instructions, if necessary)\nAUTORIZAT PE (trei cifre) RADIAL AL (nume) VOR la (distanţa) DME FIX [MENŢINEŢI (sau URCAŢI sau COBORÂŢI LA) (nivel)] AŞTEPTAŢI ÎNTRE (distanţa) ŞI (distanţa) DME [VIRAJ DREAPTA (sau STÂNGA) TIMP DE ÎNDEPĂRTARE (număr) MINUTE] AŞTEPTAŢI AUTORIZAREA DE APROPIERE (sau AUTORIZARE VIITOARE) LA (ora)(instrucţiuni suplimentare, dacă este necesar)\n\n\n\nEstimated time of approach\n\n\n\nEnglish\nRomanian\n\n\n\n\nNO DELAY EXPECTED\nNU SE PREVEDE ÎNTÂRZIERE\n\n\nEXPECTED APPROACH TIME (time)\nORA PREVĂZUTĂ DE APROPIERE (ora)\n\n\nREVISED EXPECTED APPROACH TIME (time)\nORA PREVĂZUTĂ DE APROPIERE REVIZUITĂ (ora)\n\n\nDELAY NOT DETERMINED (reason)\nÎNTÂRZIERE NEDETERMINATĂ (motive)\n\n\n\nATC unable to issue a RNAV-route due equipment\n\n\n\nEnglish\nRomanian\n\n\n\n\nUNABLE TO ISSUE (designator) DEPARTURE [or ARRIVAL] DUE RNAV TYPE\nNU POT SĂ AUTORIZEZ (identificator) PLECARE [sau SOSIRE] DATORITĂ TIPULUI RNAV\n\n\n\nConfirmation if a RNAV-route may be flown by the pilot\n\n\n\nEnglish\nRomanian\n\n\n\n\nADVISE IF ABLE (designator) DEPARTURE [or ARRIVAL]\nANUNŢAŢI DACĂ PUTEŢI (identificator) PLECARE [sau SOSIRE]\n\n\n\n"},"phraseology/miscellaneous.html":{"url":"phraseology/miscellaneous.html","title":"Special conditions","keywords":"","body":"Standard Phraseology in special conditions\nHow to call a station?\n\n\n\nEnglish\n\n\n\n\nCALLSIGN UNIT_NAME ?\n\n\n\nObservation: Call the station name, then put your current station name using interrogative intonation.\nTransfer of Communication\n\n\n\nEnglish\nRomanian\n\n\n\n\nCALLSIGN contact UNIT_NAME (on) xxx.xxx.\nCALLSIGN chemați / comutați cu / schimbați cu UNIT_NAME (pe) xxx.xxx.\n\n\n\nObservation: In general, UNIT_NAME is not translated in Romanian.\nUsual Words\n\nROGER -> used to confirm an instruction which have a less importance or to confirm the reception i.e.: After a pilot reports they are back after they were out of the cockpit for a few minutes.\n\nObservation: ROGER is not translated in Romanian.\n\n\n\nEnglish\nRomanian\n\n\n\n\nWILCO\nAȘA VOM FACE\n-> used to confirm that an instruction will be followed i.e.: Call a pilot and say to contact you back when is ready for taxi. The pilot will reply using WILCO.\n\n\nCONFIRM\nCONFIRMAȚI\n-> used to confirm\n\n\nAFFIRM\nAFIRMATIV\n-> YES/DA\n\n\nNEGATIVE\nNEGATIV\n-> NO/NU\n\n\nRECLEARED\nREAUTORIZAT\n-> used to reclear or to modify a clearance\n\n\nREAD-BACK CORRECT\n(ACESTA ESTE) CORECT\n-> used to confirm that the readback was correct\n\n\n\nChange of radio call sign\nObservation: The Flight Plan callsign will not be modified. The radio callsign will be an alias of the Flight Plan callsign and it is going to be used only on current frequency.\n\n\n\nEnglish\nRomanian\n\n\n\n\nCALLSIGN change your call sign to NEW_CALLSIGN (until further advised).\nCALLSIGN schimbați-vă indicativul în NEW_CALLSIGN (pâna la noua dispoziție).\n\n\n\nRevert to Flight Plan call sign\n\n\n\nEnglish\nRomanian\n\n\n\n\nNEW_CALLSIGN revert to Flight Plan call sign (CALLSIGN).\nNEW_CALLSIGN reveniți la indicativul din planul de zbor (CALLSIGN).\n\n\n\nDescription of \"level\"\n\n\n\nEnglish\nRomanian\n\n\n\n\nFLIGHT LEVEL xxx\nNIVELUL DE ZBOR xxx\n\n\nMETERS\nMETRI\n\n\nFEET\nPICIOARE\n\n\n\nChanges of level\n\n\n\nEnglish\nRomanian\n\n\n\n\nCLIMB\nURCAȚI\n\n\nDESCEND\nCOBORÂȚI\n\n\n\nInstruction for a climb or descend\n\n\n\nEnglish\nRomanian\n\n\n\n\nTO (level)\nLA (nivel)\n\n\nTO AND MAINTAIN BLOCK (level) TO (level)\nLA ȘI MENȚINEȚI BLOCAL (nivelul) LA (nivelul)\n\n\nTO REACH (level)\nSĂ ATINGEȚI (nivelul)\n\n\nREPORT LEAVING / REACHING / PASSIGN\nRAPORTAȚI PĂRĂSIREA / ATINGEREA / TRAVERSAREA\n\n\nAT (number) METRES PER SECOND / FEET PER MINTE GREATER / LESS\nCU (număr) METRI/SECUNDĂ / PICIOARE/MINUT MINIMUM / MAXIMUM\n\n\nSTOP CLIMB / DESCEND AT (level)\nOPRIȚI URCAREA / COBORÂREA LA (nivelul)\n\n\nCONTINUE CLIMB / DESCEND TO (level)\nCONTINUAȚI URCAREA / COBORÂREA LA (nivelul)\n\n\nEXPEDIATE CLIMB / DESCEND TO (level)\nGRĂBIȚI URCAREA / COBORÂREA LA (nivelul)\n\n\nWHEN READY CLIMB / DESCEND TO (level)\nCÂND SUNTEȚI GATA URCAȚI / COBORÂȚI LA (nivelul)\n\n\nEXPECT CLIMB / DESCEND AT ...\nASTEPTAȚI URCAREA / COBORÂREA LA ...\n\n\n\nTo request an action at a moment or position\n\n\n\nEnglish\nRomanian\n\n\n\n\nIMMEDIATELY\nIMEDIAT\n\n\nAFTER PASSING (point)\nDUPĂ TRAVERSAREA (punct)\n\n\nAT (time or point)\nLA (ora sau punctul)\n\n\n\nTo request an action when ready\n\n\n\nEnglish\nRomanian\n\n\n\n\nWHEN READY (instruction)\nCÂND SUNTEȚI GATA (instrucțiune)\n\n\n\nTo request own separation\n\n\n\nEnglish\nRomanian\n\n\n\n\nMAINTAIN OWN SEPARATION AND VMC (FROM (level) TO (level))\nMENȚINEȚI SINGUR EȘALONAREA VMC (DE LA (nivelul) LA (nivelul))\n\n\n\nWhen there is a reason that the aircraft is not able\n\n\n\nEnglish\nRomanian\n\n\n\n\nIF UNABLE (alternative instruction) AND ADVISE\nDACĂ NU ESTE PPOSIBIL (instrucțiuni alternative) ȘI ANUNȚAȚI\n\n\n\nClearance for a climb or descend on a prescribed RNAV-route\n\n\n\nEnglish\nRomanian\n\n\n\n\nCLIMB VIA SID\nURCAȚI VIA SID\n\n\nDESCEND VIA STAR\nCOBORÂȚI VIA STAR\n\n\n\nCancel level restriction\n\n\n\nEnglish\nRomanian\n\n\n\n\nCANCEL LEVEL RESTRICTION\nANULARE RESTRICȚII DE NIVEL\n\n\n\nCancel speed restriction\n\n\n\nEnglish\nRomanian\n\n\n\n\nCANCEL SPEED RESTRICTION\nANULARE RESTRICȚII DE VITEZĂ\n\n\n\nTransfer of control and Transfer of communication\n\n\n\nEnglish\nRomanian\n\n\n\n\nCONTACT (unit callsign) (frequency)\nCHEMAȚI (indicativ unitate) (frecvența)\n\n\nSTAND BY FOR (unit callsign) (frequency)\nAȘTEPTAȚI PENTRU (indicativ unit) (frecvența)\n\n\nFREQUENCY CHANGE APPROVED\nSCHIMBAREA DE FRECVENȚĂ APROBATĂ\n\n\nMONITOR (unit callsign) (frequency)\nASCULTAȚI (indicativ unitate) (frecvența)\n\n\n\nObservation: An aircraft may be required to comply with a “STAND BY” instruction on a frequency when the ATS unit intends to initiate immediate communications and to “MONITOR” a frequency when the information is issued.\n\n\n\nEnglish\nRomanian\n\n\n\n\nWHEN READY CONTACT (unit callsign) (frequency)\nCÂND SUNTEȚI GATA CHEMAȚI (indicativ unitate) (frecvența)\n\n\nREMAIN THIS FREQUENCY\nRĂMÂNEȚI PE ACEASTĂ FRECVENȚĂ\n\n\n\nTraffic information\n\n\n\nEnglish\nRomanian\n\n\n\n\nTRAFFIC (information)\nTRAFIC (informare)\n\n\n\nMeteorological conditions\n\n\n\nEnglish\nRomanian\n\n\n\n\n(SURFACE) WIND (number) DEGREES (speed) (units)\nVÂNT (număr) GRADE (velocitate) (unitate)\n\n\n\nObservation: Wind is always expressed by giving the mean direction and speed and any significant variations thereof.\n\n\n\nEnglish\nRomanian\n\n\n\n\nVISIBILITY (distance)(units)\nVIZIBILITATE (distanță)(unitate)\n\n\nRUNWAY VISUAL RANGE / RVR RUNWAY (number) (distance)(units)\nVIZIBILITATE ÎN LUNGUL PISTEI (număr)(distață)(unitate)\n\n\nCAVOK\n\n\n\nObservation: Read CAVOK as CAV-O-KAY\n\n\n\nEnglish\nRomanian\n\n\n\n\nCLOUD (type) (height)\nNORI (tip)(înăltime)\n\n\nTEMPERATURE (MINUS) (number)\nTEMPERATURA (MINUS) (număr)\n\n\nDEW POINT (MINUS) (number)\nPUNCT DE ROUĂ (MINUS) (număr)\n\n\nQNH (number)(units)\n\n\nQFE (number)(units)\n\n\n(aircraft type) REPORTED (description) ICING / TURBULENCE IN CLOUD (area)(time)\n\n\nREPORT FLIGHT CONDITIONS\nRAPORTAȚI CONDIȚIILE DE ZBOR\n\n\n\nPosition report\n\n\n\nEnglish\nRomanian\n\n\n\n\nNEXT REPORT AT (point)\nURMĂTORUL RAPORT LA (punct)\n\n\nOMIT POSITION REPORTS (UNTIL (specify))\nOMITEȚI RAPOARTELE DE POZIȚIE (PÂNĂ LA (specificare))\n\n\nRESUME POSITION REPORTING\nRELUAȚI RAPORTAREA POZIȚIEI\n\n\n\nAdditional reports\n\n\n\nEnglish\nRomanian\n\n\n\n\nREPORT PASSING ...\nRAPORTAȚI TRECÂND PRIN ...\n\n\n\nAerodrome information\n\n\n\nEnglish\nRomanian\n\n\n\n\n(location) RUNWAY (number) SURFACE CONDITION CODE (three digit number), followed as necessary by:\n(localizare) PISTA (indicativ) STAREA SUPRAFEȚEI [COD (număr din trei cifre), urmat după caz, de:\n\n\nISSUED AT (date and time UTC),\nEMIS LA (data și ora UTC);\n\n\nDRY / WET ICE / WATER ON TOP OF COMPACTED SNOW / DRY SNOW / DRY SNOW ON TOP OF ICE / WET SNOW ON TOP OF ICE / ICE / SLUSH / STANDING WATER / COMPACTED SNOW / WET SNOW / DRY SNOW ON TOP OF COMPACTED SNOW / WET SNOW ON TOP OF COMPACTED SNOW / WET / SLIPPERY WET / SPECIALLY PREPARED WINTER RUNWAY / FROST\nGHEAȚĂ USCATĂ / UMEDĂ / APĂ PESTE ZĂPADĂ TASATĂ / ZĂPADĂ USCATĂ / ZĂPADĂ USCATĂ PESTE GHEAȚĂ / ZĂPADĂ UMEDĂ PESTE GHEAȚĂ / GHEAȚĂ / ZLOATĂ / BĂLȚI / ZĂPADĂ TASATĂ / ZĂPADĂ UMEDĂ / ZĂPADĂ USCATĂ PESTE ZĂPADĂ TASATĂ / ZĂPADĂ UMEDĂ PESTE ZĂPADĂ TASATĂ / UMEDĂ / UDĂ / ALUNECOASĂ / PISTĂ PREGĂTITĂ SPECIAL PENTRU IARNĂ / CHICIURĂ;\n\n\nDEPTH (depth of deposit) MILLIMETRES / NOT REPORTED;\nGROSIME (grosimea depunerii) MILIMETRI / NU ESTE RAPORTAT;\n\n\nCOVERAGE (number) PER CENT / NOT REPORTED;\nACOPERIRE (număr) PROCENT / NU ESTE RAPORTAT;\n\n\nAVAILABLE WIDTH (number) METRES;\nLĂȚIME DISPONIBILĂ (număr) METRI;\n\n\nAVAILABLE LENGTH (number) METRES;\nLUNGIME DISPONIBILĂ (număr) METRI;\n\n\nDRIFTING SNOW;\nZĂPADĂ VISCOLITĂ;\n\n\nLOOSE SAND;\nCONTAMINARE CU NISIP;\n\n\nCHEMICALLY TREATED;\nTRATATĂ CHIMIC\n\n\nSNOWBANK (number) METRES [LEFT / RIGHT / LEFT AND RIGHT] [OF / FROM] CENTRE LINE;\nMALURI DE ZĂPADĂ (număr) METRI [STÂNGA / DREAPTA / STÂNGA ȘI DREAPTA] [AXULUI PISTEI / DE LA AXUL PISTEI];\n\n\nTAXIWAY (identification of taxiway) SNOWBANK (number) METRES [LEFT / RIGHT / LEFT AND RIGHT] [OF / FROM] CENTRE LINE;\nCALE DE RULAJ (identificarea căii de rulaj) MAL DE ZĂPADĂ (număr) METRI [STÂNGA / DREAPTA / STÂNGA ȘI DREAPTA] [AXULUI PISTEI / DE LA AXUL PISTEI];\n\n\nADJACENT SNOWBANKS;\nMALURI DE ZĂPADĂ LÂNGĂ PISTĂ;\n\n\nTAXIWAY (identification of taxiway) POOR;\nCALE DE RULAJ (identificarea căii de rulaj) SLAB;\n\n\nAPRON (identification of apron) POOR;\nPLATFORMĂ (identificarea platformei) SLAB;\n\n\nLANDING SURFACE (condition);\nSUPRAFAŢA DE ATERIZARE (condiţii);\n\n\nCAUTION CONSTRUCTION WORK (location);\nATENŢIE LUCRARI DE CONSTRUCŢIE (localizare);\n\n\nCAUTION WORK IN PROGRESS (or OBSTRUCTION) (position and any neces sary advice);\nATENŢIE LUCRĂRI ÎN DESFĂŞURARE (sau OBSTACOL) (poziţie şi orice indicaţie necesară);\n\n\nBRAKING ACTION REPORTED BY (aircraft type) AT (time) GOOD / GOOD TO MEDIUM / MEDIUM / MEDIUM TO POOR / POOR;\nEFECT DE FRÂNARE RAPORTATĂ DE (tip aeronavă) LA (ora) BUN (sau BUN SPRE MEDIU / MEDIU / MEDIU SPRE SLAB / SLAB);\n\n\nTOWER OBSERVES (weather information);\nOBSERVAŢII ALE TURNULUI (informaţii meteorologice);\n\n\nPILOT REPORTS (weather information).\nRAPOARTE ALE PILOŢILOR (informaţii meteorologice).\n\n\n\nState of operational status of visual and non-visual systems\n\n\n\nEnglish\nRomanian\n\n\n\n\n(state the visual or non-visual system) RUNWAY (number) (description of the deficiency)\n(specifică mijlocul vizual sau non-vizual) PISTA (indicativ) (descrierea deficienţei)\n\n\n(type) LIGHTING (which is not serviceable)\nBALIZAJUL (tip) (care nu este în serviciu)\n\n\nGBAS / SBAS / MLS / ILS CATEGORY (category) (status of disponibility)\nGBAS / SBAS / MLS / ILS CATEGORIA (categoria) NU ESTE ÎN SERVICIU / ESTE ÎN SERVICIU\n\n\nTAXIWAY LIGHTING (description of the deficiency)\nBALIZAJUL CĂII DE RULARE (descrierea deficienței)\n\n\n(visual approach slope indicator type) RUNWAY (description of the deficiency)\n(tipul indicatorului de pantă de apropiere la vedere) PISTA (indicativ) (descrierea deficienţei)\n\n\n\nRVSM Operations\n\n\n\nEnglish\nRomanian\n\n\n\n\nCONFIRM RVSM APPROVED\nCONFIRMAȚI APROBAT RVSM\n\n\nUNABLE ISSUE CLEARANCE INTO RVSM AISRAPCE, MAINTAIN (level)\nNU SE APROBĂ INTRAREA ÎN SPAȚIUL AERIAN RVSM, MENȚINEȚI (nivelul)\n\n\nREPORT WHEN ABLE TO RESUME RVSM\nRAPORTAȚI CÂND PUTEȚI REVENI LA RVSM\n\n\nCONFIRM ABLE TO RESUME RVSM\nCONFIRMAȚI CĂ PUTEȚI REVENI LA RVSM\n\n\n\nIssuance of a clearance\n\n\n\nEnglish\nRomanian\n\n\n\n\n(name of unit) CLEARS (aircraft call sign)\n(numele unităţii) AUTORIZEAZĂ (indicativul aeronavei)\n\n\n(aircraft call sign) [REST OF CLEARANCE UNCHANGED]\n(indicativul aeronavei) AUTORIZATĂ LA\n\n\nRECLEARED (amended clearance details) [REST OF CLEARANCE UNCHANGED]\nREAUTORIZAT (detalii privind autorizarea amendată) [RESTUL AUTORIZĂRII NESCHIMBATĂ]\n\n\nRECLEARED (amended route position ) TO (significant point of original route) [REST OF CLEARANCE UNCHANGED]\nREAUTORIZAT (porţiunea de rută amendată) CĂTRE (punctul semnificativ al rutei iniţiale) [RESTUL AUTORIZĂRII NESCHIMBATĂ]\n\n\nENTER CONTROLLED AIRSPACE (or CONTROL ZONE) [VIA (significant point or route)] AT (level) [AT (time)]\nINTRAŢI ÎN SPAŢIUL AERIAN CONTROLAT (sau ZONA DE CONTROL) [VIA (punct semnificativ sau ruta)] LA (nivel) [LA (ora)]\n\n\nLEAVE CONTROLLED AIRSPACE (or CONTROL ZONE) [VIA (significant point or route)] AT (level) (or CLIMBING, or DESCENDING)\nPĂRĂSIŢI SPAŢIUL AERIAN CONTROLAT (sau ZONA DE CONTROL)[VIA (punct semnificativ sau ruta)] LA (nivel) (sau URCÂND, sau COBORÂND)\n\n\n\nIndication of the route and the clearance limit\n\n\n\nEnglish\nRomanian\n\n\n\n\nINDICATION OF THE ROUTE AND THE AUTHORIZATION LIMIT\nDE LA (loc) LA (loc)\n\n\nO (location ), followed as necessary by: DIRECT / VIA (route and/or significant points) / FLIGHT PLANNED ROUTE / VIA (distance) DME ARC (direction) OF (name of DME station)\nLA(loc), urmat, după cum este necesar de: DIRECT / VIA (ruta şi/sau puncte semnificative) / RUTA DE ZBOR PLANIFICATĂ / VIA (distanţa) DME ARC(direcţie) DE (numele staţiei DME)\n\n\n(route) NOT AVAILABLE DUE (reason) ALTERNATIVE[S] IS/ARE (routes) ADVISE\n(ruta) NU ESTE DISPONIBILĂ DIN CAUZA (motiv) ALTERNATIVE SUNT (rute) ANUNŢAŢI\n\n\n\nSpecification of cruise levels\n\n\n\nEnglish\nRomanian\n\n\n\n\nCROSS (significant point) AT (or ABOVE, or BELOW) (level)\nTRAVERSAŢI (punct semnificativ) LA (sau DEASUPRA, sau SUB) (nivel)\n\n\nCROSS (significant point) AT (time) OR LATER (or BEFORE) AT (level)\nTRAVERSAŢI (punct semnificativ) LA (ora) SAU MAI TÂRZIU (sau ÎNAINTE) LA (nivel)\n\n\nCROSS (distance) DME [(direcţie)] OF (name of DME station) (or (distance) [(direction)] OF (significant point)) AT (or ABOVE or BELOW) (level)\nTRAVERSAŢI (distanţa) DME [(direcţie)] AL (nume staţie DME) (sau (distanţă)[(direcţie)] AL (punct semnificativ) LA (sau DEASUPRA sau SUB)(nivel))\n\n\n\nEmergency descend\n\n\n\nEnglish\nRomanian\n\n\n\n\nATTENTION ALL AIRCRAFT IN THE VICINITY OF [or AT] (significant point or location) EMERGENCY DESCENT IN PROGRESS FROM (level) (followed as necessary by specific instruction, clearances, traffic information, etc.)\nATENŢIE TOATE AERONAVELE DIN VECINĂTATEA [sau LA] (punct semnificativ sau locaţie) COBORÂRE DE URGENŢĂ ÎN DESFĂŞURARE DE LA (nivel)(urmat după cum este necesar, de instrucţiuni specifice, autorizări, informări de trafic, etc.)\n\n\n\nIf the clearance cannot be issued at the time of request\n\n\n\nEnglish\nRomanian\n\n\n\n\nEXPECT CLEARANCE (or type of clearance) AT (time)\nASTEPTAŢI AUTORIZAREA (sau tipul autorizării) LA (ora)\n\n\n\nIf the clearance for avoiding cannot be issued at the time of request\n\n\n\nEnglish\nRomanian\n\n\n\n\nUNABLE, TRAFFIC (direction) BOUND (type of aircraft) (level) ESTIMATED (or OVER) (significant point) AT (time) CALL SIGN (call sign) ADVISE INTENTIONS\nNU SE APROBĂ, TRAFIC CĂTRE (tip aeronavă)(nivel) ESTIMEAZĂ (sau LA VERTICALĂ) (punct semnificativ) LA (ora) INDICATIVUL(indicativ) ANUNŢAŢI INTENŢIILE\n\n\n\nSeparation instructions\n\n\n\nEnglish\nRomanian\n\n\n\n\nCROSS (significant point) AT (time) [OR LATER (or OR BEFORE)]\nTRAVERSAŢI (punct semnificativ) LA (ora) [SAU MAI TÂRZIU(sau SAU ÎNAINTE)]\n\n\nADVISE IF ABLE TO CROSS (significant point) AT (time and level)\nANUNŢAŢI DACĂ PUTEŢI TRAVERSA (punct semnificativ) LA (ora sau nivelul)\n\n\nMAINTAIN MACH (number) [OR GREATER (or OR LESS)] [UNTIL (significant point)]\nMENŢINEŢI MACH (număr) [SAU MAI MARE (sau SAU MAI MIC)] [PÂNĂ LA (punct semnificativ)]\n\n\nDO NOT EXCEED MACH (number)\nNU MĂRIŢI MACH (număr)\n\n\nCONFIRM ESTABLISHED ON THE TRACK BETWEEN (significant point) AND (significant point) [WITH ZERO OFFSET]\nCONFIRMAŢI DACĂ SUNTEŢI PE TRAIECT ÎNTRE (punctul semnificativ) ŞI (punctul semnificativ) [CU ABATERE ZERO]\n\n\nMAINTAIN TRACK BETWEEN (significant point) AND (significant point). REPORT ESTABLISHED ON THE TRACK\nMENŢINEŢI TRAIECTUL ÎNTRE (punctul semnificativ) ŞI (punctul semnificativ). RAPORTAŢI DACĂ SUNTEŢI PE TRAIECT\n\n\nCONFIRM ZERO OFFSET\nCONFIRMAŢI ABATERE 0\n\n\n\nInstructions associated with a parallel offset\n\n\n\nEnglish\nRomanian\n\n\n\n\nADVISE IF ABLE TO PROCEED PARALLEL OFFSET\nANUNŢAŢI DACĂ PUTEŢI PROCEDA PARALEL OFFSET\n\n\nPROCEED OFFSET (distance) RIGHT/LEFT OF (route) (track) [CENTRE LINE] [AT (significant point or time)] [UNTIL (significant point or time)]\nPROCEDAŢI OFFSET (distanţa) DREAPTA/STÂNGA DE (ruta)(traiect) [AXULUI][LA (punct semnificativ sau ora)] [PÂNĂ LA (punct semnificativ sau ora)]\n\n\nCANCEL OFFSET (instruction to rejoin cleared flight route or other information)\nANULAŢI OFFSET (instrucţiuni de revenire la ruta autorizată sau alte informaţii).\n\n\n\n"},"euroscope/install.html":{"url":"euroscope/install.html","title":"Install","keywords":"","body":"[Guide] How to install EuroScope\nDownload and install EuroScope\nIn VATSIM Romania, vATCOs use EuroScope to control.\nHere are the steps you must follow to install EuroScope:\n\nDownload the base files from the official website (instant download).\n\nAfter downloading the MSI file, run it and install EuroScope like any other program you want to install. It is preferable to keep the standard installation path.\n\nDownload the latest beta version from the official website (instant download).\n\nUnzip this archive in the place where you installed the EuroScope base files earlier. By default, it should be in Program Files x86/EuroScope.\nAudio for Vatsim (AFV)\nThe second most important program we use is Audio for Vatsim; we use it to communicate with the pilots.\n\nDownload the AFV (instant download). \n\nAfter downloading the MSI file, run it and install EuroScope like any other program you want to install. It is preferable to keep the standard installation path.\nOpen the AFV and update it as required.\nSee how to install sector files here.\nSettings\nRun EuroScope. In the header of EuroScope, hit the OTHER SET button and uncheck the lines as in picture below:\n\n"},"euroscope/update.html":{"url":"euroscope/update.html","title":"Sector file","keywords":"","body":"[Guide] How to install sector files?\nEvery 28 days, on Thursday, there is the AIRAC update, where all the changes made throughout the month are published. Controllers are requested to update their sector files to the latest version.\nInstall\nInstall Pack is mandatory to install the first time. \n\nGo to this page and download the Install Pack available.\nTo keep track of the cycle you installed, create a folder in Documents/EuroScope/ with the name LRBB GNG XXXX in which you will unzip the Install Pack. Keep in mind, XXXX is the current AIRAC cycle. You can see the current cycle here in the AIRAC column of the table.\n\nUpdate\nIf you control using your own sector changes, there is the method to use the Update pack which has only the essential changes in addition. However, it is recommended to always use the Install Pack to avoid errors.\n\nGo to this page and download the Install Pack available.\nUnzip the archive in the folder where you have the previous version. This folder should be in Documents/EuroScope/LRBB GNG XXXX.\n\n"},"euroscope/auto-updater.html":{"url":"euroscope/auto-updater.html","title":"Sector file - auto","keywords":"","body":"[Guide] How to add auto updater in EuroScope\n\nGo to ./Documents/EuroScope and create a new folder named LRBB AUTO GNG.\nOpen this folder and unzip both the Install and Update packs from GNG.\nAccess the URL link, copy the content and paste it to a new txt file. Save the file as AeroNav_LRBB_by_Aerosoft_NavDataPro.txt to ./Documents/EuroScope/LRBB AUTO GNG/\nRun EuroScope and open the profile from LRBB AUTO GNG. \nPush the OPEN SCT button, then on Download Sector Files\n\nYou'll see this window\n\nComplete it as follows:\nName: LRBB AUTO GNG\nURL: https://files.aero-nav.com/AeroNav_LRBB_by_Aerosoft_NavDataPro.txt\n\n\nPush the NEW button\nNow, look up this new entry in the above list and select it. (It's blue when selected.)\nNow complete the menu with the location of the before created file (You can use the Browse button)\nFilename: [location-to]/Documents/EuroScope/LRBB AUTO GNG/AeroNav_LRBB_by_Aerosoft_NavDataPro.txt\n\n\n\nPush the Update button\nPush the Download button\nWait a few seconds... You'll see the available packs updating in the bottom part of the window. \nTick the A column for both packs (A - auto).\n\nJOB DONE\nHow it works?\nEvery 12 hours, if EuroScope runs, it automatically checks if there is any difference between your sector file version and the sector file published from GNG.\nIf it finds any difference regarding version you'll see a window where the EuroScope will inform you about the availability of a new sector file. It's important to keep your sector file up to date at any time, so push YES. \nThereafter, a new window will appear asking if you want to change the sector file through all ASR files. It's mandatory to select YES.\nA third window might ask if you want to delete the old sector file. It's your decision whether you want to keep all .sct and .ese files from the previous versions. (You don't need them to control.)\nMight want to update manually?\n\nPush the OPEN SCT button, then on Download Sector Files\nLookup for your provider (AeroNav GNG LRBB VATSIM ROMANIA)\nIn the bottom list select which pack you want to manually update and then push the DOWNLOAD button\n\n\n"},"euroscope/observer.html":{"url":"euroscope/observer.html","title":"Observer Guide","keywords":"","body":"[Guide] How to connect as observer?\nAs per VATSIM Code of Conduct, users can connect as observers using their abbreviated name, followed by the _OBS suffix.\nFor example, if your name is Joe Doe, your observer call sign is JD_OBS. However, it is possible that this name is already connected online; To resolve the conflict, use a third letter, representing either your middle name or one of the second letters of your first or last name, such as: JOD_OBS or JDO_OBS. Never connect using ICAO codes of some airports or with special call signs designated for VATSIM staff members.\nSee an example in the image below:\n\nDo not forget to delete all ATIS lines because those lines are defined for the last set control position.\n"},"euroscope/vccs.html":{"url":"euroscope/vccs.html","title":"VCCS","keywords":"","body":"What is VCCS and how to use it?\nThis is the VCCS user guide, a tool used for coordination between both internal and external sectors.\nVCCS is the primary mode to coordinate. If this function does not work, you can use the text via private message on EuroScope and you should reach the OPS Team via mail.\nNote: VCCS is a system used for Verbal Coordinations. Do not use for general chat!\nVCCS or Verbal Coordination is the main used tool to coordinate any situation which are not or cannot be established using the Coordination Feature in EuroScope (level change and direct to). \nHow do we start?\nThe first thing is to configure your VCCS by setting your nickname with your VATSIM CID and set a PTT to G2G. This PTT must be different from the one you have already set in AFV to communicate on the frequency. It is also recommended not to use a character key. For example, you can use Alt, Right Ctrl, Ctrl, Shift or Right Shift.\nGo to Settings: Right Click on LINE 1, then left click on EDIT button:\n\n\n\nIn the image above you will notice how the VCCS mini controller looks. It has 3 components: NO CALL, LINE 1 and LINE 2. For constructive reasons, only the first two components are usable at this time.\nThe first one indicates the current status of the phone\n\nNO CALL: The phone is free and ready to be used.\n\nCALLING: The phone is engaged in a call, either incoming or outgoing\n\nRING OFF: It indicates that the call can be stopped from ringing, but the call remains on air.\n\nMUTE: Indicates that the caller can be MUTED. This function can be used if the ATCO has traffic on the frequency while a VCCS call occurs.\n\nUNMUTE: Indicates that the caller is set to MUTE mode (see above). This function is used to return the caller's voice.\n\n\nThe second section, LINE 1, indicates the number of the telephone line used\n\nLINE 1: The phone is free and ready to be used on line 1.\n\nXXXXX: The telephone code of the calling or called station is displayed, as following:\n\nbackground is RED: XXXXX is speaking\nbackground is ORANGE: you are speaking\nbackground is WHITE: you are calling the station or the station already picked up the call\n\n\n\nIncoming call\n\nOutgoing call\n\nInternal Coordination Code Descriptor\n\n\n\n\nUnit\nCode\nCall sign\nCID\nFrequency\n\n\n\n\nACC\nLOM\nLRBB_L_CTR\nLOM\n122.030\n\n\nACC\nARG\nLRBB_A_CTR\nARG\n121.180\n\n\nACC\nNAP\nLRBB_N_CTR\nNAP\n127.075\n\n\nACC\nUP\nLRBB_U_CTR\nLRUP\n132.865\n\n\n\n\n\n\n\n\n\nDIR\nOP\nLROP_F_APP\nDIB\n127.155\n\n\n\n\n\n\n\n\n\nAPP\nOP\nLROP_APP\nAPB\n119.415\n\n\nAPP\nCL\nLRCL_APP\nAPN\n126.430\n\n\nAPP\nAR\nLRAR_APP\nAPA\n123.430\n\n\nAPP\nCK\nLRCK_APP\nAPC\n122.905\n\n\n\n\n\n\n\n\n\nTWR\nOP\nLROP_TWR\nTOP\n118.805\n\n\nTWR\nBS\nLRBS_TWR\nTBS\n125.205\n\n\nTWR\nCL\nLRCL_TWR\nTCL\n118.705\n\n\nTWR\nTM\nLRTM_TWR\nTTM\n119.180\n\n\nTWR\nSB\nLRSB_TWR\nTSB\n121.305\n\n\nTWR\nAR\nLRAR_TWR\nTAR\n118.230\n\n\nTWR\nTR\nLRTR_TWR\nTTR\n120.105\n\n\nTWR\nCK\nLRCK_TWR\nTCK\n124.030\n\n\n\n\n\n\n\n\n\nTWR\nSM\nLRSM_TWR\nTSM\n119.655\n\n\nTWR\nBM\nLRBM_TWR\nTBM\n118.855\n\n\nTWR\nSV\nLRSV_TWR\nTSV\n129.955\n\n\nTWR\nOD\nLROD_TWR\nTOD\n118.455\n\n\nTWR\nCV\nLRCV_TWR\nTCV\n129.530\n\n\nTWR\nBC\nLRBC_TWR\nTBC\n120.980\n\n\nTWR\nIA\nLRIA_TWR\nTIA\n119.955\n\n\nTWR\nTC\nLRTC_TWR\nTTC\n119.755\n\n\n\n\n\n\n\n\n\nGND\nOP\nLROP_GND\nGOP\n121.855\n\n\nGND\nBS\nLRBS_GND\nGBS\n129.950\n\n\nGND\nTR\nLRTR_GND\nGTR\n121.600\n\n\n\n\n\n\n\n\n\nDEL\nOP\nLROP_DEL\nDOP\n120.955\n\n\n\nExternal Coordination Code Descriptor\n\n\n\n\nUnit\nCode\nCall sign\nCID\nFrequency\n\n\n\n\nADR\nE\nADR_E_CTR\nADE\n130.550\n\n\nADR\nU\nADR_U_CTR\nADU\n130.750\n\n\nADR\nFull\nADR_CTR\nADR\n130.000\n\n\nACC\nLYBA\nLYBA_CTR\nBEO\n123.775\n\n\nAPP\nLYBE\nLYBE_APP\nABE\n133.100\n\n\nAPP\nLYBT\nLYBT_APP\nABT\n126.050\n\n\n\n\n\n\n\n\n\nACC\nSOF\nLBSR_CTR\nSOF\n131.225\n\n\nACC\nVAR\nLBSR_V_CTR\nVAR\n134.700\n\n\nACC\nVB\nLBSR_B_CTR\nBSS\n132.950\n\n\nACC\nSB\nLBSR_E_CTR\nSES\n129.100\n\n\n\n\n\n\n\n\n\nACC\nLUUU\nLUUU_CTR\nUU\n130.975\n\n\nAPP\nLUKK\nLUKK_APP\nAPK\n133.300\n\n\nTWR\nLUKK\nLUKK_TWR\nTKK\n118.100\n\n\nGND\nLUKK\nLUKK_GND\nGKK\n121.800\n\n\n\n\n\n\n\n\n\nACC\nBUU\nLHCC_U_CTR\nBUU\n133.535\n\n\nACC\nBUN\nLHCC_N_CTR\nBUN\n135.555\n\n\nACC\nBU1\nLHCC_1_CTR\nBU1\n132.790\n\n\nACC\nBU\nLHCC_CTR\nBU\n120.975\n\n\nACC\nBUK\nLHCC_K_CTR\nBUK\n127.860\n\n\nACC\nBU2\nLHCC_2_CTR\nBU2\n135.205\n\n\n\n\n\n\n\n\n\nACC\nLVV\nUKLV_CTR\nLVV\n134.050\n\n\nACC\nKYV\nUKBV_CTR\nKYV\n135.150\n\n\nACC\nODS\nUKOV_CTR\nODS\n132.200\n\n\nUKR\nFull\nUKR_CTR\nUKR\n123.475\n\n\n\n\n\n\n\n\n\nEUC\nSW\nEUC-SW_CTR\nESW\n135.500\n\n\nEUC\nEN\nEUC-EN_CTR\nEEN\n135.300\n\n\n\nPrinciples\n\nshort message\nprecise\nunambiguous\n\nAll time\n\nget it in advance\nstate reason\n\nSubject to Verbal Coordination\n\nlateral approval request: if the traffic is requesting vectors to avoid weather and will entry the downstream sector more than 10 NM off from the initial or Flight Plan course, then you have to request a lateral approval request\n\nExample:\nCalling...\nA: Go Ahead!\nB: Approval Request for ROT123 East of NARKA.\nA: Go Ahead!\nB: ROT123 15 miles South from NARKA due weather.\nA: Approved / Negative (reason, alternate conditions)\n\nvertical approval request: if you are the upstream sector and you cannot meet the LoA, you should initiate a Vertical Approval Request\n\nExample:\nCalling...\nA: Go Ahead!\nB: Approval Request HYS456 descending FL350 (instead of 320)\nA: HYS456 is accepted descending FL350\nB: Approved 350 for HYS456.\n\nrequest for release: usually used for early clearance into APP area or in the lower sector\n\nExample:\nCalling...\nA: Go Ahead!\nB: Request release for climb (Craiova departure) WMT123, East of ANASA\nA: WMT123 released for climb / fully released / is not released.\n\ntemporary deviation from LoA\n\nExample:\nCalling...\nA: Go Ahead!\nB: Can you offer higher level for RYR789?\nA: RYR789 is accepted climbing FL390 out of FL350.\nExample:\nCalling...\nA: Go Ahead!\nB: Until further notice, send all aircraft to destination Bucharest via DENAK at FL150 or above.\n\ndiversion: aircraft is changing destination\n\nExample:\nCalling...\nA: Go Ahead!\nB: Check position North of Constanta ROT345\nA: Radar contact\nB: ROT345 is diverting to Otopeni via NETUL.\nA: Checked / Roger \n\nany other situation not stated above\n\nPhraseology for coordinations using VCCS\nTo answer the call, you must use the left click on to LINE 1 when the phone rings. After that you have to press the set PTT and say Go Ahead.\nThe caller will also say their radio call sign, then communicate the message.\nTWR-APP Coordination\nTWR to APP\nNote: All IFR flights shall be coordinated and released by APP Unit before they enter the runway for take-off.\nExemple: The departure traffic is ROT123 and the SID is BUKEL1K\n\nTWR > APP: \"ROT123 BUKEL\"\n\nThe possible answers that can come from the APP:\n\n\"released\": traffic is allowed to take off without restrictions\n\"released on runway heading\": traffic is allowed to take off, with the restriction of maintaining runway heading after take off (TWR Clearance: \"ROT123, when airborne maintain runway heading ...\")\n\"released, FL60\": traffic is allowed to take off, with the restriction of a lower Flight Level or altitude (TWR Clearance: \"ROT123, recleared, climb initial FL60\" - after readback, the rest of the take-off clearance)\n\"stand-by\": traffic is not allowed to take off; in this case, wait for a call from APP, and if APP does not call after 3 minutes, initiate a new request.\n\nThe called must end the call after the coordination is finished. To do this, the caller must say OUT (to make the other controller aware that you will hang up the call), then press END button to end the call.\nNote: Verbal coordination expires 3 minutes after \"released\". Any delay that occurs on the ground, in the immediate vicinity of the runways and that will delay the take-off must be reported to the APP, if the actual \"release message\" was given.\nAPP to TWR\nNote: APP shall inform TWR about all IFR and VFR (where applicable) traffic which intend to land at the specified aerodrome. The APP > TWR coordination should include the call sign of the traffic, the type of the approach (ILS, VOR, NDB, RNAV, Visual) and the runway.\nExample:\n\nAPP > TWR: \"HYS789 VOR DME runway 09\"\n\nBecause this is an information, TWR is not constrained to respond with a voice message. The caller should terminate the call by saying \"OUT\" and pressing the END button.\nGND to TWR\nGround must inform TWR if an aircraft is taxiing to a holding point any other holding point that is not at the end of the runway:\n\nGND > TWR: \"ROT456 departure from Golf 08R\"\n\n"},"emergencies/handle.html":{"url":"emergencies/handle.html","title":"Intro","keywords":"","body":"How to handle emergency situations on VATSIM?\nAccording to VATSIM Code of Conduct, article B6, emergencies on VATSIM can be denied by ATC and pilot have to disconnect or to cancel the emergency.\nAn example on how to tell the pilot their emergency is denied: Roger, your emergency is not acknowledge. If unable to comply, please disconnect!.\nIn the following pages you will be able to find a guide related to what you can do when you have a pilot that declares emergency. \nResource & Reference: EATCHIP Human Resources Team (1997). Human Factors Module: Critical Incident Stress Management. HUM.ET1.ST13.3000-REP-01. Ed. 1.0. Released Issue. Brussels: EUROCONTROL.\n"},"emergencies/tcas.html":{"url":"emergencies/tcas.html","title":"TCAS","keywords":"","body":"TCAS\nExpect\n\nclimb or descend without prior clearance\n\ntwo or more aircrafts involved\n\nnotfication from pilot of ‘TCAS climb/descend’.\n\n\nRemember\nA 'Acknowledge' - S 'Separate' - S 'Silence' - I 'Inform' - S 'Support - T 'Time'\n\ncontroller shall provide traffic information\n\nTCAS altitude datat is more accurate than radar data\n\nThe controller shall resume responsability from providing separation for all affected aircrafts when:\n\nThe controller acknowledged a report from the flight crew that the aircraft has resumed the current clearance\n\nThe controller acknowledged a report from the pilot that the aircraft is resuming the current clearance and issues an alternative clearance which is acknowledged by the pilot\n\n\n\n\n"},"emergencies/birdstrike.html":{"url":"emergencies/birdstrike.html","title":"Birdstrike","keywords":"","body":"Birdstrike\nMay result in\n\nbroken canopy / windshield\n\nengine failure\n\nhydraulic problems\n\nprecautionary approach\n\nhandling difficulties\n\nelectrical problems\n\ngear Problems\n\n\nExpect\n\ncancel take-off\n\nimmediate return to airport\n\nlanding next suitable airport\n\nrestricted visibility\n\nhydraulic problems\n\n\nRemember\nA 'Acknowledge' - S 'Separate' - S 'Silence' - I 'Inform' - S 'Support - T 'Time'\n\nis pilot able to control their aircraft?\n\nallow long final if requested\n\ncheck RWY (if birdstrike after take-off)\n\n\nIf needed, inform pilot about\n\naerodrome details and weather\n\n"},"emergencies/brakes.html":{"url":"emergencies/brakes.html","title":"Brake problems","keywords":"","body":"Brake problems\nExpect\n\npilot requests longest RWY\n\noverrunning RWY threshold at far end\n\nburst type\n\naircraft may swerve of RWY\n\nRWY blocked after landing\n\n\nRemember\nA 'Acknowledge' - S 'Separate' - S 'Silence' - I 'Inform' - S 'Support - T 'Time'\n\ninform pilot about RWY lenght and conditions\n\nkeep safety strip clear\n\ntowing and tech staff on stand-by as required\n\n\n"},"emergencies/commfa.html":{"url":"emergencies/commfa.html","title":"Communication failure","keywords":"","body":"Communication failure\nExpect\nVMC\n\nsquawk 7600\n\ncontinue in VMC\n\nland at nearest suitable airport\n\n\nIMC\n\nsquawk 7600\n\nmaintain last assigned speed and level for 7 minutes OR minimum flight level, if the minimum flight altitude is heigher than the last assigned level\n\nif being radar vectored or proceeding offset according to RNAV without a specified limit, proceed in the most direct manner possible to rejoin the CPL no later than the next significant point, taking into consideration the applicable minimum flight altitude\n\nthe aircraft will proceed to the designated navigational aid serving the destination aerodrome and hold until commencement of descend.\n\ncommence descend at, or as close as possible to the EAT last received and acknowledged, OR if not EAT received and acknowledged, commence descend at or as close as possible to, the ETA resulting from CPL\n\ncomplete a normal instrument approach procedure as specified for the designated navigation aid\n\nland, if possible, withinh 30 minutes after the ETA specified, OR within 30 minutes of the last acknowledged expected approach time, whichever is later.\n\n\nRemember\nA 'Acknowledge' - S 'Separate' - S 'Silence' - I 'Inform' - S 'Support - T 'Time'\n\nfailure of transmitter or receiver only\n\npossible relay by other stations?\n\n\n"},"emergencies/emgdesc.html":{"url":"emergencies/emgdesc.html","title":"Emergency descend","keywords":"","body":"Emergency descend\nExpect\n\ndescend without warning\n\npoor or no RTF due to oxygen mask\n\n\nIf able, aicraft will\n\ninitiate a turn away from the assigned route or track before commencing the emergency descend\n\nadvise the appropriate ATC unit as soon as possible of the emergency descend\n\nset transponder to code 7700 and select the emergency mode on CPDLC system, if applicable\n\nturn on aircraft exterior lights\n\nwatch for conflicting traffic both visually and by reference to aircrafts\n\ncoordinate its furthe intentions with the approapiate ATC unit\n\n\nRemember\nA 'Acknowledge' - S 'Separate' - S 'Silence' - I 'Inform' - S 'Support - T 'Time'\n\nacknowledge emergency on RTF\n\ntake all necessary action to safeguard all aircraft concerned\n\nmay be required to suggest a heading, state the minimum altitude or to provide separation\n\nafter emergency descend, request informations:\n\ndiversion\n\ninjuries\n\naircraft damage\n\n\n\nconsider aircraft still to be in an emergency situation\n\n\n"},"emergencies/enginefailure.html":{"url":"emergencies/enginefailure.html","title":"Engine failure","keywords":"","body":"Engine failure\nMay result in\n\nabandoned take-off\n\npressurisation problems\n\nfuel dumping\n\nprecautionary approach\n\n\nExpect\n\nheavy workload in the cockpit\n\ndeviation from SID\n\nintermediate level-off\n\ndescend\n\ncourse deviation\n\npressurisation problems\n\n\nRemember\nA 'Acknowledge' - S 'Separate' - S 'Silence' - I 'Inform' - S 'Support - T 'Time'\n\ninform landing aerodrome\n\nclear RWY according to local procedures or instructions\n\nkeep safety strip clear\n\noffer pilot extended final\n\nin case of forced landing, record last know position and time\n\n\nIf needed, inform pilot about\n\nnext suitable airport\n\nalternate airport details as soon as possible\n\nweather information of landing airport\n\n\n"},"emergencies/engapufire.html":{"url":"emergencies/engapufire.html","title":"Engine or APU on fire","keywords":"","body":"Engine or APU on fire\nMay result in\n\nabandoned take-off\n\nengine failure\n\nsmoke or fire in the cockpit\n\nemergency landing\n\n\nExpect\n\nheavy workload in cockpit\n\nengine shutdown / fire extinguishing\n\n\nAircarft on the ground\n\nhot brakes\n\npassenger evacuation\n\nRWY blocked\n\n\nAircraft in the air\n\npressurisation problems\n\naircrafts loosing altitude\n\nlanding next suitable airport\n\npossible diversionary or forced landing (for single engine aircrafts)\n\n\nRemember\nA 'Acknowledge' - S 'Separate' - S 'Silence' - I 'Inform' - S 'Support - T 'Time'\n\nask if dangerous goods on board\n\nask for number of POB\n\ninform landing airport\n\nclear RWY according to local procedures and instructions\n\nkeep safety strip clear\n\nin case of diversionary or forced landing, record last known position and time\n\n\nIf needed, inform pilot about\n\nnext suitable airport\n\nairport details as soon as possible\n\nweather infomation of landing airport\n\nobserved fire and/or smoke\n\n\n"},"emergencies/lowfuel.html":{"url":"emergencies/lowfuel.html","title":"Fuel problems","keywords":"","body":"Fuel problems\nMay result in\n\nengine failure\n\ndiversionary or forced landing\n\n\nExpect\n\nMAYDAY low on fuel emergency with imminent danger to aircraft\n\nPAN PAN minimum fuel aircraft need priority handling\n\nimproper use of standard phraseology, verify actual fuel status\n\n\nRemember\nA 'Acknowledge' - S 'Separate' - S 'Silence' - I 'Inform' - S 'Support - T 'Time'\n\nkeep aircarft high to save fuel\n\navoid ATC-caused GO AROUND\n\ninform landing aerodrome\n\nask if dangerous goods on board\n\nask for numbers of POB\n\nclear RWY according to local procedures and instructions\n\nkeep safety strip clear\n\n\nIf needed, inform pilot about\n\nnext suitable aerodrome\n\naerodrome details as soon as possible\n\nweather information at landing aerodrome\n\n\n"},"emergencies/gear.html":{"url":"emergencies/gear.html","title":"Gear problems","keywords":"","body":"Gear problems\nMay result in\n\nneed for external advice\n\nExpect\n\nGO AROUND\n\nlow pass of tower for gear inspection by specialist engineering personnel\n\nmanual gear extension\n\n\nRemember\nA 'Acknowledge' - S 'Separate' - S 'Silence' - I 'Inform' - S 'Support - T 'Time'\n\nprepare for LOW PASS for visual inspection\n\nweight reduction necessary\n\nclear RWY acccording to local procedures and instructions\n\nkeep safety strip clear\n\n\nIf needed, inform pilot about\n\naircraft configuration\n\n"},"emergencies/hydraulic.html":{"url":"emergencies/hydraulic.html","title":"Hydraulic problems","keywords":"","body":"Hydraulic problems\nMay result in\n\nfuel dumping\n\ngear and brake problems\n\nrelatively high speed\n\napproach and landing\n\n\nExpect\n\nlimited manoeuvrability\n\nlimited flap and bank angle\n\nmanual gear extension (no retraction possible)\n\nholding pattern for necessary checks\n\nextended final\n\nhigher approach speed on final (up to 220 KIAS on flapless approach)\n\nlimited breaking capability\n\npossible overrun\n\nRWY blocked after landing\n\n\nRemember\nA 'Acknowledge' - S 'Separate' - S 'Silence' - I 'Inform' - S 'Support - T 'Time'\n\nincrease vertical and lateral separation\n\nask if dangerous goods on board\n\nask for number of POB\n\navoid ATC-caused GO AROUND\n\nclear RWY according to local procedures and instructions\n\nkeep safety strip clear\n\n\nIf needed, inform pilot about\n\nnext suitable airport\n\nairport details as soon as possible\n\nweather information of landing aerodrome\n\nfire or smoke from brakes\n\n\n"},"emergencies/icing.html":{"url":"emergencies/icing.html","title":"Icing","keywords":"","body":"Icing\nExpect\n\nimmediate change of level and/or heading\n\nlimitation in rate of climb or descend\n\nhigher speed\n\n\nRemember\nA 'Acknowledge' - S 'Separate' - S 'Silence' - I 'Inform' - S 'Support - T 'Time'\n\navoid holding\n\nenable CCO after departure\n\nkeep safety strip clear\n\nAIREP to other aircrafts, other units and maxdepth\n\n\nIf needed, inform pilot about\n\ncheck anti-icing and de-icing systems\n\npitot, stall warner, propeller, windshield and carburettor heating\n\nwind anti-ice\n\nalternate air supply\n\ndescend with high power settig to increase bleed air supply\n\nhigher approach or landing speed due to increase of stalling speed\n\n\n"},"emergencies/pressurisation.html":{"url":"emergencies/pressurisation.html","title":"Pressurisation problems","keywords":"","body":"Presurisation problems\nMay result in\n\nemergency descend\n\nExpect\n\naircraft will stop climb\n\nrequest for immediate descend\n\nemergency descend without warning\n\nno emergency squawk\n\npossible turn off track\n\npoor RTF (because of oxygen mask)\n\ninjuries to passengers or crew\n\n\nRemember\nA 'Acknowledge' - S 'Separate' - S 'Silence' - I 'Inform' - S 'Support - T 'Time'\n\nclear airspace directly beneath the aircraft\n\n"},"emergencies/smokefirecockpit.html":{"url":"emergencies/smokefirecockpit.html","title":"Smoke or fire in the cockpit","keywords":"","body":"Smoke or fire in the cockpit\nExpect\n\nhigh stress level in the cockpit\n\nshortest high-speed vector to land - nearest suitable airport\n\npoor RTF or loss of RTF\n\npassengers evacuation\n\nRWY blocked\n\n\nRemember\nA 'Acknowledge' - S 'Separate' - S 'Silence' - I 'Inform' - S 'Support - T 'Time'\n\nask if dangerous goods on board\n\nask for number of POB\n\ninform landing airport\n\noffer out of wind landing if more expeditioys\n\nclear RWY according to local procedures and instructions\n\nkeep safety strip clear\n\nAPP / RWY lighting system 100%\n\n\nIf needed, inform pilot about\n\ntrack miles to touchdown of next suitable runway\n\navailability of automatic approach low visbility procedures\n\naerodrome details as soon as possible\n\nweather information of landing aerodrome\n\n\n"},"meteo/decode-metar.html":{"url":"meteo/decode-metar.html","title":"METAR","keywords":"","body":"How to Read a METAR Weather Report\nExample of the METAR report issued for the Chisinau aerodrome.\nSARM31 LROP 220730METAR LROP 220730Z 04005KT 0700 0550SE R08/1000U DZ FG SCT010 OVC020 05/05 Q1018 BECMG FM0900 9999 NSW=\nDecode:Bucharest Otopeni routine report issued at 0730 UTC on the 22th of the month. Surface wind zero four zero degrees five knots. Prevailing visibility seven hundred meters, minimum visibility five hundred and fifty meters in the southeast direction. Runway visual range representative of the touchdown zone for runway zero eight is one thousand meters and the runway visual range values have shown an upward tendency during previous 10 minutes. Present weather: moderate drizzle and fog. Scattered cloud at one thousand feet, overcast at two thousand feet; air temperature five degrees Celsius; dew-point temperature five degrees Celsius; QNH 1018 hecto-Pascals; trend during next 2 hours: Becoming from nine hundred prevailing visibility ten kilometers or more and nil significant weather. \n\n\n\n\n\n\n\n\n\n\n\nElement\nCode group specifications\nDetailed content\nExamples\n\n\nSARM31 LROP 220730\nWMO header\nData designatorsSARM31 (SA - data type, RM - geographical designator and 31 - numbers used for indicating the bulletins for global, interregional, regional and national distribution). LROP – the ICAO four-letter location indicator corresponding to the geographical location of the meteorological office originating or compiling the meteorological bulletin and a day-time group.\nSARM31 LROP 110500SARM31 LRBS 011500\n\n\nMETAR (+COR)\nIdentification of thetype of report\nName of reportAddition COR indicates that it is a repeated message for the same observation period, it uses for correction early issued message.\nMETARMETAR COR\n\n\nLROP\nICAO location indicator\nICAO aerodrome code\nLRCL, LRTR\n\n\n220730Z\nDate and time of observation\nReport emitted the day: 22, time 07:30 UTC Day and actual time of the observation, letter Z stands for UTC\n010030Z 151100Z 102130Z 310000Z\n\n\n04005KT\nSurface wind direction and wind speed in knots,(variable wind direction and significant speed variations (gusts), if takes place)\nWind: True direction = 40 degrees, speed=5 knotsSurface wind is observed at a height of 10 m above the ground. The wind directions are reported in terms of degrees true (direction relative to true north), rounded to the nearest whole degree. Surface wind representative of conditions above the whole runway where there is only one runway and the whole runway complex where there is more than one runway. When a wind speed of 100 kt or more, it is indicated as 99 kt. The averaging period for surface wind observations is 10 minutes.\n00000KT 01003KT 13023KT 340P99KT\n\n\n\n\nVariations from the mean wind speed (gusts) during the past 10 minutes reported when the maximum wind speed exceeds the mean speed by 10 kt or more otherwise.\n12007G18KT24017G28KT\n\n\n\n\nSurface wind variations from the mean wind direction on 60° or more during the past 10 minutes is reported as follows:1) as the two extreme directions between which the surface wind has varied when the total variation is 60° or more and less than 180° and the wind speed is 3 kt or more;2) 2) as variable with no mean wind direction, when the total variation is 60° or more and less than 180° and the wind speed is less than 3 kt or when the total variation is 180° or more (thunderstorm at the aerodrome).\n02010KT 350V070\n\n\n0700\nPrevailing\nPrevailing visibility = 700 metersVisibility is measured by instrumented systems at a height of 2.5 m above the runway or assessed at a height of approximately 5 m above the runway by a human observer and reported in meters. Visibility of 10 km or more reported as 9999. Reported visibilities are representative of the aerodrome.Prevailing visibility is a greatest visibility value, which is reached within at least half of the surface of the aerodrome. These areas could comprise contiguous or non-contiguous sectors. Prevailing visibility can be calculated by instrumented systems only. Human observer can assess and reported only minimum visibility at the aerodrome.\n0050 0250 3500 5000 9999\n\n\n0550SE\nMinimum visibility anddirection of the minimum visibility, when observed\nLowest visibility = 550 meters in general direction to South-EastLowest visibility is indicated together with prevailing visibility when different from the prevailing visibility, and 1) less than 1 500 m or 2) less than 50 per cent of the prevailing visibility and less than 5 000 m. When it possible, its general direction reported in relation to the aerodrome reference point indicated by reference to one of the eight points of the compass.When the visibility is fluctuating rapidly, and the prevailing visibility cannot be determined, only the lowest visibility should be reported, with no indication of direction.\n2100 1200NE 0700 0550SE\n\n\nR08/1000U\nRunaway Visual Range (RVR)\nRunway visual range on the runway 08 is 1000 meters with upward tendencyRunway visual range (RVR) is the range over which the pilot of an aircraft on the centre line of a runway can see the runway surface markings or the lights delineating the runway or identifying its centre line. The runway visual range is reported in meters throughout periods when either the visibility or the runway visual range is less than 1 500 m.When the variation of the runway visual range values shows an upward or downward tendency, this is indicated by the abbreviation “U” or “D”, respectively. When actual fluctuations during the 10-minute period show no distinct tendency, this is indicated using the abbreviation “N”. Human observer can't assess and reported RVR.\nR08/0400N R27/0250 R26/0900D R26/1400 R09/M0050 R26/P2000N R27/1200U\n\n\nDZ FG\nPresent weather (weather phenomena)\nPresent weather: drizzle and fogThe following present weather phenomena are reported when it’s are representative of conditions at the aerodrome: rain, drizzle, snow and freezing precipitation (including intensity thereof), haze, mist, fog, freezing fog and thunderstorms (including thunderstorms in the vicinity). The relevant intensity or, as appropriate, the proximity to the aerodrome of the reported present weather phenomena are indicated as follows:Light “—“, Moderate – no indication, Heavy “+”, Vicinity “VC”\nRA HZ VCFG+TSRA FG VCSH+DZ VA VCTS–SN MIFG VCBLSN+TSRASN–SNRADZ FG+SHSN BLSN\n\n\nSCT010 OVC020\nCloud amount andheight of cloud base orvertical visibility, when observed and measuredNil significant clouds, when applicableCloud type – for CB or TCU only\nCloud amount: first layer is scattered (3-4 eighths cloud coverage) with height of cloud base of 1000 feet AGL, next layer is overcast – (8 eighths cloud coverage) with height of cloud base of 2000 feet AGL.Cloud amount, cloud type and height of cloud base are reported as necessary to describe the clouds of operational significance. When the sky is obscured, vertical visibility are reported, where measured, in lieu of cloud amount, cloud type and height of cloud base. The height of cloud base and vertical visibility are reported in feet. Cloud observations for METAR are representative of the aerodrome and its vicinity. For cloud amount reporting using the abbreviations “FEW” (1 to 2 oktas), “SCT” (3 to 4 oktas), “BKN” (5 to 7 oktas) or “OVC” (8 oktas). Cumulonimbus clouds and towering cumulus is indicated as “CB” and “TCU”, respectively.\nFEW015VV005OVC030NSCSCT010OVC020BKN009TCUSCT008 BKN025CB\n\n\n\n\nVertical visibility is measured and reporting when the sky is obscured and appropriate measuring systems are available at the aerodrome. Vertical visibility are reported in steps of 100 ft up to 2 000 ft.\nVV003\n\n\n\n\nIf there are no clouds of operational significance and no restriction on vertical visibility but the abbreviation “CAVOK” is not appropriate, the abbreviation “NSC” is used.\nNSC\n\n\n\n\nWhen the following conditions occur simultaneously at the time of observation:a) visibility, 10 km or moreb) no cloud of operational significancec) no weather of significance to aviationthe information on visibility, runway visual range, present weather and cloud amount, cloud type and height of cloud base is replaced in all meteorological reports by the term “CAVOK” ( Ceiling And Visibility OK)\nCAVOK\n\n\n04/03\nAir temperature and dew point temperature\n04 is the air temperature in degrees Celsius, 03 is the dew point in degrees CelsiusAir temperature and the dew-point temperature is reported in steps of whole degrees Celsius. Any observed value which does not fit the reporting scale in are rounded to the nearest whole degree Celsius, with observed values involving 0.5° rounded up to the next higher whole degree Celsius. Temperatures below 0°C are identified by letter \"M\".\n14/08 03/M00M05/M11\n\n\nQ1012\nPressure value QNH\nQ1012 represents a current altimeter setting of 1012 hPa or 1012 mbPressure reduced to sea level in hPa QNH (Q-codes ICAO) is computed from aerodrome atmospheric pressure in tenths of hectopascals and reported in steps of whole hectopascals, using four digits. Any observed value which does not fit the reporting scale in use shall be rounded down to the nearest lower whole hectopascal. If set on the subscale of altimeter to read of QNH, the instrument would indicate its elevation above see level when aircraft were on the ground at aerodrome.\nQ1016 Q0956\n\n\nRESHRA REFZDZ\nRecent weather – optional group\nRESHRA REFZDZ - recent shower rain and recent freezing drizzleThe recent weather phenomena, i.e. weather phenomena observed at the aerodrome during the period since the last issued routine report, but not at the time of observation are reported in the supplementary information:- freezing precipitation- moderate or heavy precipitation (including showers thereof)- blowing snow- duststorm- thunderstorm- funnel cloud- volcanic ash- wind shear.\nREFZRARETSRAWS R08WS ALL RWY\n\n\nR26/190060\nState of the runway\nR26/190060 - state of the runway 26Note. Until 4 November 2020 only in METAR are included in the supplementary information on the state of the runway provided by the appropriate airport authority.\nR26/590155\n\n\nBECMG FM0900 9999 NSW=\nLanding forecasts TREND\nbecoming from 09:00 UTC visibility 10 kilometers or more, no significant weatherA landing forecast in the form of a trend forecast are intended to meet the requirements of local users and of aircraft within about one hour’s flying time from the aerodrome.Trend forecasts are consist of a concise statement of the expected significant changes in the meteorological conditions at that aerodrome. The period of validity of a trend forecast are 2 hours from the time of the METAR which forms part of the landing forecast.\nTEMPO 2000 BR BKN004=TEMPO 3000 SHRA BKN005=BECMG FM1030 TL1130 CAVOK =\n\n\n\n\nWhen no change is expected to occur, this shall be indicated by the term “NOSIG” (no significant changes are forecast)\nNOSIG=\n\n\n\n"},"meteo/codification.html":{"url":"meteo/codification.html","title":"Aerodrome Report","keywords":"","body":"Report Type\n\n\n\nCode\nMeaning\n\n\n\n\nMETAR\nPeriodic or routine report, generated once an hour or half hour.\n\n\nSPECI\nSpecial report issued when conditions have significantly changed.\n\n\n\nSpeed Unit\n\n\n\nCode\nMeaning\n\n\n\n\nKT\nKnots\n\n\nMPS\nMetres per second\n\n\nKMH\nKilometres per hour\n\n\n\nLength Unit\n\n\n\nCode\nMeaning\n\n\n\n\nMetre\nMetre, standard unit\n\n\nFoot\nFoot, used by FAA for RVR\n\n\nMile\nMile, more formally statute mile, used by FAA\n\n\n\nWind Variable Direction\n\n\n\nField\nExplanation\n\n\n\n\nwvdLeft\nThe left extreme of the wind direction in degrees.\n\n\nwvdRight\nThe right extreme of the wind direction in degrees.\n\n\n\nWind Speed\n\n\n\nField\nExplanation\n\n\n\n\nwsUnit\nWind speed unit\n\n\nwsValue\nValue of the wind speed in the unit.\n\n\n\nWind\n\n\n\nField\nExplanation\n\n\n\n\nwDirection\nMean true direction in degrees rounded off to the nearest 10 degrees from which the wind is blowing, when absent the direction is variable.\n\n\nwSpeed\nMean speed of the wind over the 10-minute period immediately preceding the observation.\n\n\nwGust\nMaximum gust wind speed if relevant.\n\n\nwVariation\nVariable wind direction if relevant.\n\n\n\nVisibility Tendency\n\n\n\nCode\nMeaning\n\n\n\n\nDown\nVisibility is decreasing.\n\n\nUp\nVisibility is increasing.\n\n\nNoChange\nNo significant change in visibility.\n\n\n\nVisibility Distance\n\n\n\nField\nExplanation\n\n\n\n\nvdUnit\nDistance unit\n\n\nvdValue\nDistance value in the unit.\n\n\nvdFraction\nDistance fraction in the unit, e.g., (1, 4) for a 1/4.\n\n\n\nRunway Designator\n\n\n\nField\nExplanation\n\n\n\n\nRunwayDesignator\nRunway designator, 2 digits possibly appended with L(eft), C(entral), or R(ight) for parallel runways.\n\n\n\nExtreme RVR\n\n\n\nCode\nMeaning\n\n\n\n\nLower\nIndicates an extreme lower value of runway visual range.\n\n\nHigher\nIndicates an extreme higher value of runway visual range.\n\n\n\nRunway Visual Range\n\n\n\nField\nExplanation\n\n\n\n\nrvrDesignator\nRunway designator.\n\n\nrvrMeanVisibility\nMean visibility in meters.\n\n\nrvrOutsideMeasuringRange\nPresent only if the RVR values are outside the measuring range of the observing system.\n\n\nrvrVisibilityTendency\nVisibility tendency.\n\n\n\nVisibility\n\n\n\nField\nExplanation\n\n\n\n\nvPrevailing\nPrevailing horizontal visibility in meters; 9999 indicates visibility over 10 km.\n\n\nvLowest\nLowest visibility if reported.\n\n\nvLowestDirection\nDirection of the lowest visibility.\n\n\nvRunways\nVisual range for each runway.\n\n\n\nWeather Qualifier\n\n\n\nCode\nMeaning\n\n\n\n\nLightWeather\nLight weather.\n\n\nHeavyWeather\nHeavy weather.\n\n\nInVicinityWeather\nIn vicinity, i.e., not on location but within 8000 m.\n\n\n\nWeather Descriptor\n\n\n\nCode\nMeaning\n\n\n\n\nShallow\n\n\n\nPatches\n\n\n\nPartial\n\n\n\nDrifting\n\n\n\nBlowing\n\n\n\nShowers\n\n\n\nThunderstorm\n\n\n\nFreezing\n\n\n\nWeather Phenomenon\n\n\n\nCode\nMeaning\n\n\n\n\nDrizzle\n\n\n\nRain\n\n\n\nSnow\n\n\n\nSnowGrains\n\n\n\nIceCrystals\n\n\n\nIcePellets\n\n\n\nHail\n\n\n\nSmallHail\n\n\n\nUnknownPrecipitation\n\n\n\nMist\nVisibility > 1000 m.\n\n\nFog\nVisibility \n\n\nSmoke\n\n\n\nVolcanicAsh\n\n\n\nWidespreadDust\n\n\n\nSand\n\n\n\nHaze\n\n\n\nSpray\n\n\n\nDust\nWell-developed dust/sand whirls.\n\n\nSquall\n\n\n\nFunnelCloud\nTornado, waterspout are always +FC, i.e., heavy FunnelCloud.\n\n\nSandstorm\n\n\n\nDustStorm\n\n\n\nCloud Type\n\n\n\nCode\nMeaning\n\n\n\n\nCumulonimbus\n\n\n\nToweringCumulus\n\n\n\nCloud Amount Type\n\n\n\nCode\nMeaning\n\n\n\n\nFew\nFew amount of clouds.\n\n\nScattered\nScattered amount of clouds.\n\n\nBroken\nBroken amount of clouds.\n\n\nOvercast\nOvercast amount of clouds.\n\n\n\nCloud Amount\n\n\n\nField\nExplanation\n\n\n\n\ncaType\nType of cloud amount.\n\n\ncaHeight\nHeight of cloud base in hundreds of feet.\n\n\nclType\nType of clouds if relevant.\n\n\n\nVertical Visibility\n\n\n\nField\nExplanation\n\n\n\n\nvvExtent\nExtent of vertical visibility in hundreds of feet above field elevation.\n\n\n\nNo Cloud Observed\n\n\n\nCode\nMeaning\n\n\n\n\nNoCloudBelow1500\nNo clouds observed below 1500 feet.\n\n\nNoCloudBelow3600\nNo clouds observed below 3600 feet.\n\n\nSkyClear\nSky clear; no clouds observed.\n\n\n\nClouds\n\n\n\nVariant\nExplanation\n\n\n\n\nCloudAmounts\nCloud amount observations.\n\n\nObscuredSky\nObscured sky observations.\n\n\nNoneObserved\nNo clouds observed conditions.\n\n\n\nPressure Unit\n\n\n\nCode\nMeaning\n\n\n\n\nHpa\nhPa (standard).\n\n\nInchesHg\ninches of mercury (US)\n\n\n\nPressure\n\n\n\nField\nExplanation\n\n\n\n\npUnit\nPressure unit.\n\n\npValue\nPressure value.\n\n\n\nReport Modifiers\n\n\n\nField\nExplanation\n\n\n\n\nreportCorrected\nWhether the report was corrected.\n\n\nreportAuto\nWhether the report contains fully automated observations without human intervention.\n\n\nreportMissed\nWhether the report corresponds to a missing report.\n\n\n\nAerodrome Report\n\n\n\nField\nExplanation\n\n\n\n\nreportType\nType of the report.\n\n\nreportModifiers\nModifiers (cor, auto, nil).\n\n\nreportStation\nICAO code for the observing station (an aerodrome).\n\n\nreportDate\nWhen the observation was made.\n\n\nreportWind\nWind related observations.\n\n\nreportVisibility\nVisibility related observations.\n\n\nreportWeather\nWeather related observations.\n\n\nreportClouds\nClouds related observations.\n\n\nreportTemperature\nTemperature rounded to nearest whole degree Celsius.\n\n\nreportDewPoint\nDew point rounded to nearest whole degree Celsius.\n\n\nreportPressure\nMean sea level pressure (“QNH”).\n\n\nreportRemarks\nReport components and miscellaneous abbreviations.\n\n\n\nWeather Descriptor\n\n\n\nCode\nMeaning\n\n\n\n\nMI\nShallow\n\n\nBC\nPatches\n\n\nPR\nPartial\n\n\nDR\nDrifting\n\n\nBL\nBlowing\n\n\nSH\nShowers\n\n\nTS\nThunderstorm\n\n\nFZ\nFreezing\n\n\n\nWeather Phenomenon\n\n\n\nCode\nMeaning\n\n\n\n\nDZ\nDrizzle\n\n\nRA\nRain\n\n\nSN\nSnow\n\n\nSG\nSnowGrains\n\n\nIC\nIceCrystals\n\n\nPL\nIcePellets\n\n\nGR\nHail\n\n\nGS\nSmallHail\n\n\nUP\nUnknownPrecipitation\n\n\nBR\nMist\n\n\nFG\nFog\n\n\nFU\nSmoke\n\n\nVA\nVolcanicAsh\n\n\nDU\nWidespreadDust\n\n\nSA\nSand\n\n\nHZ\nHaze\n\n\nPY\nSpray\n\n\nPO\nDust\n\n\nSQ\nSquall\n\n\nFC\nFunnelCloud\n\n\nSS\nSandstorm\n\n\nDS\nDustStorm\n\n\n\nClarity Sky\n\n\n\nCode\nMeaning\n\n\n\n\nNSC\nNoneObserved NoCloudBelow1500\n\n\nNCD\nNoneObserved SkyClear\n\n\nCLR\nNoneObserved NoCloudBelow3600\n\n\nSKC\nNoneObserved SkyClear\n\n\n\n"}}}
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Docs","keywords":"","body":"VATSIM Docs\n\nCode of Conduct\nCode of Conduct - Companion\n\nGlobal Rating Policy (will be canceled by March 1st, 2024, 0000 UTC)\n\nGlobal Controller Administration Policy (effective March 1st, 2024, 0001 UTC)\nTransfer and Visiting Controllers Policy\n\nCode of Regulations\n\nUser Agreement\nData Protection Policy\nSafe Guarding Minors\n\nApproved Software\n\nRestricted Call signs\n\nVATSIM Forum\n\nmyVATSIM\n\n\n"},"training/CAREER.html":{"url":"training/CAREER.html","title":"Career","keywords":"","body":"ATC CAREER PROCEDURE\n\nEffective: 26 JAN 2023 (AIRAC 2301)\n\nApproved by:George Enciu, vACC Director\n\n1. Introduction\nThe purpose for this document is to regulate how users, hereinafter referred to as Student, can advance between ratings and how the members of the Training department of the Subdivision, hereinafter referred to as VATSIM Romania or ROvACC, are chosen.\nThis document is addressed to VATSIM users who wish to become virtual Air Traffic Control Officers within ROvACC, the subdivision of VATSIM that manage the virtual airspaces of Romania (Bucharest FIR) and Moldova (Chisinau FIR).\n\n2. General Rules\n2.1. Any user of VATSIM which seeks to control within VATSIM Romania must have a minimum knowledge level of English, both written and spoken.\n2.2. The user who wants to become a virtual ATC in VATSIM Romania must be a local member of our vACC.\n2.3. If a student fails a theoretical ATSIMTEST exam, the student must retake it as follows in the table below. If the second test fails, the student must redo the training process.\n\n \n Rating\n \n 2nd attempt\n \n \n \n S1\n \n 1 week\n \n \n \n S2\n \n 2 weeks\n \n \n \n S3\n \n 3 weeks\n \n \n \n C1\n \n 1 month\n \n \n\n\n\n2.4. If a student fails the practical examination (CPT) another one can be taken in 2 weeks from the initial one. In case of another failure, the third one will be taken in one month from the second one.\n2.5. The student will be assigned to a mentor based on the current availability and load of active mentors.\n2.6. The student and mentor will work a schedule for the training according to the student and mentor’s available time.\n2.7. At least one session every two weeks (14 days) is mandatory, otherwise, the student is considered inactive. \\\nException: The student must inform ATC Department when they are not available for training, when the period of time exceeds two calendar weeks.\n2.8. It is mandatory that between two consecutive training sessions there should be at least two days off so that the new information can be fixed.\n2.9. Non-participating without prior notice on the part of the Student in two training sessions results in an investigation initiated by the Training Department and after the third repetition, this can become a subject to end of the training process.\n2.10. From the moment a student is informed that a mentor has been assigned, the Student has 3 weeks to contact their mentor to schedule a session. If the student fails to contract their Mentor during the stated period the student's training process is cancelled.\n2.11. Not contacting the mentor for an absence of more than 6 weeks determines the withdrawal of the training process, and its renewal constitutes the resumption of the entire process.\n2.12. During the SOLO validation, the student is not allowed to control other positions for the current training rating than the assigned one. \\\nException: the students allowed to control LROP_GND (Otopeni Ground) under SOLO GND validation can also connect on LROP_DEL (Otopeni Delivery).\n2.13. The vACC will consider the number of planes controlled in the required controller hours when advancing to the next phase.\n2.14. SOLO validation will be performed by the Training Director, vACC Director or any other approved mentor that was not involved in training the student.\n\n3. Training Timeline\n3.1. Tower Trainee (S1) – Delivery / Ground Controller\n3.1.1. The student must complete a minimum of 6 Sweatbox sessions in order to be allowed to request the S1 ATSIMTEST theoretical exam.\n3.1.2. After the student passes the S1 ATSIMTEST and receives the S1 rating, the mentor is allowed to issue a SOLO DEL validation for Delivery position.\n3.1.3. The student must complete at least 5 useful hours as SOLO DEL online before connecting online under Mentor’s supervision on Ground position.\n3.1.4. The student must pass the solo validation in order to be granted SOLO GND status in ROvACC.\n3.1.5. The SOLO GND status is valid for 90 days.\n3.1.6. The average training time is 4 weeks.\n3.2. Tower Controller (S2)\n3.2.1. Any S1 member needs to complete at least 25 hours during a period of at least 14 days after receiving the SOLO GND status in order to request to move to the next training phase and request S2 ATSIMTEST.\n3.2.2. After the student passes the S2 ATSIMTEST, a mentor is allowed to start the theoretical and practical training with the student. They are required to complete at least 6 Sweatbox sessions before the mentor is allowed to connect with the student online under the supervision of the Mentor.\n3.2.3. The student must pass the solo validation in order to be granted SOLO TWR status in ROvACC.\n3.2.4. The SOLO TWR status is valid for 90 days.\n3.2.5. The student must complete at least 50 hours during a period of at least 21 days after achieving SOLO TWR in order to request the Controller Practical test (S2 CPT).\n3.2.6. In order to control any other control positions allowed by the current rating, the controller should complete at least one theoretical session in order to connect on the position. (see table at paragraph 6.)\n3.2.7. The average training time is 4 weeks.\n3.3. Radar Controller (S3) – Approach / Departure Controller\n3.3.1. Any S2 member needs to complete at least 75 hours of VATSIM control during a period of 30 days in order to request to move to the S3 training phase and request the S3 ATSIMTEST.\n3.3.2. After the student passes the S3 ATSIMTEST, a mentor is allowed to start the theoretical and practical training with the student. They are required to complete at least 6 Sweatbox sessions before the mentor is allowed to connect with the student online under the supervision of the Mentor.\n3.3.3. The student must pass the solo validation in order to be granted SOLO APP status in ROvACC.\n3.3.4. The SOLO APP status is valid for 90 days.\n3.3.5. The student must complete at least 75 hours during a period of at least 45 days after achieving the SOLO APP status in order to request the Controller Practical Test (S3 CPT).\n3.3.6. In order to control any other control positions allowed by the current rating, the controller should complete at least one theoretical session in order to connect on the position. (see table at paragraph 6.)\n3.3.7. The average training time is 4 weeks.\n3.4. Radar Controller (C1) – Center Controller\n3.4.1. Any S3 member needs to complete at least 120 hours of VATSIM control during a period of two calendar months (60 days) in order to request to move to the C1 training phase.\n3.4.2. The student must complete the initial theoretical training in order to request the C1 ATSIMTEST.\n3.4.3. The student must pass the C1 ATSIMTEST in order to start the practical training online under the supervision of the Mentor.\n3.4.4. The student must complete a minimum 5 mentored live training sessions in order to be granted SOLO ACC status in ROvACC.\n3.4.5. The SOLO ACC status is valid for 90 days.\n3.4.6. The student must complete at least 100 hours during a period of at least 45 days after achieving SOLO ACC status in order to request the Controller Practical Test (C1 CPT).\n3.4.7. In order to control any other control positions allowed by the current rating, the controller should complete at least one theoretical session in order to connect on the position. (see table at paragraph 6.)\n3.4.8. The average training time is 3 weeks.\n\n4. Mentorship\n4.1. Any ROvACC member with a rating of at least S2 can become a mentor in the Training Department.\n4.2. Naming members is done entirely at the discretion of the Training Director or the vACC Director.\n4.3. Only the designated mentors will conduct training activities with the students.\n4.4. No other mentor shall conduct any kind of training activities with other students other than their own, unless approved by the primary mentor, the Training Director or the vACC Director.\n4.5. We expect mentors not to share personal data or student status outside of vACC Staff Members: vACC Director, Training Director and their deputies. Any unauthorised distribution is subject to the Data Protection and Handling Policy, available here.\n4.6. The mentors must give each student the opportunity to do at least one training session in two calendar weeks.\n4.7. Each mentor can have students as long as they can respect the rule from paragraph 4.6., but no more than 5 at once.\n\n5. Live sessions\n5.1. Students must connect using the main call sign of the control position for which they are training. (i.e. LROP_GND, LROP_TWR, LROP_APP, LRBB_L_CTR)\n5.2. Mentors will connect using one of the following possibilities:\n5.2.1. On the same control position to that of the student using the X in the middle. (i.e. LROP_X_GND, LROP_X_TWR, LROP_X_APP)\n5.2.2. If the traffic flow allows, we accept Mentors to connect on a higher position where they can monitor their Students.\n5.3. Students will manually add themselves to EuroScope before connecting on line 3 or 4 of the ATIS Controller:Mentored by ICAO_X_POS.\n5.4. Mentors will manually add themselves to EuroScope before connecting on line 3 or 4 of the ATIS Controller: \nMentoring ICAO_POS.\n\n6. Allowed positions per rating\n\n \n S1\n \n S2\n \n S3\n \n C1\n \n \n \n LROP_DEL\n \n S1+\n \n S2+\n \n S3+\n \n \n \n LROP_GND\n \n LRBS_GND\n \n LRCL_APP\n \n LRBB_A_CTR\n \n \n \n LROP_TWR\n \n LRBS_TWR\n \n LRCK_APP\n \n LRBB_N_CTR\n \n \n \n \n \n LRCL_TWR\n \n LRAR_APP\n \n LRBB_U_CTR\n \n \n \n \n \n LRTM_TWR\n \n LUKK_APP\n \n LUUU_CTR \n \n \n \n \n \n LRSB_TWR\n \n LRBC_TWR\n \n \n \n \n \n \n \n LRCK_TWR\n \n LRSV_TWR\n \n \n \n \n \n \n \n LRAR_TWR\n \n LRIA_TWR\n \n \n \n \n \n \n \n LRTR_GND\n \n LRSM_TWR\n \n \n \n \n \n \n \n LRTR_TWR\n \n LRBM_TWR\n \n \n \n \n \n \n \n LUKK_GND\n \n LRCV_TWR\n \n \n \n \n \n \n \n LUKK_TWR\n \n LROD_TWR\n \n \n \n \n \n \n \n LROP_APP\n \n LRTC_TWR\n \n \n \n \n \n \n \n \n \n LRBV_TWR\n \n \n \n \n \n \n \n \n \n LRBB_L_CTR\n \n \n \n \n\n\n\n7. Version Control\n\n \n Developed by\n \n Version / Changed Data\n \n Changes\n \n \n \n Teodor G Petrică\n \n 2.0 / AIRAC 2301\n \n Rewrite and new format\n \n \n \n George Enciu\n \n 1.x\n \n Initial versions\n \n \n"},"training/DELIVERY.html":{"url":"training/DELIVERY.html","title":"S1 - Delivery","keywords":"","body":"DELIVERY CONTROLLER\n\nApproved by George Enciu, vACC Director\n\nCreated by Teodor G Petrică, OPS\n\n1. Position overview\nThe Delivery position is the first ATC position that a pilot usually interacts with when preparing to fly. Some airports do not have a dedicated position for Delivery, its work being delegated to the Ground or Tower controller. \nIn the airspace of Romania, the only such position is at Henri Coanda International Airport, Bucharest - Otopeni. Although this training is specifically written for the Delivery control position, all this theory can also be used for the Ground or Tower control position, where there is no Delivery or Ground.\nThe main objective of the Delivery position is to issue Departure Clearances. These are used to give instructions to the pilots immediately after take-off until they reach the en-route system.\nThe Delivery controller (DEL) is the one who verifies the Flight Plan (FPL) - a document that the pilot files with VATSIM so ATC knows where the pilot intends to navigate their aircraft.\n\n\n\nLogin Call Sign\nCall sign\nFrequency\nID\n\n\n\n\nLROP_DEL\nOtopeni Clearance Delivery\n121.955\nDOP\n\n\n\n2. IFR Clearance\nClearance is the authorization by which the pilot is informed about the point to which the plane is authorised to fly, the runway for take-off, the route they will follow until the route system, the level or altitude at which they will initially or finally climb and a squawk code.\n2.1. Clearance limit\nClearance limit indicates the waypoint or airport to which the pilot is authorised to fly. It is important to mention that this limit is imposed by the type of flight plan that is submitted, specifically the Flight Rules field. Flight Rules is the field that indicates how the pilot will navigate their aircraft: either using the instruments (IFR - Instrument Flight Rules), or using landmarks, rivers, cities in sight, i.e. visually, with the terrain in sight throughout the flight (VFR - Visual Flight Rules), or a combination of the two.\nA Flight Plan can be submitted as IFR, but during the flight the pilot can decide to change the type of flight to VFR, in this case speaking of a Y Flight Plan. A YFR flight behaves like an IFR flight up to the point that delimits the IFR flight from the VFR flight. The second way in which a FPL can be filled is VFR, taking off from an airfield and after a period of time the Flight Rules change to IFR. This type of FPL is called a Z Flight Plan. So, a ZFR flight is a flight that takes off as VFR and ends its flight as IFR.\nWhy is it important?\nFlight Rules determine what the Clearance limit is. In the case of IFR the aircraft is authorised to the final destination, while in the case of YFR the aircraft is authorised to the last point where the aircraft flies IFR.\nIn phraseology, this limit clearance is authorised using the following phrases:\nThe aircraft is flying IFR:\nCLEARED TO CLUJ\nThe aircraft is flying IFR to BUKEL then VFR, so it’s YFR:\nCLEARED TO BUKEL\n2.2. Departure Procedure (SID)\nDeparture Procedure is a standard procedure that connects the runway to the en-route system, where the planes fly or climb towards the cruise phase. These routes are called SID (Standard Instrument Departure). These routes are the most common ways by which an aircraft can receive permission to fly in the terminal area or immediately after departure.\nTipically, a SID has as its last point the first point in the flight plan.\nSIDs are of two types: RNAV (area navigation) and standard. The difference between the two types is the way in which it is navigated: if in the first case, RNAV, we are talking about GPS navigation, with clearly established points that the aircraft follow in flight, in standard navigation, stations located on the ground, called navigation aids, are used through which the aircraft (and its systems) must identify at what distance it is from a certain aid and in which direction to fly in order to intercept certain predefined directions in the standard SID procedures.\nAs a conclusion, the major difference between the RNAV SID compared to the standard SID is the accuracy of the positioning of the aircraft in flight. That is why RNAV SID procedures are preferred in Romanian airspace where they exist. If RNAV SID are not available at an airport (such as LRCK), then standard procedures are used. \nHowever, there is an exception: in TMA Bucharest (LROP, LRBS) the standard procedures are suspended, so that aircraft that are not approved to fly RNAV cannot be authorised to fly standard SID. In such cases, we arrive at the second way in which a flight can be authorised to fly to the en-route system, namely using \"vectors for departure\".\nIn phraseology, this SID is attached to the take-off runway, if that SID is not uniquely used from a single runway.\nThe aircraft will take off from Otopeni from runway 08L via SOKRU1K SID:\nSOKRU1K DEPARTURE RUNWAY 08L\nThe aircraft will take off from Cluj from runway 25 via IRLOX1M:\nIRLOX1M DEPARTURE\nNote: because LROP SID SOKRU1K is a SID from both 08L and 08R, naming the runway is mandatory; but in Cluj, IRLOX1M is a procedure used only from runway 25, which means that the explicit read is not mandatory, but it is recommended.\n2.3. Vectors\nAs mentioned before, an aircraft that cannot fly RNAV in areas where there are no standard procedures or they are suspended will receive \"vectors for departure\" clearance. However, there could be other reasons why an aircraft could be authorised in this way, for example, aircraft that do not intend to join the en-route system, that fly local or that make training flights, i.e. those that will fly local and they will land or practice approach procedures to the runway in service.\nIf the DEL controller does not find a suitable SID for the flight (according to the Flight Plan), they must coordinate instructions with the APP or ACC unit above.\nLROP_DEL: Approach, Otopeni Delivery\nLROP_APP: Go ahead\nLROP_DEL: ROT123, request vectors for departure for IFR to Baneasa.\nLROP_APP: Released, on runway heading, climb 4000 ft\nNotes: since the aircraft takes off from Otopeni and flies to Baneasa, an airport located in the same TMA and at a very short distance, a SID cannot be assigned. In this case, the DEL controller coordinates with LROP_APP (Bucharest Approach) the departure instructions which, later, the DEL controller will include in the clearance of the aircraft.\nIf the APP or ACC unit is not online, this coordination will not take place, and the pilot will receive instructions from the DEL Controller as follows:\nAFTER DEPARTURE, FLY AT OWN DISCRETION\n2.4. Initial Climb Clearance\nInitial Climb Clearance is the altitude (measured in feet) or flight level (measured in hundreds of feet) to which the aircraft is authorised to climb. As a general rule, according to the semicircular flight rule in Romania and Moldova, aircraft flying westbound will fly at an EVEN level, and those flying eastbound will fly at an ODD level, unless other procedures are in place.\nThe maximum authorised level that a Controller lower in position than ACC can authorise is FL280 (westbound) and FL270 (eastbound).\nAs a general rule, for separation, two planes flying on the same SID and taking off one after the other will receive a different flight level clearance: the first will receive a maximum of FL280 (westbound) and FL270 (eastbound), if no other local procedures exist, and the second plane will be cleared to climb 2000 ft lower than the first. This rule is applied for each individual SID, i.e. for each traffic flow.\nA practical example: flights from LROP via SOKRU and via BUKEL. The first plane flying to SOKRU climbs to FL280, the second plane flying to SOKRU climbs to FL260, the third plane flying to SOKRU climbs to FL240 and so on. After that, the first plane flying towards BUKEL (being another flow) will climb to FL280, the second towards BUKEL will climb to FL260 and so on. \nAn aircraft might have the final requested level less than FL280 or FL270. This means, you will not clear the traffic to climb further than requested in the Flight Plan.\nAn already used flight level becomes available when the aircraft to which that level was assigned no longer appears in the Departure List, i.e. it has departed.\nIt should be noted that during the initial climb authorization (at clearance), the flight level or the altitude to which the pilot is cleared to climb must not exceed the flight level or the altitude that the pilot intends to maintain during the cruise phase of the flight.\nIn phraseology, there are two phrases used to authorize an aircraft to climb to a certain altitude or flight level.\nThe first, when there are no speed or altitude restrictions between two points on that SID:\nCLIMB FL280\nAnd the second, when there is at least one speed or altitude restriction in the SID:\nCLIMB VIA SID FL280\n2.5. Transponder Code\nThe transponder is a device installed in the plane used to identify the aircraft and correlate the target with the flight plan. What you need to know about the transponder is that aircraft are required to use it in controlled airspace and that it can be operated in 3 modes.\nFunctionality of the transponder: the pilot of the aircraft set a code in the transponder, a code that is transmitted to the radar, the radar identifies a position from where a signal is emitted and is transmitted to the CWP (controller work position), where ATC is tasked with identifying the aircraft that displays a certain code and link or correlate the target on the screen with the flight plan related to that aircraft. As a DEL controller, your job is not to identify the aircraft on the radar because you work in a non-radar environment, but only to instruct the pilot to set a certain transponder code.\nThere are 4 operating modes of the transponder:\n\nSTBY (stand-by): transponder is off; no signal is send to the radar\nModeA: only the current position is send to the radar\nModeC: the current position and altitude is send to the radar\nModeS: is the most complex mode, because in addition to ModeC's transmission capability, ModeS can also transmit other data about the aircraft, such as indicated air speed, mach number or fuel on board.\n Note: In addition to the previously mentioned, a ModeS transponder has the ability to automatically correlate the target with the FPL, which means that it is not necessary to use an unique code compared to other aircraft. Thus, capable aircraft will be assigned squawk code 1000.\n\n\nIn Romanian airspace, aircraft flying in controlled airspace are required to use a ModeC transponder and use it in ON mode the entire time the aircraft is moving, whether on the apron, taxiway, runway or in the air.\nIn phraseology, the allocation of the squawk code is done using the following phrase:\nSQUAWK 2710 (squawk two seven one zero)\nSQUAWK 1000 (squawk one thousand)\nNote: squawk codes are codes of 4-digits in base-8. This means that each digit is 0...7 inclusive.\nNote: the code is automatically given by EuroScope for IFR flights after pressing the mouse left button in the ASSR column, and for VFR flights, 67xx codes are set manually.\n2.6. VFR Clearance\n1. VFR traffic pattern\nVFR traffic pattern is the flight that is performed around a runway, being the simplest training for new pilots, but also a maintenance exercise for old pilots, consisting of a \"rectangle\" around the runway, through which the pilot practices take-off, four 90 degree turns on the same side (named hands) and a landing.\nFor this type of flight, ATC DEL is responsible to transmit to the pilot the runway from which they will take off and execute the traffic pattern, the direction they will turn (left or right), the altitude to climb to, as well as a squawk code.\n2. Cross country flight\nA cross-country flight means that an aircraft takes off from point A and lands at point B. Most of the time, such a flight crosses several controlled airspaces where there are reporting points. If the flight takes off from a controlled airspace, ATC DEL shall clear the aircraft to exit the controlled airspace or the control zone of the departure aerodrome via a designated waypoint.\n3. Work with EuroScope\n\nDeparture List is the most representative list that the DEL Controller uses because it contains all the necessary information for ATC DEL to be able to read the clearance.\nLet’s decode the list columns:\n\n\n\nColumn\nMeaning\nLeft click\nRight click\n\n\n\n\nDS\ndeparture stand\nopen stand menu\n-\n\n\nk\nclearance checkbox\nset clearance received flag\nopen PDC window\n\n\nFR\nflight rules\n-\n-\n\n\nC/S\ncall sign\nopen handoff popup menu\ntoggle route draw\n\n\nRWY\ndeparture runway\nopen RWY setup popup list\n-\n\n\nSID\nstandard instrument departure identificator\nopen SID setup popup list\n-\n\n\nCFL\ncleared flight level\nopen temporary altitude popup list\n-\n\n\nTYPE\naircraft type (ICAO code), followed by the wake category letter\n-\n-\n\n\nT\ntransponder capability: A stands for ModeA/C, S stands for ModeS\n-\n-\n\n\nASSR\nassigned squawk code\nauto assign squawk\nopen SQUAWK popup list\n\n\nADEP\ndeparture aerodrome (ICAO code)\nopen FPL dialog box\n-\n\n\nADES\ndestination airport (ICAO code)\n-\n-\n\n\nRFL\nrequested or final level in the cruise phase of the flight\nOpen final altitude popup list\n-\n\n\nC\ntype of communication (/v - voice only, /r - the pilot can receive voice, but will reply via text, /t - text only)\nopen communication type popup\n-\n\n\nACST\naircraft status (or ground status)\nopen ground state menu\n-\n\n\n\n4. Examples\nAFR15ZF cleared to Paris via SOKRU1K DEPARTURE, runway 08L, climb FL280, squawk 3201.\nDLH6YA cleared to Muenchen, via SOKRU1K DEPARTURE, runway 08L, climb FL260, squawk 1717.\nKLM38W cleared to Amsterdam, via SOKRU1K DEPARTURE, runway 08L, climb FL240, squawk 2122.\nWZZ49YH cleared to LIRN via POLUN1K DEPARTURE, runway 08L, climb FL280, squawk 7503.\nT7BGD cleared to Frankfurt, via SOKRU1K DEPARTURE, runway 08L, climb FL220, squawk 2123.\nIMX802F cleared to Malmo, via BUKEL1K DEPARTURE, runway 08L, climb FL 240, squawk 3257.\n5. DCL (Departure Clearance)\n5.1. How to connect to DCL?\nFirst of all you need a Hoopie token. In order to get a token you should request one here on Hoppie page. Follow the steps on the page before proceeding further.\n5.2. Login in TopSky\n\nTopSky Menu >> Setup >> CPDLC Setting...\nLogin code is a 4 letter based code. If you are connecting DCL/PDC only, the logon code should be the ICAO designator code of the airport you are controlling.\nFor example, if you are connecting DCL at Otopeni, the code should be LROP.\nLogon code is your Hoppie token. \nMake sure that the DCL/PDC check box has true value. In the image above, all check boxes are set to true.\nTo connect you should press the Connect button. The Connect button is available in the menu, only when you are online, connected on VATSIM.\nNote: This function shall be used only when the controller is online on VATSIM. This function shall not be used or tested while connected on any Sweatbox servers.\n5.3. Extra list for free text messages\nIf a pilot decide to send a DCL request with an additional message, you, as controller are able to see it in the CPDLC Current Message Window. To activate it, in the TopSky menu >> Tools >> CPDLC >> Current Messages...\nIn general, this kind of extra messages are put by the pilot as a greeting or as a special request when filling the DCL.\n5.4. DCL request in Departure List\nA DCL request will appear as an R in the k column of the departure list. If the R is read, this means that the pilot put an additional text in the DCL request. You can read this additional message in the CPDLC Current Message Window.\nTo send the DCL, right click on the R and check the data. If correct, you can send by clicking on the Send DCL button.\nAfter the pilot is replying, the clearance checkbox is automatically set to true.\n"},"training/GROUND.html":{"url":"training/GROUND.html","title":"S1 - Ground","keywords":"","body":"GROUND CONTROLLER\n\nApproved by George Enciu, vACC Director\n\nCreated by Teodor G Petrică, OPS\n\n1. Position overview\nIn this guide, we aim to define the role and service that the Ground controller (abbreviated as GND) has in aviation safety. If there is no Delivery control position at the respective airport, Ground is responsible for authorizing the flights as a DEL controller does.\nWhen we talk about the GND controller, this is the one that authorizes the aircraft to move on the taxiways and platforms (or aprons). \n\n\n\nLogin Call Sign\nCall sign\nFrequency\nID\n\n\n\n\nLROP_GND\nOtopeni Ground\n121.855\nGOP\n\n\n\n2. Push-back & Start up:\nThe first such movement is exiting the parking position, which is often done from behind. This means that the GND must authorize the aircraft to leave the parking position, the aircraft being pushed by a special machine, called Tug or Schof. The procedure is called Push-back. If this push-back can be executed in more than one way, often, the GND controller must inform the pilot about the direction in which the cockpit (the place where the pilots sit) is to be pointed after the push-back procedure is completed. For example: facing east\nIn general, the authorization to exit the parking position is done at the same time as the authorization to start the engines. This also comes with the information from the GND controller to the pilot about the local pressure (QNH) found in the latest MET report.\ne.g. push and start approved, QNH 1010\nIt should be mentioned that an aircraft performing the push-back procedure will block the taxiway it leaves for an average time of 4 minutes, during which time other aircraft operating in the area should wait. For this reason, if the maneuvering surface does not allow to bypass the adjacent traffic (through other taxiways), the push-back authorization must be done correctly, on time and only if there is no other traffic behind the aircraft.\nIf it is not possible to authorize an airplane to leave the parking position through a push-back procedure, this must be communicated to the pilot in command.\ne.g. standby, traffic behind or hold position due traffic\nAlso, an exit from the parking position can be conditional authorized, as in the following example: behind Airbus A320 passing left to right, push-back start up approved, QNH 1010 or behind propeller traffic, push-back approved, facing East, QNH 1010\nThere may be situations in which some aircraft (such as ATR) can start their engines in the parking position and perform a self push-back procedure carried out with the help of the engines, called power back. This procedure does not apply to the parking positions that are in the immediate vicinity of the terminal, due to possible safety problems that could arise during the Power back procedure.\nSome parking positions are specially created and defined as self maneuvering. This means that the pilot will receive from the GND controller the authorization to start engines on the parking position and will go taxiing towards the runway in the forward direction.\n3. Taxi\nAfter the push-back (and start-up) procedure have been completed, the aircraft is ready to taxi to the runway. The pilot will receive instructions from the GND controller regarding the final point to which they are authorized to taxi, as well as the taxiways to follow between the current position and the destination position. The current taxiway often appears in the taxi clearance, and if it is missing, it is mandatory that the aircraft in the forward direction intersects with the first cleared taxiway.\nIn general, the pilot is not authorized to leave the yellow centerline when taxiing on the maneuvering area of an airport. Deviations from this rule are clearly specified in the SOP/LOP for each airport or by ATC.\nThe final point to which an aircraft is authorized to taxi is often the holding point, the point at where the aircraft is before the safety strip of the runway and the point at which the GND controller transfers the communication to the Tower Controller.\ne.g. taxi to holding point runway 08L via C, N\ne.g. taxi to holding point G runway 08R via K, E, G\nIn certain situations, when the traffic flow is at a higher level, it is possible to authorize progressive taxi, or to authorize hold short points during the taxi.\ne.g. taxi to holding point A runway 08R via M, hold short E (this means the aircraft will stop before the intersection with TWY E on TWY M)\ne.g. taxi via J, K, hold short E (this means the aircraft will stop on TWY K before the intersection with TWY E)\n\nSolving of potential conflicts during taxi\n1. Hold position\nWhen used, hold position means that the aircraft shall stop immediately or as soon as possible. \n2. Hold short of\ne.g. hold short of I (this means the aircraft will stop before the intersection with taxiway I; the aircraft is not allowed to enter the intersection of the current taxiway with the TWY I)\nUsually, this instruction is used with give way to (described below).\n3. Give way to\ne.g. give way to Airbus A320 coming from right to left (the aircraft must stop and give priority to the Airbus A320 which is coming from right to left, then the aircraft can resume taxi).\n4. Handover\nTransfer of Communication must take place when:\n\nThe aircraft is approaching holding position.\n\nWhen the aircraft if conflict-free\n\nWhen you no longer have to give instructions to that aircraft.\n\n\nIf all these three points are met, then, you can say: CALLSIGN contact [ICAO_TWR] on [xxx.xxx].\n5. Ground Priorities\n5.1. Flight Rules Distinction\n\nAircraft operating under IFR conditions typically receive priority during taxi operations due to their reliance on precise navigation and air traffic control instructions. This ensures that IFR flights can adhere to their assigned departure or arrival procedures without unnecessary delays.\n\nVFR flights, unless categorized as emergency (EMG), do not have priority over IFR traffic on the ground. Ground control provides instructions to VFR flights, coordinating their movements to minimize potential conflicts with IFR operations.\n\n\n5.2. Departure (DEP) and Arrivals (ARR) Priorities\n\nDeparting flights continue to receive priority over arriving flights during taxi operations, ensuring a continuous flow of departures and minimizing congestion on runways and taxiways.\n\nArriving flights may be required to yield to departing aircraft, contributing to the efficient sequencing of movements on the ground.\n\n\n5.3. Aircraft Weight Turbulence Categories\n\nMedium and heavy aircraft are typically given priority over lighter aircraft during taxi operations. This is due to the larger turning and increased distances required for these larger aircraft to navigate on the ground.\n\nGround control may sequence movements to ensure that heavy aircraft have the necessary space and time to maneuver, minimizing potential conflicts with lighter traffic.\n\nWhile the Wake Turbulence Category (WTC) classifies aircraft based on size and weight, it may not comprehensively account for the broad range of performance variations, especially when comparing aircraft sharing similar WTC classifications. Larger aircraft, like the Airbus A320, featuring jet engines, generally have superior climb capabilities compared to smaller turbo shaft-powered counterparts such as the ATR 72-600. The heightened climb performance of jet-powered aircraft enables them to efficiently navigate through the departure area, reducing their ground time and mitigating the risk of congestion on taxiways and runways.\n\n\n5.4. Separation Standards\n\nGround control ensures that there is sufficient separation between taxiing aircraft to prevent collisions or conflicts. This separation takes into account the different speeds, sizes, and turning capabilities of the aircraft involved.\n\n5.5. Emergency and Priority Handling\n\nIn the case of emergency or priority situations, such as medical diversions, ground control may adjust the sequence of taxiing aircraft to accommodate these special cases and ensure a swift response.\n\n6. Coordination\nGND controller must inform TWR unit if an aircraft is taxiing to a holding point any other holding point that is not at the end of the departure runway.\n"},"training/STUDENT_2.html":{"url":"training/STUDENT_2.html","title":"S2 - Tower Controller","keywords":"","body":"TOWER CONTROLLER (STUDENT 2)\nPosition Overview\nTower is responsible for all take-offs and landings and gives\ninstructions to effect proper sequencing and separation of aircraft for\ndeparture. Tower decides which runways are being used for take-offs and\nlandings depending on wind direction etc. You are also responsible for\naircraft on the ground when they are on the runway or are about to cross\na runway. Landing aircraft are handed over to Ground as soon as they\nleave the runway (or sooner at tower’s discretion) Departing aircraft\nare handed over to the next controller when they leave your airspace.\nOtopeni Tower is responsible for all aircraft and ground vehicles\nmovements on the runways. The main objective of a Tower controller is to\nensure a safe departure and arrival for aircraft and also to get\naircraft on time and to make sure he helps at economy of the airlines.\nLocal authority has allocated two frequencies for Otopeni Tower. The\nmain one is using the callsign LROP_S_TWR and transmitting on the\nfrequency 120.900, and the second one is using the callsign LROP_N_TWR\nand transmitting on the frequency 121.850. For both positions the radio\ncallsign is the same: “Otopeni Tower”. The majority of the time only the\nmain frequency is opened (LROP_S_TWR) which control both runways on\nOtopeni airport. If LROP_N_TWR is online, it controls the north runway\n(08L/26R) and LROP_S_TWR will maintain control of the south runway\n(08R/26L). It is easy to remember the ownership of the positions because\nof callsign designators which are “S” from south and “N” from north.\nWhen you come online as Tower on VATSIM you have to select the active\nrunways from the “Active airport/runway selector dialog” in Euroscope.\nThe selection of active runways is depending by wind conditions\n(aircraft should always arrive and depart with a headwind), by NOTAM and\nalso by the expecting traffic. The preferred runways at LROP are 08L and\n08R which are both equipped with CAT III ILS approach in case of LVP and\nalso ensure a short taxi route for departing aircraft, and a short\napproach for aircraft which comes from west (the majority of them). So\nwhen the wind is calm and also even if there is a light wind favorable\nfor runway 26L/R (till 6-7kt) it is preferred to use runways 08L/R as\nactive. Regarding Euroscope’s tools you only have to select “DEPART”\nstatus in departure list just after you give takeoff clearance to an\naircraft. Also, as tower, you have to connect the Euroscope ATIS.\nYou should not forget about coordination with Approach before takeoff.\nIf the aircraft has already contacted you and you haven't coordinated\nwith the approach controller you must ask the aircraft to hold short of\nthe runway until this coordination has been completed. You cannot line\nup aircraft without coordination because it is possible to receive an\ninstruction from approach which the aircraft is not able to comply with,\nthis will cause the runway to be blocked. The holding point is the line\nbefore entry the runway which ensure the safety distance between\naircraft. You can also say hold short for an aircraft which will mean\nthat the aircraft will be stopped with the nose perpendicular to the\nrunway. Hold short is used only when you have to wait for other aircraft\nto vacate the runway or only when an aircraft with a small wingspan is\non final. Also, you will receive coordination reports from the Approach\ncontroller where you receive the arrival runway for each aircraft and\nthe estimate time that it is from final, this helps you and the Ground\ncontroller to manage the departing traffic efficiently.\nPriority is different from that of a ground controller. As tower,\npriority is given based on the aircraft's economy. The arrival aircraft\nwhich is on final have priority towards the departing aircraft which is\nwaiting at holding point. You have to be very convinced when you give a\ntake-off clearence when an aircraft is on final, because you can’t risk\na go-around for arriving aircraft. How i say before, economy of the\nairlines is the priority and an aircraft which is waiting at holding\npoint for few minutes will not use more fuel than an aircraft which is\ngoing-around and flying pattern to coming again on approach.\nBeside of runways you also have under control the CTR Otopeni which is\nan airspace with a semicircular shape centered on the airport, with\nsemicircular shape north of the airport because on south is bordering\nwith CTR Baneasa. CTR Otopeni covers ground to 2000ft. As tower, you\nhave to control all VFR flights which are flying in within the Otopeni\nCTR, even if they are not departing or arriving at LROP or at any other\nairfields within the CTR, flying a traffic pattern or just simply\ncrossing the Otopeni CTR. Control of aircraft within the CTR is\nprocedural (in real life radar is used only for orientation) and you\nhave to request and provide further information to the aircraft. You\nhave to request the current squawk code of the aircraft if they are\ndeparting from an airfield other than LROP that are within the CTR (also\nfor Otopeni departures if is unknown) or are just entry in CTR from the\noutside. In normal conditions the pilot should give you his squawk code\non initial contact. For an aircraft flying traffic patterns you can\nrequest that they report the leg of the pattern and also any position\nreport (buildings, waypoints, distance from VORs, etc). For aircraft\nwhich are not flying in the pattern you can request at any time entry\nand exit points, followed route within CTR, estimate times for entry or\nleaving the airspace, altitude, direction of leaving the CTR, speed and\nother information which help you to separate the aircraft. You have to\ninform VFR aircraft about the local QNH and weather/runway conditions.\nYou also have to inform IFR traffic and also VFR traffic about any\naircraft from vicinity mentioning the approximate distance in miles and\nclock direction toward other aircraft. Because the top limit of CTR is\n2000ft and the upper airspace is TMA Bucuresti which is a class A\nairspace where VFR flights are not allowed you have to be sure that VFR\naircraft are not flying above 2000ft until the exit below of TMA\nBucuresti or when they are flying in north of TMA where the bottom limit\nof TMA is 4500ft. When an aircraft leave the CTR Otopeni on south you\nhave to transfer him to Baneasa Tower on 120.800 and if the aircraft\nleave the CTR through a other direction you have to transfer them to\nBucharest FIC (Flight Information Center) because they entry in a class\nG uncontrolled airspace. In normal conditions, the pilot should report\nwhen he exits your airspace.\n\nDuties\nWe take a flight from approaching the holding point to handoff to\nApproach and backward.\nWe supose DLH1CF is flying from Bucharest Henri Coanda to Munich:\n\nPilot: Otopeni Tower, good evening,DLH1CF approaching holding\nrunway 08R.\nATC: DLH1CF, good day, Otopeni Tower, hold short runway 08R,\nreport ready for departure.\nPilot: Hold short 08R, will report ready for departure, DLH1CF.\nPilot: DLH1CF is ready for departure.\nATC: DLH1CF, line-up and wait runway 08R.\nPilot: Line-up 08R, DLH1CF.\nATC: DLH1CF, wind is 060 degress with 5 knots, you are cleared for\ntake-off runway 08R, after departure contact Bucharest Approach on\nfreqfency 118.250, good bye.\nPilot: Copied wind conditions, clear for takeoff runway 08R, after\ndeparture contact Bucharest Approach 118.250, good bye.\n\nNote: You can jump straight to takeoff clearance should traffic permit\nthis, and if coordination with approach is complete. The coordination\nwith Approach is mandatory, as if the Approach gives you any instruction\nfor aircraft after departure you have to tell them before aircraft entry\non the runway (heading, initial climb, etc). After takeoff instruction\nyou can tell to the aircraft to report airborne and after his report to\nhandoff him to Approach. If you don’t tell to aircraft to report\nairborne you can handoff him to Approach like in example listed above,\nor after you are sure if he is airborne. When you hold an aircraft at\nholding point because other is on short final you have to tell to the\nholding aircraft the reason for hold and information about the landing\ntraffic like distance for example (Example:”Hold position 08R, traffic\nshort final 08R, 3 miles”). If is an aircraft departing and other\naircraft approaching holding point you can tell to the second aircraft\nto “hold short runway 08R, (departing traffic)”. If the ahead aircraft\nis rolling you can tell to second aircraft \"behind departing traffic,\nline up and wait runway 08R\". When first aircraft is airborne to give\nthe takeoff clearance to the second aircraft you have to wait for the\nseparation. The minimum separation time is 2 minutes between a LIGHT or\nMEDIUM aircraft taking off behind a HEAVY aircraft and a LIGHT aircraft\ntaking off behind a MEDIUM aircraft to avoid wake turbulence. You can\nread more about wake turbulence separation here. Also, you have to\nensure 4 miles interval between aircraft with the same category, 5 miles\ninterval between aircraft with 1 category difference (MEDIUM before\nLIGHT or HEAVY before MEDIUM) and 6 miles interval between aircraft with\n2 category difference (HEAVY before LIGHT). The moment when you have to\ncoordinate with approach position is when an aircraft is approaching\nholding point. You have to tell to approach the callsign of aircraft and\ndeparture runway and procedure (SID name or radar vectors).\nExample:\n\n\"DLH1CF is ready for departure runway 08R, SOKRU1K departure.\"\n\"DLH1CF is ready for departure runway 08R, vectors.\"\n\nWe supose ROT3VR is flying from Barcelona to Bucharest Henri Coanda:\n\nPilot: Otopeni Tower, good evening, ROT3VR on ILS approach runway\n08R.\nATC: ROT3VR, good evening, Otopeni Tower, wind is 050 with 4\nknots, runway 08R clear to land.\nPilot: Clear to land runway 08R, ROT3VR.\n\nNote: The extract above is the ideal one. When an aircraft is on\napproach his landing clearance is influenced by traffic and weather or\nrunway condition. So if the runway is busy for the moment you have to\ntell to aircraft to continue approach \"ROT3VR, continue approach runway\n08R\". You can also tell him the traffic situation: \"You are number\ntwo/three for landing\" / \"Traffic departing\". When runway is clear for\nhim you can clear him to land using the phraseology from above. Also you\ncan give speed restriction to aircraft on approach to ensure time for\nlanding clearance: \"maintain minimum approach speed\" / \"maintain speed\n140 (or less)\". If the aircraft reach 4 miles from the runway and\nlanding clearance is not possible you have to give a go around to the\naircraft. When an aircraft is go around you have to give him \"maintain\nrunway heading and climb to 4000ft\" then to coordinate with approach to\nsee if he has any initial instruction for him and after that handoff the\naircraft to Approach. If you say to an aircraft \"expect late landing\nclearance\" and the wind condition, in case of impossibility of landing\nclearance, go around can be given until 2 miles from runway. When you\ngive landing clearance you can tell the aircraft which taxiway to vacate\non (\"Vacate on D\") and also you can tell him to report when runway is\nvacated.\n\nATC: ROT3VR, contact Otopeni Ground Control on 121.700, good bye!\nPilot: Contact Otopeni Ground on 121.700, ROT3VR, good bye!\n\nNote: The moment of handoff to ground should be when you see visual the\naircraft which vacate the runway or when pilot announces runway vacated.\nIf you have an aircraft on final waiting for his landing clearance and\nan aircraft report runway vacated, you should give landing clearance\nfirst and then handoff the landed aircraft to the ground controller.\n\n\n\nDate\nChanges\n\n\n\n\n13.03.2016\nInitial release\n\n\n\n"},"training/STUDENT_3.html":{"url":"training/STUDENT_3.html","title":"S3 - Approach Controller","keywords":"","body":"APPROACH CONTROLLER (STUDENT 3)\nPosition overview\nAs the name implies, Approach is responsible that aircraft when they\napproach the airport. For arriving aircraft, the hand over point is\nnormally when the aircraft enters the STAR (Standard Instrument Arrival)\nentry point. Approach is responsible that separation is made in a safe\nway. In case the STAR doesn't end at the initial approach fix (final),\nApproach is responsible for vectoring aircraft on to the final with\nproper altitude and speed. Approach may also vector aircraft away from a\nSTAR or SID (Standard Instrument Departure) if this is necessary for\nsafety reasons, or to get a good traffic flow.\nNormally Approach also handles departure's responsibilities, taking care\nof departing aircraft which are handed over to Center Control. Arriving\naircraft are usually handed over to Tower when they have established ILS\n(Instrument Landing System) or when on final for visual approach.\n\nBucharest Approach have under control TMA Bucuresti airspace which is\nclassified as class A airspace where only IFR flights and SVFR are\npermitted. The vertical limits on TMA Bucuresti are 2000ft-FL175 with\nmention that in north of TMA vertical limits are between 4500ft and\nFL175 because of higher elevation and other activities in that area.\nBelow this limits is class G uncontrolled airspace excluding CTRs which\nare under tower control. In airspace you have to control all IFR flights\nwith are departing or arriving at Otopeni and Baneasa and also flights\nwith just cross the airspace at an altitude between 2000ft/4500ft and\nFL175. Your main objective as approach controller is to maintain the\nseparation between aircraft and to ensure them a safe departure, arrival\non crossing of the airspace and then we can talk about efficiency and\neconomy of the airlines. In all TMAs from Romania the horizontal\nseparation is 5nm and vertical separation 1000ft. You have to find the\npotential conflicts from time and to avoid them before is already too\nlate. The transition altitude is 4000ft and the transition level is set\nby ATC but generally is FL050. Also when the local QNH is greater than\n1013 hPa you should avoid to descending aircraft to FL50 because\nvertical separation between an aircraft at FL050 on standard QNH\n(1013hPa) and an aircraft at 4000ft on local QNH is less than 1000ft.\nBucharest Approach uses the Callsign LROP_APP and transmits on\nfrequency 118.250. It's full radio Callsign is “Bucharest Approach”.\nWhen the main frequency is serviceable it will be used alternative\nposition with Callsign LROP_A_APP transmitting on frequency 120.600\nwith the same radio Callsign: “Bucharest Approach”.\nYou have to handoff aircraft to the tower position when aircraft are\nestablishing on ILS or if is on visual approach when they have runway in\nsight. You also have to know that coordination with tower is mandatory.\nYou should coordinate with tower twice for each aircraft. First time\nwhen an aircraft is entry your airspace mentioning the Callsign of\naircraft, arrival runway and if it is possible estimate time until\nfinal. The second coordination should be when aircraft is established on\nILS or for visual when they have runway in sight, so exactly before\nhandoff to tower position, mentioning that aircraft is on final. The\nhandoff to radar position should be done until aircraft leave your\nairspace on horizontal or vertically. You have to know which radar\nposition you should handoff the aircraft. In real life in low traffic\nsituation sectors NERDI, LOMOS and KOMAN are working like one sector\nonly named KONEL which use the frequency of LOMOS 122.025 and sector\nARGES and DINSI are also working like one sectors which use frequency of\nARGES 121.175. So then you have one sector for aircrafts witch leave\nyour airspace to west and other sectors for aircrafts witch leave your\nsector to east. On VATSIM in most of the time is only one radar position\nwhich cover all radar sectors in Romania and that is LOMOS on 122.025.\nYou also can coordinate anytime with a radar position for any aircraft\nusing the voice/text communication but also electronic coordination\nusing tools from Euroscope.\n\nWhen you log in into Bucharest Approach you should coordinate with Tower\nposition (if is online) to know the active runways and also to select\nthem in Euroscope. The main runways which should be use at Otopeni are\n08L and 08R with are equipped with CAT III ILS approach in case of LVO\nand also ensure a short taxi route for departing the aircraft and a\nshort approach for aircraft with comes from west (the most of them). So\nwhen the wind is calm and also even if is light wind favorable for\nrunway 26L/R (till 6-7kt) you have to use runways 08L/R as active. So in\nmost of the time, in normal conditions, when active runways are 08L/R\nthe both runways are used for arrivals and departures. When active\nrunways are 26L/R is recommended to use runway 26R for departures and\nrunway 26L for arrivals. The active runways can be dependent on local\nrestriction which can be found in NOTAM.\nIn most of the time conventional SIDs and STARs are suspended so only\nRNAV procedures in use. If one aircraft is not able for RNAV he will\nreceive vectors. So if active runway is 08 will be used U arrivals/K\ndepartures and if runway 26 is active will be used X/R arrivals/M\ndepartures.\nBecause this is a radar position all your actions should be focused on\ntag of the aircraft. You have to assume aircraft when they are on your\nfrequency and you have control of them. So when you receive the handoff\npop-up for an aircraft you have to assume the tag only after the pilot\ncontacts you. If an aircraft was just handoff to you and he is not\ncrossing your airspace and should be with other controller you have to\nrefuse the tag immediately and if is necessary to tell to the controller\nto which position should handoff the aircraft. In images below you have\nall necessary explanations for ROMATSA tags.\nTAG Information\n\nThe pink tag mean that aircraft is not in your airspace but will be\nsoon.\n\nThis pink tag with white callsign mean that you recive an handoff from\nother contoller.\n\nThe yellow tag mean that aircraft is assumed by you and you have full\ncontrol for him.\n\nThe yellow tag with pink callsign mean that you initiate a handoff to\nnext contoller.\n\nThe grey tag mean that aircraft is not in your airspace and also he\nwill never cross you airspace.\n\nThe grey tag with squawk code instead of callsign mean that the tag in\nuncorelated.\n\nThe grey line without tag mean that tha aircraft have transponder on\nstandby but is recived by a primary radar.\nThis is the ROMATSA tag's structure:\nCALLSIGNCURENT ALTITUDE - VERTICAL SPEED INDICATOR (UP/DOWN) - CLEARED ALTITUDE\n\nHANDOFF POSITION/POSITION WITCH HAVE TAG ASSUMEDSECTOR EXIT ALTITUDE (USED FOR COORDONATION) - ASTERIX - GROUND SPEEDCLEARED HEADING/DIRECT - CLEARED SPEED\n\nNow we describe the operational mode of ROMATSA tags. When you use\nleft-click on CALLSIGN you open the handoff pop-up menu and\nright-click will show you the drawn route for aircraft. Using left-click\non CURENT ALTITUDE or VERTICAL SPEED INDICATOR and CLEARED\nALTITUDE, if appear, you open the cleared altitude menu. Using\nright-click on CURENT ALTITUDE will show you drawn route with\nexpecting altitude and handoff positions. If the next controller\nposition is not correct you can change it using left-click on position\nindicator. If you use left-click on SECTOR EXIT ALTITUDE, you will\nopen COPX altitude menu where you can coordinate level changes with\nother positions. ASTERIX is operable only on right-click and will\nopen a text box where you can put a way point for direct or any remarks.\nIf you use left-click on CLEARED HEADING, you can set assigned\nheading and if you press right-click you can write a way point for\ndirect. Using left-click on CLEARED SPEED you can set assigned speed\nrestriction in IAS and using right-click you will set assigned speed in\nmach.\nBesides using the tag, you also have to work with “Sector exit list” and\n“Sector inbound list”. These are very useful tools in Euroscope for\noperable radar positions. In Sector inbound list you can see aircraft\nwhich will cross your airspace. The aircraft are ordered by estimate\ntime to entry in your airspace. In “Sector inbound list” you can see for\neach aircraft the Callsign, the position which control the aircraft,\nentry point end estimate time and flight level and also the exit way\npoint and estimate time. From that list you can send electronic\ncoordination for entry points and entry flight level. In “Sector exit\nlist” you can see aircraft which are under your control which are\nordered by cleared flight level to see if you have two aircraft or more\nat the same altitude and prevent a conflict easier. In that list you can\nsee for each aircraft the Callsign, the cleared flight level, exit point\nand estimate time, COPX flight level and for aircraft landing in your\nairspace you have to select the runway and star (if necessary) for\narrival.\nDuties\nWe take a flight from airbone to handoff to ACC position and backward.\nWe supose DLH1CF is flying from Bucharest Henri Coanda to Munich:\n\nPilot: Bucharest Approach, good evening, DLH1CF airbone runway\n08R, passing 2500ft.\nATC: DLH1CF, good day, Bucharest Approach, radar identiefied,\ncontinue SOKRU1K departure, climb FL280.\nPilot: SOKRU1K, climb FL280 DLH1CF.\n\nNote: The upper extract is only an example. From initial contact to\nhandoff to Bucharest Radar you can give anytime radar vectors using\nheading or direct to, to change cleared altitude or to give speed\nrestrictions. You have to do this to ensure a quickly crossover of your\nairspace for aircraft, but in the same time to ensure a safety departure\nor arriving avoiding conflicts between aircraft. In next extract you\nhave used phraseology for radar vectors, altitude change and speed\nchange:\n\nDLH1CF, turn left heading 290.\nDLH1CF, proceed direct SOKRU/turn left direct SOKRU/cleared direct\nSOKRU.\nDLH1CF, climb FL360/stop climb at FL070/continue climb FL280.\nDLH1CF, reduce speed 220kt or less/maintain speed 240kt/no speed\nrestrictions/free speed.\n\nIf in a transmission to pilot you have to give more than one of this\naccording to vectors, altitude and speed clearance you have to respect\nthis order: HAS (heading, altitude, speed). Example: DLH1CF, direct to\nSOKRU, climb FL360, no speed restrictions.\nBecause for aircraft this is first contact with a radar position you\nhave to check if squawk is set corrected and if tag is correlated and\nset to right aircraft and after that to say “radar identified”.\nAlso tower will coordinate with you and will tell you he has an aircraft\nwhich will depart from one runway. You have to respond to him and to\nclear the takeoff. If traffic is not permitting this, you tell to tower\ninstructions after departure for departing aircraft or if the traffic is\nnot permitting at all you tell to tower to wait with takeoff clearance.\nYou also have to know transition altitude. For example, transition\naltitude at Otopeni is 4000ft, when you climb and aircraft to 4000ft is\non altitude and he must be on local QNH but if you want to climb him\nabove he will be on level and will set QNH on STD mode. You don't have\nto announce this to them, as they already should know this.\n\nATC: DLH1CF, contact Bucharest Radar 122.025, have a nice flight,\ngood bye!\nPilot: Bucharest Radar on 122.025, good bye, DLH1CF.\n\nNote: You have to handoff the aircraft to Bucharest Radar before\nreaching FL175 and to ensure some time to contact radar until aircraft\nreach FL175. The best moment to handoff the aircraft to radar is when\nthis pass FL150, but this depend by aircraft performance.\nWe supose ROT3VR is flying from Barcelona to Bucharest Henri Coanda:\n\nPilot: Bucharest Approach, good evening,ROT3VR inbound TOSVI\ndecending FL110.\nATC: ROT3VR, good day, Bucharest Approach, radar contact, follow\nTOSVI2U arrival for ILS approach runway 08R, decend FL070.\nPilot: TOSVI2U arrival for ILS 08R, decend FL070.\n\nNote: This is first contact with the aircraft. You have to check if\naircraft is correlated and appear on radar and to confirm that saying\n“radar contact”. Then you have to give the instruction to the aircraft\nin the following order: HAS (heading, altitude, speed) and also the\narrival runway and type of approach. If you give to aircraft a STAR, you\ntell him arrival runway and approach type just after STAR name and then\ncontinue with altitude to descend and speed restriction if is needed. If\nyou give radar vectors to aircraft tell him “radar vectors\nfor...approach type and runway” at the end of instruction HAS.\nExample:\n\nFollow STAR arrival for approach type and runway, descend x,\nmaintain speed x. - for STAR.\nFly heading x, descend x, maintain speed x, radar vectors for\napproach type and runway - for vectors\n\nAlso here you have to coordination with tower: “Tower, ROT3VR entry at\nTOSVI for ILS08R in about ten minutes on final”\n\nATC: ROT3VR, direct OBELA, decend 4000ft, qnh 1028.\nPilot: Direct to OBELA, decend 4000ft, qnh 1028.\n\nNote: From initial contact to handoff to Otopeni Tower you can give\nanytime radar vectors using heading or direct to, to change cleared\naltitude or to give speed restrictions. You have to ensure a quickly\ncrossing of your airspace by aircraft but also to avoid conflicts\nbetween aircraft. If you want to create a quickly route for aircraft\nusing direct to... and if the aircraft is on STAR, you have to direct\nhim to points which are on STAR route only. If aircraft is on vectors\nyou can direct him to any point in your airspace but also you can use\nheadings. In next extract you have used phraseology for radar vectors,\naltitude change and speed change:\n\nROT3VR, turn right heading 110.\nROT3VR, proceed direct OBELA/turn right direct OBELA/cleared direct\nOBELA.\nROT3VR, turn right/left by 5 degrees.\nROT3VR, descend FL060/stop descend at FL080/continue descend 4000ft.\nROT3VR, reduce speed 220kt or less/maintain speed 240kt/no speed\nrestrictions/free speed.\n\nIf airport is closed or is too busy you can put aircraft in holding. The\nbest way for that is to use standard holding points which you can find\non STAR charts. example: DLH1CF, hold over UVALU.\nIf is a standard holding point is not mandatory to say the side of\nholding, but if you give another way point for holding you have to\nmention this. example: DLH1CF hold over TUTIX on left side. You also can\nmention more information for pilot like: altitude for hold, time to\nhold, etc.\nYou also have to know transition level. For example, if transition level\nis FL050, when you descend and aircraft to FL050 is on level but if you\nwant to descend him below you have to say feet and also to give local\nQNH to aircraft. If the local QNH is greater than 1013 you have to avoid\ndescending aircraft to FL050 because between an aircraft at 4000ft (on\nlocal QNH) and an aircraft at FL050(on standard QNH) is less than 1000ft\nand this means that vertical separation is not ensured.\nAlso you have to coordinate with tower and to tell him for each aircraft\nthe type of approach and the runway you give it and also the time until\nhe is on final. Also you can coordinate again with the tower before\nhandoff and to announce him the aircraft is on final and again the\nrunway. In this mode tower and ground control know how to manage their\ntraffic.\nYou can announce pilot which order number they have for landing.\nExample:\n\nROT3VR you are number two for ILS approach 08R / you are number two\nfor landing. That helps you because pilots know how to adjust speed\nto approach and that help to separation between aircraft.\n\nATC: ROT3VR, decend 2500ft, clear for ILS approach runway 08R.\nPilot: 2500ft, clear ILS 08R.\n\n\n\nNote: The most used type of approach at Otopeni is ILS. The altitude to\nintercept ILS is 2500ft but if the traffic needs can be also 3000ft. To\nintercept localizer correctly you have to bring aircraft to FAP (Final\nApproach Point - Ex: OBELA for 08R) at an angle of 30 degrees by runway\naxe. For example, if an aircraft is coming from North-West for ILS\nrunway 08R he has to come to OBELA on heading 110. It is not a problem\nif this component varies a bit.\nIf aircraft request visual approach vectors you have to vector him to\nthe runway on axe of the runway and ask him to report when have runway\nin sight and then to handoff him to tower. Also for ILS approach you can\nask pilot to report localizer establish or full establish on ILS that\nmeans also localizer and glide slope intercepted. After the aircraft is\nestablish on ILS you have to coordinate with tower: “Tower, ROT3VR is\nestablished on ILS 08R”\n\nATC: ROT3VR, contact Otopeni Tower 120.900, good bye!\nPilot: Otopeni Tower 120.900, good bye!\n\nNote: The moment of handoff to tower should be when aircraft is\nestablishing on ILS or if is a visual approach when he has runway in\nsight. As phraseology you can tell to aircraft “radar services\nterminated” because next position is not a radar one, but this is not\nmandatory.\nEfficient Arrival/Departure within TMA\nIn these images you have some efficient tips for efficient arrivals in\nTMA Bucharest for LROP for runway 08 and 26 in use:\n\n\nThese arriving tips can be used after aircraft follow the STAR until\nthe shortcut point.\nFor departure aircrafts, with exception of POLUN1K departure where you\nhave to wait until aircraft reach FL105, you can proceed them direct to\nTMA exit point just after departure.\nThese efficient arrivals and departure will be used only when traffic is\npermitting.\nProcedural Approach\nProcedural approach services are used at airports which because of radar\nequipment availed are not able to provide a safe radar vectors service.\nIn Romania procedural approach serviced are in use at Bacau(LRBC), Baia\nMare(LRBM), Craiova(LRCV), Iasi (LRIA), Oradea(LROD), Sate Mare(LRSM),\nSibiu(LRSB), Suceava(LRSV), Targu Mures(LRTM) and Tulcea(LRTC). At these\nairports all services, from ground to approach, are provided by the\ntower position which used only a frequency. You will receive the\narriving traffic from radar position inbound the CTR entry point and\ndescending to minimum airway altitude specified on the airport charts.\nThen you have to give to the aircraft the arrival approach procedure and\nalso a STAR if is available and to descend him to minimum approach\naltitude. When aircraft is on arrival procedure you can ask him any time\nabout position, altitude, speed and so on, information which can help\nyou separating aircrafts. After the aircraft report on final (ILS\nestablish/runway in sight) you can provide regular tower and ground\nservices. For departing aircraft, ground and tower services are regular\nand after departure you have to climb aircraft to minimum airway\naltitude which aircraft is following after leaving your airspace and to\nlet him to follow the SID. If is not any SID available, you have to give\nhim runway heading after departure and then when he passes over a safe\naltitude you can proceed him direct to the exit waypoint. To know his\naltitude, you have to ask him or to give instruction like “report\npassing 2000ft”. Also when he reports approaching minimum airway\naltitude you can handoff him to the radar position. The problem with\nprocedural approach is because of safety you can't have two\narrival/departing aircrafts at the same time in the airspace. So for\narrival aircrafts the second aircraft will hold at the entry point and\nfor departing aircraft, the takeoff clearance to the second aircraft\nshould be given after first aircraft is handover to radar position. If\nyou have a VFR traffic which cross your airspace when you have a\ndeparting or arriving traffic you have to keep him at an altitude below\nthat IFR aircraft is descending to intercept localizer and also to keep\nrunway axes cleared of the VFR.\nIn the next paragraph you have examples for a procedural approach\narrival or departure from Bacau (LRBC) airport:\nWe supose BMS231 is departing from Bacau to London-Luton:\n\nPilot: Bacau Tower, good day, BMS231 on stand 3 at Bacau request\nIFR clearence to Luton.\nATC: BMS231, good day, Bacau Tower, you are cleared to\nLondon-Luton, via INBID departure, climb initial FL60, sq 5431.\nPilot: Cleared to Luton, INBID vectors departure, climb initial\nFL060, sq5431.\nATC: Readback is corect.\nPilot: BMS231, we are ready for push and start.\nATC: BMS231, you are clear for push and start, qnh 1017.\nPilot: push and start approved, BMS231.\nPilot: Ready for taxi, BMS231.\nATC: BMS231, taxi holding point C, rwy34 via C.\nPilot: Via taxiway C to holding point runway 34.\nATC: BMS231, backtrack runway 34 Pilot: Backtrack 34, BMS231.\nATC: BMS231, wind is 330 with 4kt, you are cleared for takeoff\nrunway 34, mentain runway heading.\nPilot: cleared for takeoff rwy 34, on runway heading, BMS231\nPilot: BMS231, airbone ATC: BMS231, roger, continue on runway\nheading, report passing 3000ft.\nPilot: continue on runway heading, will report 3000ft, BMS231.\nPilot: passing 3000ft, BMS231.\nATC: BMS231, roger, turn left direct INBID, climb FL120, report\npasing FL100.\nPilot: BMS231, direct INBID, climb 120, report 100.\nPilot: BMS231 is pasing FL100.\nATC: BMS231, now contact Bucharest Radar on 127.900, good bye!\nPilot: 127.900, bye!\n\nWe supose BMS234 is arriving at Bacau from Liverpool:\n\nPilot: Bacau Tower, good day, BMS234 decending to FL100\napproaching BUCSA.\nATC: BMS234, good day, Bacau Tower, follow BUCSA4A arrival for ILS\napproach runway 34, decend at 2600ft by qnh 1024, report ILS\nextabilish.\nPilot: BUCSA4A for ILS runway 34, decend 2600ft by qnh1024, will\nreport on ILS, BMS234.\nPilot: BMS234, on ILS runway 34.\nATC: BMS234, wind is 320 with 6kt, you are cleared to land runway\n34, vacate on taxiway C.\nPilot: wind copied, clear to land runway 34, we vacate on C,\nBMS234.\nPilot: BMS234, runway 34 vacated on taxiway C.\nATC: BMS234, roger that, welcome to Bacau, taxi to stand number 3\nvia C.\nPilot: Via C to stand 3, BMS234.\n\n\n\n\nDate\nChanges\n\n\n\n\n13.03.2016\nInitial release\n\n\n\n"},"training/CONTROLLER_1.html":{"url":"training/CONTROLLER_1.html","title":"C1 - Enroute Controller","keywords":"","body":"ENROUTE CONTROLLER (CONTROLLER 1)\nRadar Separation Inside Bucharest ACC Airspace\nGeneral\nThe minimum horizontal separation is 12 km (6 NM).\nIn order to enforce minimum horizontal separation, both aircraft must\nnot leave controlled airspace and the separation will apply to both\naircraft.\nDefinitions\nSeparation is a generic term describing the action taken by air traffic\nservices to maintain a minimum distance between aircraft in order to\nreduce the risk of collision. Separation is applied horizontally, either\nlongitudinally or laterally, and vertically. Vertical separation is\nobtained by asking crews of aircraft to use a standard altimeter (QNH)\nsetting to operate at different flight levels or at different altitudes.\nRequired separation is described as the minimum distance on each axis of\nthe Cartesian system: vertical, longitudinal, and lateral. This is shown\nin the diagram below:\n\nThe Y axis represents longitudinal; the X axis represents lateral and\nthe Z axis represents vertical.\nImportant\n\nTwo aircraft are separated if AT LEAST ONE of these distances is maintained.\nAny two aircraft must fall within one of the separation cases to be properly separated.\n\nIn the case of lateral separation, the minima are declared as a distance\nin nautical miles (NM) and also in terms of angular difference measured\nin degrees. Longitudinal separation is declared in units of time\n(minutes) and also in units of distance (NM, DME distance, RNAV, ADS).\nVertically, the minima are declared in meters and feet or Flight Levels\n(FL).\nDistance between aircraft is measured from the end of the radar plot\nsymbol of the first aircraft and the end of the radar plot of the second\naircraft.\nTrack is the magnetic route of an aircraft.Cruise flight: An aircraft is in cruise flight if it maintains a\nflight level and is on its own navigation.Parallel Offset: Flight on an offset tracking. The reference track\nis considered a respective distance to the right or to the left.Procedural Control (non-radar): Control based exclusively on\nposition reports of crews.Radar Control: Control based on position elements of an aircraft\ndisplayed on a radar screen and where separation is done by maintaining\na specific horizontal distance (longitudinal and/or lateral) between\nradar returns on a screen representing the aircraft positions in the\nairspace.\nAbbreviations\nATCO - Air Traffic Controller OfficerNM - Nautical Miles\nNote\n\nRelative tracks:\nα - the angle between aircraft tracksSS - same route strict - α ≤ 10⁰SA - same route approximate - 10⁰ \n\nMinimum Radar Separation in Area Control\nAircraft flying on the same route, in the same direction, in cruise flight\nThe minimum longitudinal separation between two aircraft flying on\nthe same route, in the same direction, at the same level, in cruise, is\n10 NM when:\n\nThe speed of the aircraft in front is greater or at least equal to\nthe speed of the aircraft behind.\nThe two aircraft are on the same route i.e. angle (α) between tracks\nis between 0° and 20°.\nThe distance between aircraft is measured as in the diagram below:\n\n\n\n\nThe longitudinal separation in cruise flight shall be maintained by\nusing a combination of distance monitoring and speed control. All\nflights shall be checked to ensure that at least 10 NM separation is\nmaintained at all times, using speed control as required to maintain\nthis.\nThe minimum lateral separation between two aircraft flying at the\nsame flight level, in cruise flight, on parallel tracks is 10 NM:\n\nFor two aircraft in cruise flight, on the same track, traveling in the\nsame direction, at the same level, the flying parallel offset should\nbe laterally separated by a minimum of 10 NM:\n\nThis separation may only be used after confirmation from the pilot that\nthe aircraft is properly equipped for parallel offset.\nThe minimum longitudinal separation between two aircraft flying the\nsame route, in the same direction, climbing or descending, at the moment\npassing the occupied flight level, is 10 NM:\n\nAn occupied flight level is one where the Mode C altitude report on\nan aircraft shows it is ±300 feet of the assigned flight level, after 3\nconsecutive radar returns.\nThis separation is only applicable for flights climbing/descending\npassing the flight level occupied by an aircraft maintaining that level.\nThe approval to pass through that level will only be granted after the\naircraft has occupied a level below or above that aircraft (i.e. FL310\nor FL350 in the case above). The ATCO will maintain radar longitudinal\nseparation until the aircraft is properly separated vertically.\nConvergence separation\nThe minimum longitudinal separation of two aircraft flying at the\nsame flight level or in climb/descent at the time passing the occupied\nflight level, on convergent tracks, is 10 NM\n\nThe separation distance is measured relative to the convergence point.\nUsing the diagram above the separation is D2 - D1 (difference between\nthe distances from the convergence point).\nIf longitudinal separation of 10 NM between distances to the convergence\npoint is not established, then the minimum lateral separation of 10\nNM must be established. The lateral distance must be at least 10 NM when\nthe aircraft are already on parallel or convergent tracks.\n\nThe lateral distance is measured between the position of the aircraft in\nfront and the track of the following aircraft (see diagram above).\nDivergent separation\nThe minimum lateral separation of aircraft flying divergent routes,\nafter the aircraft has passed the track intersection point, at the same\nflight level, or in climb/descent at the moment passing the occupied\nflight level, is 5 NM.\nThe distance is measured between the aircraft closer to the divergence\npoint and the track of the other aircraft.\n\nThis separation may only be used after the pilots report maintaining a\nfixed heading.\nThe minimum lateral separation of aircraft flying divergent routes,\nwhen one of the aircraft has passed the tracks intersection point, and\nthe other is flying toward the intersection point, in climb/descent at\nthe time of passing the occupied flight level, is 5 NM.\nThe lateral distance is the distance between the aircraft closest to the\ndivergent point and the track of the other aircraft.\n\nNote\n\nThis separation may only be used after the pilots report maintaining a fixed heading\n\nAircraft on the same route, opposite direction\nFor aircraft flying the same route, at the same flight level or in\nclimb/descent, in opposite directions, before passing the intersection\npoint, non-radar separation is applicable. The non-radar separation for\neach aircraft is 10 minutes from the point of intersection as shown in\nthe diagram below:\n\nAs this separation is not practical in high traffic situations, the ATCO\nhas the duty to seek alternative separation for aircraft looking to\nclimb/descend or provide vectors for a parallel track separation until\nvertical separation is established.\nFor aircraft flying on the same route, in climb/descent, in opposite\ndirections, after it has been observed on the radar screen that the\nplots have passed each other and it is a fact that the plots won't meet\neach other again; the minimum longitudinal separation is 5 NM.\n\nLateral radar separation minima for the time passing occupied flight level\nThe minimum lateral separation for aircraft on the same route, in the\nsame direction, in climb/descent, at the time of passing the occupied\nflight level, is 5 NM. Headings assigned and confirmed by aircraft must\nbe parallel or divergent.\n\nThe minimum lateral separation or aircraft flying on the same route, in\nopposite directions, in climb/descent, at the time of passing the\noccupied flight level, is 5 NM. Headings assigned and confirmed by\naircraft must be parallel or divergent.\n\nVertical separation\nVertical separation with two or more aircraft may be done simultaneously\nin the following cases:\n\nSame route, same direction, if double vertical separation is assured\nand assigns a rate of climb and descent. ATCO must control the\npositions of the aircraft in the vertical plane to respect the\nseparation required.\nSame route, same direction, and the minimum lateral separation of 5\nNM are respected.\nSame route, opposite direction, after passing, if it has been\nobserved on the radar screen that the plots have passed each other\nand it is ensured that the plots will not meet again and the\ndistance between plots is a minimum of 5 NM.\nSame route, opposite direction, and the minimum lateral separation\nof 5 NM are respected.\n\nAircraft in RVSM (Reduced Vertical Separation Minima) airspace are to be\nseparated by a minimum of 1000 feet vertically. Due to the setup of RVSM\nairspace, aircraft flying in the same direction will be separated by a\nminimum of 2000 feet and aircraft flying in opposite directions by a\nminimum of 1000 feet. All aircraft outside of RVSM airspace shall be\nseparated by a minimum of 2000 feet.\nCircle of Intersection\nThe circle of intersection helps to determine if aircraft are on the\nsame route or flying in opposite directions by using the relative tracks\nof the aircraft.\nThe relative track is the difference between tracks of two aircraft and\ndefines the movement of aircraft in the horizontal plane.\n\n\nNote\nSAS = Same route strict \nAAS = Same route approximate \nCA = Sharp convergence \nCN = Normal convergence \nAC = Approximate convergence \nASC = Opposite direction approximate \nSSC = Opposite direction strict\n\nTip\n\nROT 551 is flying on track 350° and BAW 036 is flying on track 300°.\nTherefore, the relative track is: 350° - 300° = 50° [or 300° - 350° = -50°].\nFrom the circle of intersection chart, the two aircraft are normal convergence (CN).\n\n"},"airports/LRAR.html":{"url":"airports/LRAR.html","title":"LRAR","keywords":"","body":"LRAR - Arad Airport\nGeneral\nArad Airport, while being an international one, is not an airport regularly operated by any of the commercial airlines. However, the airport is an important point in air navigation service as it is a provider for control in TMA Arad and soon for the first Virtual Tower in the country.\nFrequencies\n\n\n\nLogin Call sign\nCID\nCall sign\nFrequency\n\n\n\n\nLRAR_TWR\nTAR\nArad Tower\n118.230\n\n\nLRAR_APP\nAPA\nArad Approach\n123.530\n\n\nLRBB_L_CTR\nLOM\nBucharest Radar\n122.030\n\n\n\nArea of Responsibility\nTWR is responsible for air traffic service on runway 09/27 and Arad Control Zone, taxiways and aprons. TWR issues clearances, both IFR and VFR.\nAPP is responsible for air traffic service in TMA ARAD, classified as Class C Airspace, where both IFR and VFR are allowed to fly.\nArea charts\nRunway operations\nThe airport has one runway: 09/27.\n\n\n\nConfig\nRunway Config\nPreferred\n\n\n\n\n1\n27 DEP/09 ARR\nYES\n\n\n2\n09 DEP/ARR\nNO\n\n\n3\n27 DEP/ARR\nNO\n\n\n\n\n\n\nRunways\n09\n27\n\n\n\n\nHeading\n090\n270\n\n\nLength\n2000 m\n2000 m\n\n\n\nClearance\nBoth RNAV and conventional SIDs are available, but RNAV are highly recommended. Non standard departure shall be coordinated with the APP unit.\nTaxi\nDeparting and arrived traffic shall be instructed to follow standard taxi routes.\nArrival Information:\n\nRWY 27: After landing backtrack, report RWY vacated and taxi via TWY A to APRON.\nRWY 09: After landing report RWY vacated and taxi via TWY A to APRON.\n\nDeparture Information:\n\nRWY 27: Taxi via TWY A to holding position runway 27\nRWY 09: Taxi via TWY A, enter, backtrack RWY\n\nStand assignments\n\n\n\nAPRON\nStand\nAircraft\n\n\n\n\nAPRON 2\n1-2\nWingspan \n\n\nAPRON 1\n3-5\nWingspan \n\n\n5\nHelicopter, GA\n\n\n\nLVP\nRunway 27 is equipped with ILS and is approved for CAT II (RVR greater than 350 m) operations. Runway 27 is approved for LVTO.\nTraffic regulation\nCTR Arad is classified as Class C Airspace where both IFR and VFR are allowed to enter.\nCTR Arad lower limit is the ground level and the upper limit is 2500 ft AMSL (by QNH).\nVFR traffic circuits are allowed at min 1100 ft AMSL (by QNH). VFR traffic could be cleared to climb in TMA only by the APP unit. Coordination between TWR and APP units shall coordinate using the VCCS call.\n"},"airports/LRBS.html":{"url":"airports/LRBS.html","title":"LRBS","keywords":"","body":"LRBS - Băneasa Aurel Vlaicu International\nGeneral\nBucharest Băneasa - Aurel Vlaicu is the second airport of the capital\ncity of Bucharest. It is used bu general aviation, business and private\nflights.\nFrequencies\n\n Login Call sign Call sign Frequency\n LRBS_GND Baneasa Ground 129.950\n LRBS_TWR Baneasa Tower 125.205\n LROP_APP Bucharest Approach 119.415\n LROP_F_APP Bucharest Director 127.855\n LRBS_ATIS Baneasa ATIS 126.125\n\nArea of Responsability\nGND is responsible for control of air traffic on the aprons and\ntaxiways, such as start-ups, pushbacks and taxi.\nTWR is responsible for air traffic service on the runways and in Baneasa\nControl Zone for VFR traffic which fly in it. Baneasa CTR is classified\nas Class C airspace, both IFR and VFR are allowed to enter.\nAPP is responsible for air traffic service in TMA Bucharest, classified\nas Class A airspace, where only IFR flights are allowed to enter.\nArea charts\n\n\nATIS\nTWR has the responsability to update and maintain Baneasa ATIS. Also GND\nis allowed to connect ATIS, when TWR is not online.\nRunway operations\nThe airport has one runway: Runway 07/25.\n\n Runways 07 25\n Runway heading 69 249\n Length 10167ft/3099m 10167ft/3099m\n ILSAPP CAT2 CAT1\n VORAPP NO NO\n NDBAPP YES YES\n Prefered config based on LROP c onfiguration\n Deicing on stand / taxi way\n\nTaxi\nOn TWY E are permitted to taxi aircrafts which have wingspan less than\n14 M. On TWY B1 are permitted to taxi aircrafts which have wingspan less\nthan 24 M. On TWY B and TWY C are permitted to taxi aircrafts which have\nwingspan less than 32 M (such as B737/A320 family). TWY A, TWY F and TWY\nD are permitted to taxi aircrafts which have wingspan less than 52 M.\nAir taxing can be performed on TWY D, TWY A, TWY F, TWY S. On TWY B, TWY\nC, TWY H only ground taxing is permitted.\nStand assignments\nIt is generally at the discretion of the ATC.\nAll parking positions are self parking spots.\nLVP\nRunway 07 is equipped with ILS and is approved for CAT II operations\nonly with RVR greater than 350m. Runways 07/25 are approved for LVTO,\nonly with RVR greater than 350m.\nIf available visual aids do not provide sufficient taxi information,\npilots may ask for Follow-me car guidence.\nTraffic regulation\nVFR aircrafts shall request clearance from GND. The maximum cleared\naltitude which a VFR could climb in CTR Baneasa during the traffic\npattern is 1000 ft (AMSL) by QNH.\nTraffic pattern is allowed only in the North side of the airport,\nfollowing the prescribed chart.\n\nTouch & go school and/or training flights are permitted only based on a\nflight plan specifying this procedure.\nSchool and/or training flights are permitted to request clearance for\n\\'IFR Procedures\\' to fly standard ILS or NDB approaches from GND, based\non an IFR Flight Plan filed. The minimum altitude for these is 2500 ft\n(AMSL) by QNH.\nVFR flights crossing the runway direction should be conducted along the\nfollowing VFR routes:\n\nVFR Route 1: ROTBI-KAJNA, MAX ALT 1500 FT\nVFR Route 2: UNUSU-MORAX, MAX ALT 1500 FT\nVFR Route 3 (only for State aircraft and special operations\naircraft - search and rescue, SMURD, SRI, MAI, MAE, IGaV):\nRIRUX-PATWA, MAX ALT 1500 FT\n\n\n"},"airspace/classification.html":{"url":"airspace/classification.html","title":"Classification","keywords":"","body":"ATS AIRSPACE CLASSIFICATION\nThis document is extracted from the original SERA.6001\nProvisions of each class of airspace are described in the following paragraphs:\n1. Class A. IFR flights only are permitted. All flights are provided with air traffic control service and are separated from each other. Continuous air- ground voice communications are required for all flights. All flights shall be subject to ATC clearance.\n\nIn BUCHAREST FIR Airspace Class A comprises:\nTMA BUCURESTI\n\n\nIn CHISINAU FIR there is no airspace designated with Class A.\n\n2. Class B. IFR and VFR flights are permitted. All flights are provided with air traffic control service and are separated from each other. Continuous air- ground voice communications are required for all flights. All flights shall be subject to ATC clearance.\n\nIn BUCURESTI FIR there is no airspace designated with Class B. \nIn CHISINAU FIR there is no airspace designated with Class B.\n\n3. Class C. IFR and VFR flights are permitted. All flights are provided with air traffic control service and IFR flights are separated from other IFR flights and from VFR flights. VFR flights are separated from IFR flights and receive traffic information in respect of other VFR flights and traffic avoidance advice on request. Continuous airground voice communications are required for all flights. For VFR flights a speed limitation of 250 kts indicated airspeed (IAS) applies below 3050 M (10000 FT) AMSL, except where approved by the Romanian CAA for aircraft types, which for technical or safety reasons, cannot maintain this speed. All flights shall be subject to ATC clearance.\n\nIn BUCURESTI FIR Airspace Class C comprises:\nall ATS routes\nall Aerodrome Control Zones (CTR): Arad, Bacau, Baia Mare, Brasov, Baneasa, Otopeni, Cluj, Constanta, Craiova, Iasi, Oradea, Satu Mare, Sibiu, Suceava, Targu Mures, Timisoara, Tulcea\nTMA ARAD, TMA CONSTANTA, TMA NAPOC\nairspace above FL105. \n\n\nIn CHISINAU FIR Airspace Class C comprises:\nall ATS routes;\nall CTRs: Chisinau, Marculesti\nTMA CHISINAU\nairspace above 4000 ft AMSL\n\n\n\n4. Class D. IFR and VFR flights are permitted and all flights are provided with air traffic control service. IFR flights are separated from other IFR flights, receive traffic information in respect of VFR flights and traffic avoidance advice on request. VFR flights receive traffic information in respect of all other flights and traffic avoidance advice on request. Continuous air-ground voice communications are required for all flights and a speed limitation of 250 kts IAS applies to all flights below 3050 M (10000 FT) AMSL, except where approved by the Romanian CAA for aircraft types, which for technical or safety reasons, cannot maintain this speed. All flights shall be subject to ATC clearance.\n\nIn BUCURESTI FIR there is no airspace designated with Class D. \nIn CHISINAU FIR there is no airspace designated with Class D.\n\n5. Class E. IFR and VFR flights are permitted. IFR flights are provided with air traffic control service and are separated from other IFR flights. All flights receive traffic information, as far as is practical. Continuous air-ground voice communications are required for IFR flights. A speed limitation of 250 kts IAS applies to all flights below 3050 M (10000 FT) AMSL, except where approved by the Romanian CAA for aircraft types, which for technical or safety reasons cannot maintain this speed. All IFR flights shall be subject to ATC clearance. Class E shall not be used for control zones.\n\nIn BUCURESTI FIR there is no airspace designated with Class E. \nIn CHISINAU FIR there is no airspace designated with Class E.\n\n6. Class F. IFR and VFR flights are permitted. All participating IFR flights receive an air traffic advisory service and all flights receive flight information service if requested. Continuous air-ground voice communications are required for IFR flights participating in the advisory service and all IFR flights shall be capable of establishing air ground voice communications. A speed limitation of 250 kts IAS applies to all flights below 3050 M (10000 FT) AMSL, except where approved by the Romanian CAA for aircraft types, which for technical or safety reasons cannot maintain this speed. ATC clearance is not required.\n\nIn BUCURESTI FIR there is no airspace designated with Class F. \nIn CHISINAU FIR there is no airspace designated with Class F.\n\n7. Class G. IFR and VFR flights are permitted and receive flight information service if requested. All IFR flights shall be capable of establishing air- ground voice communications. A speed limitation of 250 kts IAS applies to all flights below 3050 M (10000 FT) AMSL, except where approved by the Romanian CAA for aircraft types, which for technical or safety reasons cannot maintain this speed. ATC clearance is not required. \n\nIn BUCURESTI FIR Airspace Class G comprises:\nairspace outside ATS routes\nairspace not designated with another class (A, C) or as Restricted Areas\n\n\nIn CHISINAU FIR Airspace Class G comprises:\nairspace below 4000 ft AMSL, where is not designated as Class C\n\n\n\nThe next image shows the airspace classification within BUCURESTI FIR:\n\nThe next image shows the airspace classification within CHISINAU FIR:\n\n"},"airspace/semicircular-rule.html":{"url":"airspace/semicircular-rule.html","title":"Semicircular Rule","keywords":"","body":"SEMICIRCULAR RULE\nAt the ICAO level, aircraft in flight are obliged to maintain an EVEN or ODD flight level, depending on the flight direction. In most EUROCONTROL member states, such as Romania and Moldova, the rule is West-EVEN, East-ODD. Exceptions to this rule are the countries where the differentiation is made in the North-South direction (such as Italy, Spain, etc.) and the coordination between ATS Units, but non-standard.\nThe following diagram shows the standard levels depending on the direction of flight in LRBB FIR and LUUU FIR for IFR flights, according to ICAO.\n\nThe following diagram shows the standard levels depending on the direction of flight in LRBB FIR and LUUU FIR for VFR flights, according to ICAO.\n\n"},"loa/acc-apa.html":{"url":"loa/acc-apa.html","title":"FLAS ACC - Arad","keywords":"","body":"FLAS ACC Bucuresti - APP ARAD\n\n"},"loa/acc-apb.html":{"url":"loa/acc-apb.html","title":"FLAS ACC - Bucuresti","keywords":"","body":"FLAS ACC Bucuresti - APP BUCURESTI - TMA BUCURESTI\n\n"},"loa/acc-apc.html":{"url":"loa/acc-apc.html","title":"FLAS ACC - Constanta","keywords":"","body":"FLAS ACC Bucuresti - ACC CONSTANTA\n\n"},"loa/acc-apn.html":{"url":"loa/acc-apn.html","title":"FLAS ACC - NAPOC","keywords":"","body":"FLAS ACC Bucuresti - APP BUCURESTI - TMA NAPOC\n\n"},"loa/acc-tbc.html":{"url":"loa/acc-tbc.html","title":"FLAS ACC - Bacau","keywords":"","body":"FLAS ACC Bucuresti - Bacau Tower\n\n"},"loa/acc-tia.html":{"url":"loa/acc-tia.html","title":"FLAS ACC - Iasi","keywords":"","body":"FLAS ACC Bucuresti - Iasi Tower\n\n"},"loa/acc-tsv.html":{"url":"loa/acc-tsv.html","title":"FLAS ACC - Suceava","keywords":"","body":"FLAS ACC Bucuresti - Suceava Tower\n\n"},"phraseology/ground.html":{"url":"phraseology/ground.html","title":"Ground","keywords":"","body":"Standard Phraseology for Ground/Delivery positions\nIFR Clearance\n\n\n\nEnglish\nRomanian\n\n\n\n\nCALLSIGN cleared to your destination, via SID departure, runway RWY, climb FL xxx, squawk xxxx.\nCALLSIGN autorizez zborul către DEST, via SID (plecare), pista în serviciu RWY, urcați la nivelul de zbor xxx, afisați cod A xxxx.\n\n\nCALLSIGN cleared to your destination, runway RWY, after departure follow SID, climb FL xxx, squawk xxxx.\n\n\n\nConstraint: when a RNAV route cannot be issued\n\n\n\nEnglish\nRomanian\n\n\n\n\nCALLSIGN clear to your destination, runway for departure RWY, when airborne maintain runway heading, expect radar vectors for departure, climb to FL xxx, squawk xxxx.\nCALLSIGN autorizez zborul către DEST, pista în serviciu RWY, după decolare mențineți capul pistei, asteptați vectori pentru plecare, urcați la nivelul de zbor xxx, afisați cod A xxxx.\n\n\n\nVFR Clearance\nTraffic pattern\n\n\n\nEnglish\nRomanian\n\n\n\n\nCALLSIGN cleared VFR traffic patterns, runway RWY, left/right hand side, climb to xxxx ft by QNH xxxx, squawk xxxx\nCALLSIGN autorizez zbor în tur de pistă, pista in serviciu RWY, mâna stângă/dreaptă, urcați la xxxx de picioare după QNH xxxx, afisați cod A xxxx.\n\n\n\nVFR flight within CTR\n\n\n\nEnglish\nRomanian\n\n\n\n\nCALLSIGN cleared VFR flight to DEST, runway RWY, climb to xxxx ft by QNH xxxx, squawk xxxx.\nCALLSIGN autorizez zbor către DEST, pista RWY, urcați la xxxx picioare după QNH xxxx, afisați cod A xxxx.\n\n\n\nVFR flight with exit\n\n\n\nEnglish\nRomanian\n\n\n\n\nCALLSIGN cleared VFR to destination DEST, runway RWY, leave control zone via WPY, climb to xxxx ft by QNH xxxx, squawk xxxx.\nCALLSIGN autorizez zbor VFR către DEST, pista în serviciu RWY, ieșiți din zona de control via WPY, urcați la xxxx ft după QNH xxxx, afisați cod A xxxx.\n\n\n\nVarious procedures\nProcedures for push-back and start-up\n\n\n\nEnglish\nRomanian\n\n\n\n\nCALLSIGN cleared for push and start, (facing ...), QNH xxxx.\nCALLSIGN autorizez împingerea inapoi și pornirea motoarelor, (fața către...), QNH xxxx.\n\n\nCALLSIGN push-back start-up is approved, (facing ...), QNH xxxx.\n\n\n\nObservation: sometimes when exiting the parking position the pilot can be reminded the active runway and the time check; the facing direction can be omitted.\nProcedures for start-up in the parking position\n\n\n\nEnglish\nRomanian\n\n\n\n\nCALLSIGN start-up approved, QNH xxxx.\nCALLSIGN autorizez pornirea motoarelor, QNH xxxx.\n\n\n\nObservation: Pilots can ask for outside temperature.\nTaxi clearance (to runway)\n\n\n\nEnglish\nRomanian\n\n\n\n\nCALLSIGN taxi to holding point runway RWY via ...\nCALLSIGN rulați către poziția de așteptare pista RWY via ...\n\n\n\nObservation: The main rule: DESTINATION, followed by the ROUTE.\nTaxi clearance (to stand)\n\n\n\nEnglish\nRomanian\n\n\n\n\nCALLSIGN taxi to parking stand / parking position / stand STAND_NO via ...\nCALLSIGN rulați către poziția de parcare STAND_NO via ...\n\n\n\nObservation: The main rule: DESTINATION, followed by the ROUTE.\n"},"phraseology/tower.html":{"url":"phraseology/tower.html","title":"Tower","keywords":"","body":"Standard Phraseology for Tower positions\nRunway operations\nTake-off\n\n\n\nEnglish\nRomanian\n\n\n\n\nCALLSIGN wind xxx/xx knots, runway RWY, cleared for take-off.\nCALLSIGN vânt xxx/xx noduri, pista RWY, autorizez decolarea.\n\n\n\nLanding\n\n\n\nEnglish\nRomanian\n\n\n\n\nCALLSIGN wind xxx/xx knots, runway RWY, cleared to land.\nCALLSIGN vânt xxx/xx noduri, pista RWY, autorizez aterizarea.\n\n\n\nFlights in Control Zone\nEnter controlled airspace\n\n\n\nEnglish\nRomanian\n\n\n\n\nCALLSIGN, clear to enter controlled airspace via WPY, maintain ALT feet by QNH xxxx, (+ other info).\nCALLSIGN, autorizez intrarea în spațiu aerian controlat via WPY, menținenți ALT picioare după QNH xxxx (+ și alte informații).\n\n\n\nObservation: Other information relates to the runway in service of the main airport in the area or of other aircraft flying in the area.\nExit controlled airspace\n\n\n\nEnglish\nRomanian\n\n\n\n\nCALLSIGN, clear to exit controlled airspace, respect VFR traffic rules, assume own separation, contact FIC ...\nCALLSIGN, autorizez ieșirea din spațiu aerian controlat, mențineți regulile zborului la vedere, navigația proprie și contacți Cetrul de Informare al Zborului pe ...\n\n\n\nTraffic pattern\nTheoretical notions\n\nupwind: after departure on runway heading\ncrosswind: first left/right 90 degrees turn\ndownwind: parallel heading with runway heading, but opposite direction\nbase: the third turn, perpendicular to the final track of the runway\nfinal: the last leg on traffic pattern, while the pilot has the runway at 12 o'clock, before landing\n\nIn Romanian, these turns are named after the intersection that is formed between each two turns, as follows:\n\nvirajul 1 (între upwind și crosswind)\nvirajul 2 (între crosswind și downwind)\nvirajul 3 (între downwind și base) // bază\nvirajul 4 (între base și final) // finală\n\nPhraseology\n\n\n\nEnglish\nRomanian\n\n\n\n\nCALLSIGN clear left/right crosswind runway RWY, report ready for downwind.\nCALLSIGN autorizez virajul 1 pe stânga/dreapta pista RWY, raportați gata pentru virajul 2.\n\n\n\nObservation: TWR may authorize each turn, but may authorize first two turns at once:\n\n\n\nEnglish\nRomanian\n\n\n\n\nCALLSIGN clear left downwind runway RWY, report intention.\nCALLSIGN autorizez virajul 2 pista RWY, raportați intenții.\n\n\n\nObservation: Intention reporting is asked before the base turn.\nObservation: Base and final turn clearances are mandatory.\n\n\n\nEnglish\nRomanian\n\n\n\n\nCALLSIGN clear base and final runway RWY, report on final.\nCALLSIGN autorizez baza și finala pista RWY, raportați pe finală.\n\n\n\nWith the intention for landing\nObservation: The initial approach to the runway for landing is made at an angle of 45 degrees on the direction of second turn (downwind).\n\n\n\nEnglish\nRomanian\n\n\n\n\nCALLSIGN join left/right downwind for runway RWY, expect base turn.\nCALLSIGN aprob intrarea în virajul 2, pe partea stângă/dreaptă, pista RWY, așteptați baza.\n\n\n\nLanding types\n\n\n\nEnglish\nRomanian\n\n\n\n\nfull stop landing\naterizare (cu oprire)\n\n\ntouch and go\naterizare cu decolare în continuare\n\n\ntouch stop and go\naterizare cu oprire și decolare în continuare\n\n\nlow pass\ntrecere joasă\n\n\n\n"},"phraseology/approach.html":{"url":"phraseology/approach.html","title":"Approach","keywords":"","body":"Standard Phraseology for Approach positions\nDeparture instructions\n\n\n\nEnglish\nRomanian\n\n\n\n\n[AFTER DEPARTURE] TURN RIGHT (or LEFT) HEADING (three digits) (or CONTINUE RUNWAY HEADING) (or TRACK EXTENDED CENTRE LINE) TO (level or significant point)[(other instructions as required)]\nDUPĂ PLECARE] TURN RIGHT (SAU LEFT) CAP (trei cifre)(sau CONTINUAŢI PE CAP-UL PISTEI (sau DRUMUL PRELUNGIT AL AXULUI ) CĂTRE (nivel sau punct semnificativ)[(alte instrucţiuni după cum este necesar)]\n\n\nAFTER REACHING (or PASSING) (level or significant point) (instruction)\nDUPĂ ATINGEREA (sau TRAVERSAREA) (nivel sau punct semnificativ)(instrucţiuni)\n\n\nTURN RIGHT (or LEFT) HEADING (three digits) TO (level) [TO INTERCEPT (track, route, airway, etc.)]\nVIRAŢI DREAPTA (sau STÂNGA) CAP (trei cifre) CĂTRE (nivel) [PENTRU A INTERCEPTA (traiect, rută, cale aeriană, etc.)]\n\n\n(standard departure name and number) DEPARTURE\n(nume şi număr procedură standard de plecare) PLECARE\n\n\nTRACK (three digits) DEGREES [MAGNETIC (or TRUE)] TO (or FROM) (significant point) UNTIL (time, or REACHING (fix or significant point or level)) [BEFORE PROCEEDING ON COURSE]\nDRUM (trei cifre) GRADE [MAGNETIC (sau ADEVĂRAT)] CĂTRE (sau DE LA) (punct semnificativ) PÂNĂ LA (ora, sau ATINGÂND (punct fix sau semnificativ sau nivel)) [ÎNAINTE DE A PROCEDA PE CURS\n\n\nCLEARED (designation) DEPARTURE\nAUTORIZAT (identificator) pentru PLECARE\n\n\nCLEARED DIRECT (waypoint), CLIMB TO (level), EXPECT TO REJOIN SID [(sid designator)] [AT (waypoint)] then REJOIN SID [(SID designator)] [AT (waypoint)]\nAUTORIZAT DIRECT (punct de drum), URCARE LA (nivel), AȘTEPTAȚI REVENIREA LA SID [(identificator SID)] [La (punctul de drum)] apoi REVENIȚI LA SID [(identificator SID)] [LA (punctul de drum)]\n\n\nCLEARED DIRECT (waypoint),CLIMB TO (level) then REJOIN SID (SID designator) AT (waypoint)\nAUTORIZAT DIRECT(punctul de drum), URCAȚI LA (nivel) apoi REVENIȚI LA SID (identificatorul sid) LA(punctul de drum)\n\n\n\nArrival instructions\n\n\n\nEnglish\nRomanian\n\n\n\n\nCLEARED (or PROCEED) VIA (designation)\nAUTORIZAT (identificator) PENTRU SOSIRE\n\n\nCLEARED TO (clearance limit) (designation)\nAUTORIZAT CĂTRE (limita autorizării) (identificator)\n\n\nCLEARED (or PROCEED) (details of route to be followed)\nAUTORIZAT (sau PROCEDAŢI) (detalii ale rutei de urmat)\n\n\nCLEARED DIRECT (waypoint), DESCEND TO (level), EXPECT TO REJOIN STAR [(star designator)] AT (waypoint) then REJOIN STAR [(star designator)] [AT (waypoint)]\nAUTORIZAT DIRECT (punct de drum), COBORÂȚI LA (nivel), AȘTEPTAȚI SĂ REVINIȚI LA STAR [(identificator STAR)] [LA (punct de drum)] apoi REVENIȚI LA STAR [(identificator STAR)] [LA (punct de drum)]\n\n\nCLEARED DIRECT (waypoint), DESCEND TO (level) then REJOIN STAR (STAR designator) AT (waypoint)\nAUTORIZAT DIRECT (punct de drum), COBORÂȚI LA (nivel) apoi REVENIȚI LA STAR [(identificator STAR)] [LA (punct de drum)]\n\n\nCLEARED (type of approach) APPROACH [RUNWAY (number)]\nAUTORIZAT (tipul apropierii) APROPIERE [PISTA (număr)]\n\n\nCLEARED (type of approach) RUNWAY (number) FOLLOWED BY CIRCLING TO RUNWAY (number)\nAUTORIZAT (tipul apropierii) PISTA (număr) URMATĂ DE MANEVRE LA VEDERE PENTRU PISTA(număr)\n\n\nCLEARED APPROACH [RUNWAY (number)]\nAUTORIZAT APROPIERE [PISTA (număr)]\n\n\nCOMMENCE APPROACH AT (time)\nÎNCEPEŢI APROPIEREA LA (ora)\n\n\nCLEARED STRAIGHT-IN [(type of approach)] APPROACH [RUNWAY (number)]\nAUTORIZAT APROPIERE (tipul apropierii) DIRECTĂ [PISTA (număr)]\n\n\nREPORT VISUAL\nRAPORTAŢI VIZUAL\n\n\nREPORT RUNWAY [LIGHTS] IN SIGHT\nRAPORTAŢI PISTA [LUMINILE DE APROPIERE] LA VEDERE\n\n\nCLEARED VISUAL APPROACH RUNWAY (number)\nAUTORIZAT APROPIERE LA VEDERE PISTA (număr)\n\n\nADVISE ABLE TO ACCEPT VISUAL APPROCH RUNWAY (number)\nANUNŢAŢI DACĂ PUTEŢI ACCEPTĂ APROPIERE LA VEDERE PISTA (număr)\n\n\nCLEARED VISUAL APPROCH RUNWAY (number), MAINTAIN OWN SEPARATION FROM PRECEDING(aircraft type and wake turbulance category as appropriate)[CAUTION WAKE TURBULENCE]\nAUTORIZAT APROPIERE LA VEDERE PISTA (număr), MENŢINEŢI SINGUR EŞALONAREA CU AERONAVA DIN FAŢĂ (tipul aeronavei şi categoria turbulenţei de siaj dacă este cazul) [ ATENŢIE TURBULENŢĂ DE SIAJ ]\n\n\nREPORT (significant point); [OUTBOUND, or INBOUND]\nRAPORTAŢI (punct semnificativ); [ÎNDEPĂRTARE, CĂTRE]\n\n\nREPORT COMMENCING PROCEDURE TURN\nRAPORTAŢI ÎNCEPEREA PROCEDURII DE VIRAJ\n\n\nMAINTAIN OWN SEPARATION\nMENŢINEŢI EŞALONAREA SINGUR\n\n\nMAINTAIN VMC\nMENŢINEŢI VMC\n\n\nARE YOU FAMILIAR WITH (name) APPROACH PROCEDURE\nSUNTEŢI FAMILIARIZAT CU PROCEDURA DE APROPIERE (nume)\n\n\nCLEARED (MLS/RNAV plain-language designator)\nAUTORIZAT (MLS/RNAV identificator în limbaj liber)\n\n\n\nAir holding clearances\n\n\n\nEnglish\nRomanian\n\n\n\n\nHOLD VISUAL [OVER] (position), (or BETWEEN (two prominent landmarks)\nAŞTEPTARE VIZUALĂ [LA VERTICALA] (poziţia), (sau ÎNTRE)(două marcaje semnificative pe sol)\n\n\nCLEARED (or PROCEED) TO (significant point, name of facility or fix) [MAINTAIN (or CLIMB or DESCEND TO) (level)] HOLD [(direction)] AS PUBLISHED EXPECT APPROACH CLEARANCE (or FURTHER CLEARANCE) AT (time)\nAUTORIZAT (sau PROCEDAŢI) CĂTRE (punct semnificativ, nume facilitate sau punct fix) [MENŢINEŢI (sau URCAŢI sau COBORÂŢI LA)(nivel)] ASTEPTAŢI [(direcţie)] AŞA CUM ESTE PUBLICAT AŞTEPTAŢI-VĂ LA AUTORIZAREA DE APROPIERE (sau AUTORIZARE VIITOARE) LA (ora)\n\n\nCLEARED TO THE (three digits) RADIAL OF THE (name) VOR AT (distance) DME FIX [MAINTAIN (or CLIMB or DESCEND TO) (level)] HOLD [(direction)] [RIGHT (or LEFT) HAND PATTERN] [OUTBOUND TIME (number) MINUTES] EXPECT APPROACH CLEARANCE (or FURTHER CLEARANCE) AT (time) (additional instructions, if necessary)\nAUTORIZAT PE (trei cifre) RADIAL AL (nume) VOR la (distanţa) DME FIX [ MENŢINEŢI (sau URCAŢI sau COBORÂŢI LA) (nivel)] AŞTEPTAŢI [(direcţie)][VIRAJ DREAPTA (sau STÂNGA) TIMP DE ÎNDEPĂRTARE (număr) MINUTE] ASTEPTAŢI AUTORIZAREA DE APROPIERE (sau AUTORIZARE VIITOARE) LA (ora)(instrucţiuni suplimentare, dacă este necesar)\n\n\nCLEARED TO THE (three digits) RADIAL OF THE (name) VOR AT (distance) DME FIX [MAINTAIN (or CLIMB or DESCEND TO) (level)] HOLD BETWEEN (distance) AND (distance) DME [RIGHT (or LEFT) HAND PATTERN] EXPECT APPROACH CLEARANCE (or FURTHER CLEARANCE) AT (time) (additional instructions, if necessary)\nAUTORIZAT PE (trei cifre) RADIAL AL (nume) VOR la (distanţa) DME FIX [MENŢINEŢI (sau URCAŢI sau COBORÂŢI LA) (nivel)] AŞTEPTAŢI ÎNTRE (distanţa) ŞI (distanţa) DME [VIRAJ DREAPTA (sau STÂNGA) TIMP DE ÎNDEPĂRTARE (număr) MINUTE] AŞTEPTAŢI AUTORIZAREA DE APROPIERE (sau AUTORIZARE VIITOARE) LA (ora)(instrucţiuni suplimentare, dacă este necesar)\n\n\n\nEstimated time of approach\n\n\n\nEnglish\nRomanian\n\n\n\n\nNO DELAY EXPECTED\nNU SE PREVEDE ÎNTÂRZIERE\n\n\nEXPECTED APPROACH TIME (time)\nORA PREVĂZUTĂ DE APROPIERE (ora)\n\n\nREVISED EXPECTED APPROACH TIME (time)\nORA PREVĂZUTĂ DE APROPIERE REVIZUITĂ (ora)\n\n\nDELAY NOT DETERMINED (reason)\nÎNTÂRZIERE NEDETERMINATĂ (motive)\n\n\n\nATC unable to issue a RNAV-route due equipment\n\n\n\nEnglish\nRomanian\n\n\n\n\nUNABLE TO ISSUE (designator) DEPARTURE [or ARRIVAL] DUE RNAV TYPE\nNU POT SĂ AUTORIZEZ (identificator) PLECARE [sau SOSIRE] DATORITĂ TIPULUI RNAV\n\n\n\nConfirmation if a RNAV-route may be flown by the pilot\n\n\n\nEnglish\nRomanian\n\n\n\n\nADVISE IF ABLE (designator) DEPARTURE [or ARRIVAL]\nANUNŢAŢI DACĂ PUTEŢI (identificator) PLECARE [sau SOSIRE]\n\n\n\n"},"phraseology/miscellaneous.html":{"url":"phraseology/miscellaneous.html","title":"Special conditions","keywords":"","body":"Standard Phraseology in special conditions\nHow to call a station?\n\n\n\nEnglish\n\n\n\n\nCALLSIGN UNIT_NAME ?\n\n\n\nObservation: Call the station name, then put your current station name using interrogative intonation.\nTransfer of Communication\n\n\n\nEnglish\nRomanian\n\n\n\n\nCALLSIGN contact UNIT_NAME (on) xxx.xxx.\nCALLSIGN chemați / comutați cu / schimbați cu UNIT_NAME (pe) xxx.xxx.\n\n\n\nObservation: In general, UNIT_NAME is not translated in Romanian.\nUsual Words\n\nROGER -> used to confirm an instruction which have a less importance or to confirm the reception i.e.: After a pilot reports they are back after they were out of the cockpit for a few minutes.\n\nObservation: ROGER is not translated in Romanian.\n\n\n\nEnglish\nRomanian\n\n\n\n\nWILCO\nAȘA VOM FACE\n-> used to confirm that an instruction will be followed i.e.: Call a pilot and say to contact you back when is ready for taxi. The pilot will reply using WILCO.\n\n\nCONFIRM\nCONFIRMAȚI\n-> used to confirm\n\n\nAFFIRM\nAFIRMATIV\n-> YES/DA\n\n\nNEGATIVE\nNEGATIV\n-> NO/NU\n\n\nRECLEARED\nREAUTORIZAT\n-> used to reclear or to modify a clearance\n\n\nREAD-BACK CORRECT\n(ACESTA ESTE) CORECT\n-> used to confirm that the readback was correct\n\n\n\nChange of radio call sign\nObservation: The Flight Plan callsign will not be modified. The radio callsign will be an alias of the Flight Plan callsign and it is going to be used only on current frequency.\n\n\n\nEnglish\nRomanian\n\n\n\n\nCALLSIGN change your call sign to NEW_CALLSIGN (until further advised).\nCALLSIGN schimbați-vă indicativul în NEW_CALLSIGN (pâna la noua dispoziție).\n\n\n\nRevert to Flight Plan call sign\n\n\n\nEnglish\nRomanian\n\n\n\n\nNEW_CALLSIGN revert to Flight Plan call sign (CALLSIGN).\nNEW_CALLSIGN reveniți la indicativul din planul de zbor (CALLSIGN).\n\n\n\nDescription of \"level\"\n\n\n\nEnglish\nRomanian\n\n\n\n\nFLIGHT LEVEL xxx\nNIVELUL DE ZBOR xxx\n\n\nMETERS\nMETRI\n\n\nFEET\nPICIOARE\n\n\n\nChanges of level\n\n\n\nEnglish\nRomanian\n\n\n\n\nCLIMB\nURCAȚI\n\n\nDESCEND\nCOBORÂȚI\n\n\n\nInstruction for a climb or descend\n\n\n\nEnglish\nRomanian\n\n\n\n\nTO (level)\nLA (nivel)\n\n\nTO AND MAINTAIN BLOCK (level) TO (level)\nLA ȘI MENȚINEȚI BLOCAL (nivelul) LA (nivelul)\n\n\nTO REACH (level)\nSĂ ATINGEȚI (nivelul)\n\n\nREPORT LEAVING / REACHING / PASSIGN\nRAPORTAȚI PĂRĂSIREA / ATINGEREA / TRAVERSAREA\n\n\nAT (number) METRES PER SECOND / FEET PER MINTE GREATER / LESS\nCU (număr) METRI/SECUNDĂ / PICIOARE/MINUT MINIMUM / MAXIMUM\n\n\nSTOP CLIMB / DESCEND AT (level)\nOPRIȚI URCAREA / COBORÂREA LA (nivelul)\n\n\nCONTINUE CLIMB / DESCEND TO (level)\nCONTINUAȚI URCAREA / COBORÂREA LA (nivelul)\n\n\nEXPEDIATE CLIMB / DESCEND TO (level)\nGRĂBIȚI URCAREA / COBORÂREA LA (nivelul)\n\n\nWHEN READY CLIMB / DESCEND TO (level)\nCÂND SUNTEȚI GATA URCAȚI / COBORÂȚI LA (nivelul)\n\n\nEXPECT CLIMB / DESCEND AT ...\nASTEPTAȚI URCAREA / COBORÂREA LA ...\n\n\n\nTo request an action at a moment or position\n\n\n\nEnglish\nRomanian\n\n\n\n\nIMMEDIATELY\nIMEDIAT\n\n\nAFTER PASSING (point)\nDUPĂ TRAVERSAREA (punct)\n\n\nAT (time or point)\nLA (ora sau punctul)\n\n\n\nTo request an action when ready\n\n\n\nEnglish\nRomanian\n\n\n\n\nWHEN READY (instruction)\nCÂND SUNTEȚI GATA (instrucțiune)\n\n\n\nTo request own separation\n\n\n\nEnglish\nRomanian\n\n\n\n\nMAINTAIN OWN SEPARATION AND VMC (FROM (level) TO (level))\nMENȚINEȚI SINGUR EȘALONAREA VMC (DE LA (nivelul) LA (nivelul))\n\n\n\nWhen there is a reason that the aircraft is not able\n\n\n\nEnglish\nRomanian\n\n\n\n\nIF UNABLE (alternative instruction) AND ADVISE\nDACĂ NU ESTE PPOSIBIL (instrucțiuni alternative) ȘI ANUNȚAȚI\n\n\n\nClearance for a climb or descend on a prescribed RNAV-route\n\n\n\nEnglish\nRomanian\n\n\n\n\nCLIMB VIA SID\nURCAȚI VIA SID\n\n\nDESCEND VIA STAR\nCOBORÂȚI VIA STAR\n\n\n\nCancel level restriction\n\n\n\nEnglish\nRomanian\n\n\n\n\nCANCEL LEVEL RESTRICTION\nANULARE RESTRICȚII DE NIVEL\n\n\n\nCancel speed restriction\n\n\n\nEnglish\nRomanian\n\n\n\n\nCANCEL SPEED RESTRICTION\nANULARE RESTRICȚII DE VITEZĂ\n\n\n\nTransfer of control and Transfer of communication\n\n\n\nEnglish\nRomanian\n\n\n\n\nCONTACT (unit callsign) (frequency)\nCHEMAȚI (indicativ unitate) (frecvența)\n\n\nSTAND BY FOR (unit callsign) (frequency)\nAȘTEPTAȚI PENTRU (indicativ unit) (frecvența)\n\n\nFREQUENCY CHANGE APPROVED\nSCHIMBAREA DE FRECVENȚĂ APROBATĂ\n\n\nMONITOR (unit callsign) (frequency)\nASCULTAȚI (indicativ unitate) (frecvența)\n\n\n\nObservation: An aircraft may be required to comply with a “STAND BY” instruction on a frequency when the ATS unit intends to initiate immediate communications and to “MONITOR” a frequency when the information is issued.\n\n\n\nEnglish\nRomanian\n\n\n\n\nWHEN READY CONTACT (unit callsign) (frequency)\nCÂND SUNTEȚI GATA CHEMAȚI (indicativ unitate) (frecvența)\n\n\nREMAIN THIS FREQUENCY\nRĂMÂNEȚI PE ACEASTĂ FRECVENȚĂ\n\n\n\nTraffic information\n\n\n\nEnglish\nRomanian\n\n\n\n\nTRAFFIC (information)\nTRAFIC (informare)\n\n\n\nMeteorological conditions\n\n\n\nEnglish\nRomanian\n\n\n\n\n(SURFACE) WIND (number) DEGREES (speed) (units)\nVÂNT (număr) GRADE (velocitate) (unitate)\n\n\n\nObservation: Wind is always expressed by giving the mean direction and speed and any significant variations thereof.\n\n\n\nEnglish\nRomanian\n\n\n\n\nVISIBILITY (distance)(units)\nVIZIBILITATE (distanță)(unitate)\n\n\nRUNWAY VISUAL RANGE / RVR RUNWAY (number) (distance)(units)\nVIZIBILITATE ÎN LUNGUL PISTEI (număr)(distață)(unitate)\n\n\nCAVOK\n\n\n\nObservation: Read CAVOK as CAV-O-KAY\n\n\n\nEnglish\nRomanian\n\n\n\n\nCLOUD (type) (height)\nNORI (tip)(înăltime)\n\n\nTEMPERATURE (MINUS) (number)\nTEMPERATURA (MINUS) (număr)\n\n\nDEW POINT (MINUS) (number)\nPUNCT DE ROUĂ (MINUS) (număr)\n\n\nQNH (number)(units)\n\n\nQFE (number)(units)\n\n\n(aircraft type) REPORTED (description) ICING / TURBULENCE IN CLOUD (area)(time)\n\n\nREPORT FLIGHT CONDITIONS\nRAPORTAȚI CONDIȚIILE DE ZBOR\n\n\n\nPosition report\n\n\n\nEnglish\nRomanian\n\n\n\n\nNEXT REPORT AT (point)\nURMĂTORUL RAPORT LA (punct)\n\n\nOMIT POSITION REPORTS (UNTIL (specify))\nOMITEȚI RAPOARTELE DE POZIȚIE (PÂNĂ LA (specificare))\n\n\nRESUME POSITION REPORTING\nRELUAȚI RAPORTAREA POZIȚIEI\n\n\n\nAdditional reports\n\n\n\nEnglish\nRomanian\n\n\n\n\nREPORT PASSING ...\nRAPORTAȚI TRECÂND PRIN ...\n\n\n\nAerodrome information\n\n\n\nEnglish\nRomanian\n\n\n\n\n(location) RUNWAY (number) SURFACE CONDITION CODE (three digit number), followed as necessary by:\n(localizare) PISTA (indicativ) STAREA SUPRAFEȚEI [COD (număr din trei cifre), urmat după caz, de:\n\n\nISSUED AT (date and time UTC),\nEMIS LA (data și ora UTC);\n\n\nDRY / WET ICE / WATER ON TOP OF COMPACTED SNOW / DRY SNOW / DRY SNOW ON TOP OF ICE / WET SNOW ON TOP OF ICE / ICE / SLUSH / STANDING WATER / COMPACTED SNOW / WET SNOW / DRY SNOW ON TOP OF COMPACTED SNOW / WET SNOW ON TOP OF COMPACTED SNOW / WET / SLIPPERY WET / SPECIALLY PREPARED WINTER RUNWAY / FROST\nGHEAȚĂ USCATĂ / UMEDĂ / APĂ PESTE ZĂPADĂ TASATĂ / ZĂPADĂ USCATĂ / ZĂPADĂ USCATĂ PESTE GHEAȚĂ / ZĂPADĂ UMEDĂ PESTE GHEAȚĂ / GHEAȚĂ / ZLOATĂ / BĂLȚI / ZĂPADĂ TASATĂ / ZĂPADĂ UMEDĂ / ZĂPADĂ USCATĂ PESTE ZĂPADĂ TASATĂ / ZĂPADĂ UMEDĂ PESTE ZĂPADĂ TASATĂ / UMEDĂ / UDĂ / ALUNECOASĂ / PISTĂ PREGĂTITĂ SPECIAL PENTRU IARNĂ / CHICIURĂ;\n\n\nDEPTH (depth of deposit) MILLIMETRES / NOT REPORTED;\nGROSIME (grosimea depunerii) MILIMETRI / NU ESTE RAPORTAT;\n\n\nCOVERAGE (number) PER CENT / NOT REPORTED;\nACOPERIRE (număr) PROCENT / NU ESTE RAPORTAT;\n\n\nAVAILABLE WIDTH (number) METRES;\nLĂȚIME DISPONIBILĂ (număr) METRI;\n\n\nAVAILABLE LENGTH (number) METRES;\nLUNGIME DISPONIBILĂ (număr) METRI;\n\n\nDRIFTING SNOW;\nZĂPADĂ VISCOLITĂ;\n\n\nLOOSE SAND;\nCONTAMINARE CU NISIP;\n\n\nCHEMICALLY TREATED;\nTRATATĂ CHIMIC\n\n\nSNOWBANK (number) METRES [LEFT / RIGHT / LEFT AND RIGHT] [OF / FROM] CENTRE LINE;\nMALURI DE ZĂPADĂ (număr) METRI [STÂNGA / DREAPTA / STÂNGA ȘI DREAPTA] [AXULUI PISTEI / DE LA AXUL PISTEI];\n\n\nTAXIWAY (identification of taxiway) SNOWBANK (number) METRES [LEFT / RIGHT / LEFT AND RIGHT] [OF / FROM] CENTRE LINE;\nCALE DE RULAJ (identificarea căii de rulaj) MAL DE ZĂPADĂ (număr) METRI [STÂNGA / DREAPTA / STÂNGA ȘI DREAPTA] [AXULUI PISTEI / DE LA AXUL PISTEI];\n\n\nADJACENT SNOWBANKS;\nMALURI DE ZĂPADĂ LÂNGĂ PISTĂ;\n\n\nTAXIWAY (identification of taxiway) POOR;\nCALE DE RULAJ (identificarea căii de rulaj) SLAB;\n\n\nAPRON (identification of apron) POOR;\nPLATFORMĂ (identificarea platformei) SLAB;\n\n\nLANDING SURFACE (condition);\nSUPRAFAŢA DE ATERIZARE (condiţii);\n\n\nCAUTION CONSTRUCTION WORK (location);\nATENŢIE LUCRARI DE CONSTRUCŢIE (localizare);\n\n\nCAUTION WORK IN PROGRESS (or OBSTRUCTION) (position and any neces sary advice);\nATENŢIE LUCRĂRI ÎN DESFĂŞURARE (sau OBSTACOL) (poziţie şi orice indicaţie necesară);\n\n\nBRAKING ACTION REPORTED BY (aircraft type) AT (time) GOOD / GOOD TO MEDIUM / MEDIUM / MEDIUM TO POOR / POOR;\nEFECT DE FRÂNARE RAPORTATĂ DE (tip aeronavă) LA (ora) BUN (sau BUN SPRE MEDIU / MEDIU / MEDIU SPRE SLAB / SLAB);\n\n\nTOWER OBSERVES (weather information);\nOBSERVAŢII ALE TURNULUI (informaţii meteorologice);\n\n\nPILOT REPORTS (weather information).\nRAPOARTE ALE PILOŢILOR (informaţii meteorologice).\n\n\n\nState of operational status of visual and non-visual systems\n\n\n\nEnglish\nRomanian\n\n\n\n\n(state the visual or non-visual system) RUNWAY (number) (description of the deficiency)\n(specifică mijlocul vizual sau non-vizual) PISTA (indicativ) (descrierea deficienţei)\n\n\n(type) LIGHTING (which is not serviceable)\nBALIZAJUL (tip) (care nu este în serviciu)\n\n\nGBAS / SBAS / MLS / ILS CATEGORY (category) (status of disponibility)\nGBAS / SBAS / MLS / ILS CATEGORIA (categoria) NU ESTE ÎN SERVICIU / ESTE ÎN SERVICIU\n\n\nTAXIWAY LIGHTING (description of the deficiency)\nBALIZAJUL CĂII DE RULARE (descrierea deficienței)\n\n\n(visual approach slope indicator type) RUNWAY (description of the deficiency)\n(tipul indicatorului de pantă de apropiere la vedere) PISTA (indicativ) (descrierea deficienţei)\n\n\n\nRVSM Operations\n\n\n\nEnglish\nRomanian\n\n\n\n\nCONFIRM RVSM APPROVED\nCONFIRMAȚI APROBAT RVSM\n\n\nUNABLE ISSUE CLEARANCE INTO RVSM AISRAPCE, MAINTAIN (level)\nNU SE APROBĂ INTRAREA ÎN SPAȚIUL AERIAN RVSM, MENȚINEȚI (nivelul)\n\n\nREPORT WHEN ABLE TO RESUME RVSM\nRAPORTAȚI CÂND PUTEȚI REVENI LA RVSM\n\n\nCONFIRM ABLE TO RESUME RVSM\nCONFIRMAȚI CĂ PUTEȚI REVENI LA RVSM\n\n\n\nIssuance of a clearance\n\n\n\nEnglish\nRomanian\n\n\n\n\n(name of unit) CLEARS (aircraft call sign)\n(numele unităţii) AUTORIZEAZĂ (indicativul aeronavei)\n\n\n(aircraft call sign) [REST OF CLEARANCE UNCHANGED]\n(indicativul aeronavei) AUTORIZATĂ LA\n\n\nRECLEARED (amended clearance details) [REST OF CLEARANCE UNCHANGED]\nREAUTORIZAT (detalii privind autorizarea amendată) [RESTUL AUTORIZĂRII NESCHIMBATĂ]\n\n\nRECLEARED (amended route position ) TO (significant point of original route) [REST OF CLEARANCE UNCHANGED]\nREAUTORIZAT (porţiunea de rută amendată) CĂTRE (punctul semnificativ al rutei iniţiale) [RESTUL AUTORIZĂRII NESCHIMBATĂ]\n\n\nENTER CONTROLLED AIRSPACE (or CONTROL ZONE) [VIA (significant point or route)] AT (level) [AT (time)]\nINTRAŢI ÎN SPAŢIUL AERIAN CONTROLAT (sau ZONA DE CONTROL) [VIA (punct semnificativ sau ruta)] LA (nivel) [LA (ora)]\n\n\nLEAVE CONTROLLED AIRSPACE (or CONTROL ZONE) [VIA (significant point or route)] AT (level) (or CLIMBING, or DESCENDING)\nPĂRĂSIŢI SPAŢIUL AERIAN CONTROLAT (sau ZONA DE CONTROL)[VIA (punct semnificativ sau ruta)] LA (nivel) (sau URCÂND, sau COBORÂND)\n\n\n\nIndication of the route and the clearance limit\n\n\n\nEnglish\nRomanian\n\n\n\n\nINDICATION OF THE ROUTE AND THE AUTHORIZATION LIMIT\nDE LA (loc) LA (loc)\n\n\nO (location ), followed as necessary by: DIRECT / VIA (route and/or significant points) / FLIGHT PLANNED ROUTE / VIA (distance) DME ARC (direction) OF (name of DME station)\nLA(loc), urmat, după cum este necesar de: DIRECT / VIA (ruta şi/sau puncte semnificative) / RUTA DE ZBOR PLANIFICATĂ / VIA (distanţa) DME ARC(direcţie) DE (numele staţiei DME)\n\n\n(route) NOT AVAILABLE DUE (reason) ALTERNATIVE[S] IS/ARE (routes) ADVISE\n(ruta) NU ESTE DISPONIBILĂ DIN CAUZA (motiv) ALTERNATIVE SUNT (rute) ANUNŢAŢI\n\n\n\nSpecification of cruise levels\n\n\n\nEnglish\nRomanian\n\n\n\n\nCROSS (significant point) AT (or ABOVE, or BELOW) (level)\nTRAVERSAŢI (punct semnificativ) LA (sau DEASUPRA, sau SUB) (nivel)\n\n\nCROSS (significant point) AT (time) OR LATER (or BEFORE) AT (level)\nTRAVERSAŢI (punct semnificativ) LA (ora) SAU MAI TÂRZIU (sau ÎNAINTE) LA (nivel)\n\n\nCROSS (distance) DME [(direcţie)] OF (name of DME station) (or (distance) [(direction)] OF (significant point)) AT (or ABOVE or BELOW) (level)\nTRAVERSAŢI (distanţa) DME [(direcţie)] AL (nume staţie DME) (sau (distanţă)[(direcţie)] AL (punct semnificativ) LA (sau DEASUPRA sau SUB)(nivel))\n\n\n\nEmergency descend\n\n\n\nEnglish\nRomanian\n\n\n\n\nATTENTION ALL AIRCRAFT IN THE VICINITY OF [or AT] (significant point or location) EMERGENCY DESCENT IN PROGRESS FROM (level) (followed as necessary by specific instruction, clearances, traffic information, etc.)\nATENŢIE TOATE AERONAVELE DIN VECINĂTATEA [sau LA] (punct semnificativ sau locaţie) COBORÂRE DE URGENŢĂ ÎN DESFĂŞURARE DE LA (nivel)(urmat după cum este necesar, de instrucţiuni specifice, autorizări, informări de trafic, etc.)\n\n\n\nIf the clearance cannot be issued at the time of request\n\n\n\nEnglish\nRomanian\n\n\n\n\nEXPECT CLEARANCE (or type of clearance) AT (time)\nASTEPTAŢI AUTORIZAREA (sau tipul autorizării) LA (ora)\n\n\n\nIf the clearance for avoiding cannot be issued at the time of request\n\n\n\nEnglish\nRomanian\n\n\n\n\nUNABLE, TRAFFIC (direction) BOUND (type of aircraft) (level) ESTIMATED (or OVER) (significant point) AT (time) CALL SIGN (call sign) ADVISE INTENTIONS\nNU SE APROBĂ, TRAFIC CĂTRE (tip aeronavă)(nivel) ESTIMEAZĂ (sau LA VERTICALĂ) (punct semnificativ) LA (ora) INDICATIVUL(indicativ) ANUNŢAŢI INTENŢIILE\n\n\n\nSeparation instructions\n\n\n\nEnglish\nRomanian\n\n\n\n\nCROSS (significant point) AT (time) [OR LATER (or OR BEFORE)]\nTRAVERSAŢI (punct semnificativ) LA (ora) [SAU MAI TÂRZIU(sau SAU ÎNAINTE)]\n\n\nADVISE IF ABLE TO CROSS (significant point) AT (time and level)\nANUNŢAŢI DACĂ PUTEŢI TRAVERSA (punct semnificativ) LA (ora sau nivelul)\n\n\nMAINTAIN MACH (number) [OR GREATER (or OR LESS)] [UNTIL (significant point)]\nMENŢINEŢI MACH (număr) [SAU MAI MARE (sau SAU MAI MIC)] [PÂNĂ LA (punct semnificativ)]\n\n\nDO NOT EXCEED MACH (number)\nNU MĂRIŢI MACH (număr)\n\n\nCONFIRM ESTABLISHED ON THE TRACK BETWEEN (significant point) AND (significant point) [WITH ZERO OFFSET]\nCONFIRMAŢI DACĂ SUNTEŢI PE TRAIECT ÎNTRE (punctul semnificativ) ŞI (punctul semnificativ) [CU ABATERE ZERO]\n\n\nMAINTAIN TRACK BETWEEN (significant point) AND (significant point). REPORT ESTABLISHED ON THE TRACK\nMENŢINEŢI TRAIECTUL ÎNTRE (punctul semnificativ) ŞI (punctul semnificativ). RAPORTAŢI DACĂ SUNTEŢI PE TRAIECT\n\n\nCONFIRM ZERO OFFSET\nCONFIRMAŢI ABATERE 0\n\n\n\nInstructions associated with a parallel offset\n\n\n\nEnglish\nRomanian\n\n\n\n\nADVISE IF ABLE TO PROCEED PARALLEL OFFSET\nANUNŢAŢI DACĂ PUTEŢI PROCEDA PARALEL OFFSET\n\n\nPROCEED OFFSET (distance) RIGHT/LEFT OF (route) (track) [CENTRE LINE] [AT (significant point or time)] [UNTIL (significant point or time)]\nPROCEDAŢI OFFSET (distanţa) DREAPTA/STÂNGA DE (ruta)(traiect) [AXULUI][LA (punct semnificativ sau ora)] [PÂNĂ LA (punct semnificativ sau ora)]\n\n\nCANCEL OFFSET (instruction to rejoin cleared flight route or other information)\nANULAŢI OFFSET (instrucţiuni de revenire la ruta autorizată sau alte informaţii).\n\n\n\n"},"euroscope/install.html":{"url":"euroscope/install.html","title":"Install","keywords":"","body":"[Guide] How to install EuroScope\nDownload and install EuroScope\nIn VATSIM Romania, vATCOs use EuroScope to control.\nHere are the steps you must follow to install EuroScope:\n\nDownload the base files from the official website (instant download) -v3.2c.\n\nAfter downloading the MSI file, run it and install EuroScope like any other program you want to install. It is preferable to keep the standard installation path.\nUnzip this archive in the place where you installed the EuroScope base files earlier. By default, it should be in Program Files x86/EuroScope.\nAudio for Vatsim (AFV)\nThe second most important program we use is Audio for Vatsim; we use it to communicate with the pilots.\n\nDownload the AFV (instant download). \n\nAfter downloading the MSI file, run it and install EuroScope like any other program you want to install. It is preferable to keep the standard installation path.\nOpen the AFV and update it as required.\nSee how to install sector files here.\nSettings\nRun EuroScope. In the header of EuroScope, hit the OTHER SET button and uncheck the lines as in picture below:\n\n"},"euroscope/update.html":{"url":"euroscope/update.html","title":"Sector file","keywords":"","body":"[Guide] How to install sector files?\nEvery 28 days, on Thursday, there is the AIRAC update, where all the changes made throughout the month are published. Controllers are requested to update their sector files to the latest version.\nInstall\nInstall Pack is mandatory to install the first time. \n\nGo to this page and download the Install Pack available.\nTo keep track of the cycle you installed, create a folder in Documents/EuroScope/ with the name LRBB GNG XXXX in which you will unzip the Install Pack. Keep in mind, XXXX is the current AIRAC cycle. You can see the current cycle here in the AIRAC column of the table.\n\nUpdate\nIf you control using your own sector changes, there is the method to use the Update pack which has only the essential changes in addition. However, it is recommended to always use the Install Pack to avoid errors.\n\nGo to this page and download the Install Pack available.\nUnzip the archive in the folder where you have the previous version. This folder should be in Documents/EuroScope/LRBB GNG XXXX.\n\n"},"euroscope/auto-updater.html":{"url":"euroscope/auto-updater.html","title":"Sector file - auto","keywords":"","body":"[Guide] How to add auto updater in EuroScope\n\nGo to ./Documents/EuroScope and create a new folder named LRBB AUTO GNG.\nOpen this folder and unzip both the Install and Update packs from GNG.\nAccess the URL link, copy the content and paste it to a new txt file. Save the file as AeroNav_LRBB_by_Aerosoft_NavDataPro.txt to ./Documents/EuroScope/LRBB AUTO GNG/\nRun EuroScope and open the profile from LRBB AUTO GNG. \nPush the OPEN SCT button, then on Download Sector Files\n\nYou'll see this window\n\nComplete it as follows:\nName: LRBB AUTO GNG\nURL: https://files.aero-nav.com/AeroNav_LRBB_by_Aerosoft_NavDataPro.txt\n\n\nPush the NEW button\nNow, look up this new entry in the above list and select it. (It's blue when selected.)\nNow complete the menu with the location of the before created file (You can use the Browse button)\nFilename: [location-to]/Documents/EuroScope/LRBB AUTO GNG/AeroNav_LRBB_by_Aerosoft_NavDataPro.txt\n\n\n\nPush the Update button\nPush the Download button\nWait a few seconds... You'll see the available packs updating in the bottom part of the window. \nTick the A column for both packs (A - auto).\n\nJOB DONE\nHow it works?\nEvery 12 hours, if EuroScope runs, it automatically checks if there is any difference between your sector file version and the sector file published from GNG.\nIf it finds any difference regarding version you'll see a window where the EuroScope will inform you about the availability of a new sector file. It's important to keep your sector file up to date at any time, so push YES. \nThereafter, a new window will appear asking if you want to change the sector file through all ASR files. It's mandatory to select YES.\nA third window might ask if you want to delete the old sector file. It's your decision whether you want to keep all .sct and .ese files from the previous versions. (You don't need them to control.)\nMight want to update manually?\n\nPush the OPEN SCT button, then on Download Sector Files\nLookup for your provider (AeroNav GNG LRBB VATSIM ROMANIA)\nIn the bottom list select which pack you want to manually update and then push the DOWNLOAD button\n\n\n"},"euroscope/observer.html":{"url":"euroscope/observer.html","title":"Observer Guide","keywords":"","body":"[Guide] How to connect as observer?\nAs per VATSIM Code of Conduct, users can connect as observers using their abbreviated name, followed by the _OBS suffix.\nFor example, if your name is Joe Doe, your observer call sign is JD_OBS. However, it is possible that this name is already connected online; To resolve the conflict, use a third letter, representing either your middle name or one of the second letters of your first or last name, such as: JOD_OBS or JDO_OBS. Never connect using ICAO codes of some airports or with special call signs designated for VATSIM staff members.\nSee an example in the image below:\n\nDo not forget to delete all ATIS lines because those lines are defined for the last set control position.\n"},"euroscope/vccs.html":{"url":"euroscope/vccs.html","title":"VCCS","keywords":"","body":"What is VCCS and how to use it?\nThis is the VCCS user guide, a tool used for coordination between both internal and external sectors.\nVCCS is the primary mode to coordinate. If this function does not work, you can use the text via private message on EuroScope and you should reach the OPS Team via mail.\nNote: VCCS is a system used for Verbal Coordinations. Do not use for general chat!\nVCCS or Verbal Coordination is the main used tool to coordinate any situation which are not or cannot be established using the Coordination Feature in EuroScope (level change and direct to). \nHow do we start?\nThe first thing is to configure your VCCS by setting your nickname with your VATSIM CID and set a PTT to G2G. This PTT must be different from the one you have already set in AFV to communicate on the frequency. It is also recommended not to use a character key. For example, you can use Alt, Right Ctrl, Ctrl, Shift or Right Shift.\nGo to Settings: Right Click on LINE 1, then left click on EDIT button:\n\n\n\nIn the image above you will notice how the VCCS mini controller looks. It has 3 components: NO CALL, LINE 1 and LINE 2. For constructive reasons, only the first two components are usable at this time.\nThe first one indicates the current status of the phone\n\nNO CALL: The phone is free and ready to be used.\n\nCALLING: The phone is engaged in a call, either incoming or outgoing\n\nRING OFF: It indicates that the call can be stopped from ringing, but the call remains on air.\n\nMUTE: Indicates that the caller can be MUTED. This function can be used if the ATCO has traffic on the frequency while a VCCS call occurs.\n\nUNMUTE: Indicates that the caller is set to MUTE mode (see above). This function is used to return the caller's voice.\n\n\nThe second section, LINE 1, indicates the number of the telephone line used\n\nLINE 1: The phone is free and ready to be used on line 1.\n\nXXXXX: The telephone code of the calling or called station is displayed, as following:\n\nbackground is RED: XXXXX is speaking\nbackground is ORANGE: you are speaking\nbackground is WHITE: you are calling the station or the station already picked up the call\n\n\n\nIncoming call\n\nOutgoing call\n\nInternal Coordination Code Descriptor\n\n\n\n\nUnit\nCode\nCall sign\nCID\nFrequency\n\n\n\n\nACC\nLOM\nLRBB_L_CTR\nLOM\n122.030\n\n\nACC\nARG\nLRBB_A_CTR\nARG\n121.180\n\n\nACC\nNAP\nLRBB_N_CTR\nNAP\n127.075\n\n\nACC\nUP\nLRBB_U_CTR\nLRUP\n132.865\n\n\n\n\n\n\n\n\n\nDIR\nOP\nLROP_F_APP\nDIB\n127.155\n\n\n\n\n\n\n\n\n\nAPP\nOP\nLROP_APP\nAPB\n119.415\n\n\nAPP\nCL\nLRCL_APP\nAPN\n126.430\n\n\nAPP\nAR\nLRAR_APP\nAPA\n123.430\n\n\nAPP\nCK\nLRCK_APP\nAPC\n122.905\n\n\n\n\n\n\n\n\n\nTWR\nOP\nLROP_TWR\nTOP\n118.805\n\n\nTWR\nBS\nLRBS_TWR\nTBS\n125.205\n\n\nTWR\nCL\nLRCL_TWR\nTCL\n118.705\n\n\nTWR\nTM\nLRTM_TWR\nTTM\n119.180\n\n\nTWR\nSB\nLRSB_TWR\nTSB\n121.305\n\n\nTWR\nAR\nLRAR_TWR\nTAR\n118.230\n\n\nTWR\nTR\nLRTR_TWR\nTTR\n120.105\n\n\nTWR\nCK\nLRCK_TWR\nTCK\n124.030\n\n\n\n\n\n\n\n\n\nTWR\nSM\nLRSM_TWR\nTSM\n119.655\n\n\nTWR\nBM\nLRBM_TWR\nTBM\n118.855\n\n\nTWR\nSV\nLRSV_TWR\nTSV\n129.955\n\n\nTWR\nOD\nLROD_TWR\nTOD\n118.455\n\n\nTWR\nCV\nLRCV_TWR\nTCV\n129.530\n\n\nTWR\nBC\nLRBC_TWR\nTBC\n120.980\n\n\nTWR\nIA\nLRIA_TWR\nTIA\n119.955\n\n\nTWR\nTC\nLRTC_TWR\nTTC\n119.755\n\n\n\n\n\n\n\n\n\nGND\nOP\nLROP_GND\nGOP\n121.855\n\n\nGND\nBS\nLRBS_GND\nGBS\n129.950\n\n\nGND\nTR\nLRTR_GND\nGTR\n121.600\n\n\n\n\n\n\n\n\n\nDEL\nOP\nLROP_DEL\nDOP\n120.955\n\n\n\nExternal Coordination Code Descriptor\n\n\n\n\nUnit\nCode\nCall sign\nCID\nFrequency\n\n\n\n\nADR\nE\nADR_E_CTR\nADE\n130.550\n\n\nADR\nU\nADR_U_CTR\nADU\n130.750\n\n\nADR\nFull\nADR_CTR\nADR\n130.000\n\n\nACC\nLYBA\nLYBA_CTR\nBEO\n123.775\n\n\nAPP\nLYBE\nLYBE_APP\nABE\n133.100\n\n\nAPP\nLYBT\nLYBT_APP\nABT\n126.050\n\n\n\n\n\n\n\n\n\nACC\nSOF\nLBSR_CTR\nSOF\n131.225\n\n\nACC\nVAR\nLBSR_V_CTR\nVAR\n134.700\n\n\nACC\nVB\nLBSR_B_CTR\nBSS\n132.950\n\n\nACC\nSB\nLBSR_E_CTR\nSES\n129.100\n\n\n\n\n\n\n\n\n\nACC\nLUUU\nLUUU_CTR\nUU\n130.975\n\n\nAPP\nLUKK\nLUKK_APP\nAPK\n133.300\n\n\nTWR\nLUKK\nLUKK_TWR\nTKK\n118.100\n\n\nGND\nLUKK\nLUKK_GND\nGKK\n121.800\n\n\n\n\n\n\n\n\n\nACC\nBUU\nLHCC_U_CTR\nBUU\n133.535\n\n\nACC\nBUN\nLHCC_N_CTR\nBUN\n135.555\n\n\nACC\nBU1\nLHCC_1_CTR\nBU1\n132.790\n\n\nACC\nBU\nLHCC_CTR\nBU\n120.975\n\n\nACC\nBUK\nLHCC_K_CTR\nBUK\n127.860\n\n\nACC\nBU2\nLHCC_2_CTR\nBU2\n135.205\n\n\n\n\n\n\n\n\n\nACC\nLVV\nUKLV_CTR\nLVV\n134.050\n\n\nACC\nKYV\nUKBV_CTR\nKYV\n135.150\n\n\nACC\nODS\nUKOV_CTR\nODS\n132.200\n\n\nUKR\nFull\nUKR_CTR\nUKR\n123.475\n\n\n\n\n\n\n\n\n\nEUC\nSW\nEUC-SW_CTR\nESW\n135.500\n\n\nEUC\nEN\nEUC-EN_CTR\nEEN\n135.300\n\n\n\nPrinciples\n\nshort message\nprecise\nunambiguous\n\nAll time\n\nget it in advance\nstate reason\n\nSubject to Verbal Coordination\n\nlateral approval request: if the traffic is requesting vectors to avoid weather and will entry the downstream sector more than 10 NM off from the initial or Flight Plan course, then you have to request a lateral approval request\n\nExample:\nCalling...\nA: Go Ahead!\nB: Approval Request for ROT123 East of NARKA.\nA: Go Ahead!\nB: ROT123 15 miles South from NARKA due weather.\nA: Approved / Negative (reason, alternate conditions)\n\nvertical approval request: if you are the upstream sector and you cannot meet the LoA, you should initiate a Vertical Approval Request\n\nExample:\nCalling...\nA: Go Ahead!\nB: Approval Request HYS456 descending FL350 (instead of 320)\nA: HYS456 is accepted descending FL350\nB: Approved 350 for HYS456.\n\nrequest for release: usually used for early clearance into APP area or in the lower sector\n\nExample:\nCalling...\nA: Go Ahead!\nB: Request release for climb (Craiova departure) WMT123, East of ANASA\nA: WMT123 released for climb / fully released / is not released.\n\ntemporary deviation from LoA\n\nExample:\nCalling...\nA: Go Ahead!\nB: Can you offer higher level for RYR789?\nA: RYR789 is accepted climbing FL390 out of FL350.\nExample:\nCalling...\nA: Go Ahead!\nB: Until further notice, send all aircraft to destination Bucharest via DENAK at FL150 or above.\n\ndiversion: aircraft is changing destination\n\nExample:\nCalling...\nA: Go Ahead!\nB: Check position North of Constanta ROT345\nA: Radar contact\nB: ROT345 is diverting to Otopeni via NETUL.\nA: Checked / Roger \n\nany other situation not stated above\n\nPhraseology for coordinations using VCCS\nTo answer the call, you must use the left click on to LINE 1 when the phone rings. After that you have to press the set PTT and say Go Ahead.\nThe caller will also say their radio call sign, then communicate the message.\nTWR-APP Coordination\nTWR to APP\nNote: All IFR flights shall be coordinated and released by APP Unit before they enter the runway for take-off.\nExemple: The departure traffic is ROT123 and the SID is BUKEL1K\n\nTWR > APP: \"ROT123 BUKEL\"\n\nThe possible answers that can come from the APP:\n\n\"released\": traffic is allowed to take off without restrictions\n\"released on runway heading\": traffic is allowed to take off, with the restriction of maintaining runway heading after take off (TWR Clearance: \"ROT123, when airborne maintain runway heading ...\")\n\"released, FL60\": traffic is allowed to take off, with the restriction of a lower Flight Level or altitude (TWR Clearance: \"ROT123, recleared, climb initial FL60\" - after readback, the rest of the take-off clearance)\n\"stand-by\": traffic is not allowed to take off; in this case, wait for a call from APP, and if APP does not call after 3 minutes, initiate a new request.\n\nThe called must end the call after the coordination is finished. To do this, the caller must say OUT (to make the other controller aware that you will hang up the call), then press END button to end the call.\nNote: Verbal coordination expires 3 minutes after \"released\". Any delay that occurs on the ground, in the immediate vicinity of the runways and that will delay the take-off must be reported to the APP, if the actual \"release message\" was given.\nAPP to TWR\nNote: APP shall inform TWR about all IFR and VFR (where applicable) traffic which intend to land at the specified aerodrome. The APP > TWR coordination should include the call sign of the traffic, the type of the approach (ILS, VOR, NDB, RNAV, Visual) and the runway.\nExample:\n\nAPP > TWR: \"HYS789 VOR DME runway 09\"\n\nBecause this is an information, TWR is not constrained to respond with a voice message. The caller should terminate the call by saying \"OUT\" and pressing the END button.\nGND to TWR\nGround must inform TWR if an aircraft is taxiing to a holding point any other holding point that is not at the end of the runway:\n\nGND > TWR: \"ROT456 departure from Golf 08R\"\n\n"},"emergencies/handle.html":{"url":"emergencies/handle.html","title":"Intro","keywords":"","body":"How to handle emergency situations on VATSIM?\nAccording to VATSIM Code of Conduct, article B6, emergencies on VATSIM can be denied by ATC and pilot have to disconnect or to cancel the emergency.\nAn example on how to tell the pilot their emergency is denied: Roger, your emergency is not acknowledge. If unable to comply, please disconnect!.\nIn the following pages you will be able to find a guide related to what you can do when you have a pilot that declares emergency. \nResource & Reference: EATCHIP Human Resources Team (1997). Human Factors Module: Critical Incident Stress Management. HUM.ET1.ST13.3000-REP-01. Ed. 1.0. Released Issue. Brussels: EUROCONTROL.\n"},"emergencies/tcas.html":{"url":"emergencies/tcas.html","title":"TCAS","keywords":"","body":"TCAS\nExpect\n\nclimb or descend without prior clearance\n\ntwo or more aircrafts involved\n\nnotfication from pilot of ‘TCAS climb/descend’.\n\n\nRemember\nA 'Acknowledge' - S 'Separate' - S 'Silence' - I 'Inform' - S 'Support - T 'Time'\n\ncontroller shall provide traffic information\n\nTCAS altitude datat is more accurate than radar data\n\nThe controller shall resume responsability from providing separation for all affected aircrafts when:\n\nThe controller acknowledged a report from the flight crew that the aircraft has resumed the current clearance\n\nThe controller acknowledged a report from the pilot that the aircraft is resuming the current clearance and issues an alternative clearance which is acknowledged by the pilot\n\n\n\n\n"},"emergencies/birdstrike.html":{"url":"emergencies/birdstrike.html","title":"Birdstrike","keywords":"","body":"Birdstrike\nMay result in\n\nbroken canopy / windshield\n\nengine failure\n\nhydraulic problems\n\nprecautionary approach\n\nhandling difficulties\n\nelectrical problems\n\ngear Problems\n\n\nExpect\n\ncancel take-off\n\nimmediate return to airport\n\nlanding next suitable airport\n\nrestricted visibility\n\nhydraulic problems\n\n\nRemember\nA 'Acknowledge' - S 'Separate' - S 'Silence' - I 'Inform' - S 'Support - T 'Time'\n\nis pilot able to control their aircraft?\n\nallow long final if requested\n\ncheck RWY (if birdstrike after take-off)\n\n\nIf needed, inform pilot about\n\naerodrome details and weather\n\n"},"emergencies/brakes.html":{"url":"emergencies/brakes.html","title":"Brake problems","keywords":"","body":"Brake problems\nExpect\n\npilot requests longest RWY\n\noverrunning RWY threshold at far end\n\nburst type\n\naircraft may swerve of RWY\n\nRWY blocked after landing\n\n\nRemember\nA 'Acknowledge' - S 'Separate' - S 'Silence' - I 'Inform' - S 'Support - T 'Time'\n\ninform pilot about RWY lenght and conditions\n\nkeep safety strip clear\n\ntowing and tech staff on stand-by as required\n\n\n"},"emergencies/commfa.html":{"url":"emergencies/commfa.html","title":"Communication failure","keywords":"","body":"Communication failure\nExpect\nVMC\n\nsquawk 7600\n\ncontinue in VMC\n\nland at nearest suitable airport\n\n\nIMC\n\nsquawk 7600\n\nmaintain last assigned speed and level for 7 minutes OR minimum flight level, if the minimum flight altitude is heigher than the last assigned level\n\nif being radar vectored or proceeding offset according to RNAV without a specified limit, proceed in the most direct manner possible to rejoin the CPL no later than the next significant point, taking into consideration the applicable minimum flight altitude\n\nthe aircraft will proceed to the designated navigational aid serving the destination aerodrome and hold until commencement of descend.\n\ncommence descend at, or as close as possible to the EAT last received and acknowledged, OR if not EAT received and acknowledged, commence descend at or as close as possible to, the ETA resulting from CPL\n\ncomplete a normal instrument approach procedure as specified for the designated navigation aid\n\nland, if possible, withinh 30 minutes after the ETA specified, OR within 30 minutes of the last acknowledged expected approach time, whichever is later.\n\n\nRemember\nA 'Acknowledge' - S 'Separate' - S 'Silence' - I 'Inform' - S 'Support - T 'Time'\n\nfailure of transmitter or receiver only\n\npossible relay by other stations?\n\n\n"},"emergencies/emgdesc.html":{"url":"emergencies/emgdesc.html","title":"Emergency descend","keywords":"","body":"Emergency descend\nExpect\n\ndescend without warning\n\npoor or no RTF due to oxygen mask\n\n\nIf able, aicraft will\n\ninitiate a turn away from the assigned route or track before commencing the emergency descend\n\nadvise the appropriate ATC unit as soon as possible of the emergency descend\n\nset transponder to code 7700 and select the emergency mode on CPDLC system, if applicable\n\nturn on aircraft exterior lights\n\nwatch for conflicting traffic both visually and by reference to aircrafts\n\ncoordinate its furthe intentions with the approapiate ATC unit\n\n\nRemember\nA 'Acknowledge' - S 'Separate' - S 'Silence' - I 'Inform' - S 'Support - T 'Time'\n\nacknowledge emergency on RTF\n\ntake all necessary action to safeguard all aircraft concerned\n\nmay be required to suggest a heading, state the minimum altitude or to provide separation\n\nafter emergency descend, request informations:\n\ndiversion\n\ninjuries\n\naircraft damage\n\n\n\nconsider aircraft still to be in an emergency situation\n\n\n"},"emergencies/enginefailure.html":{"url":"emergencies/enginefailure.html","title":"Engine failure","keywords":"","body":"Engine failure\nMay result in\n\nabandoned take-off\n\npressurisation problems\n\nfuel dumping\n\nprecautionary approach\n\n\nExpect\n\nheavy workload in the cockpit\n\ndeviation from SID\n\nintermediate level-off\n\ndescend\n\ncourse deviation\n\npressurisation problems\n\n\nRemember\nA 'Acknowledge' - S 'Separate' - S 'Silence' - I 'Inform' - S 'Support - T 'Time'\n\ninform landing aerodrome\n\nclear RWY according to local procedures or instructions\n\nkeep safety strip clear\n\noffer pilot extended final\n\nin case of forced landing, record last know position and time\n\n\nIf needed, inform pilot about\n\nnext suitable airport\n\nalternate airport details as soon as possible\n\nweather information of landing airport\n\n\n"},"emergencies/engapufire.html":{"url":"emergencies/engapufire.html","title":"Engine or APU on fire","keywords":"","body":"Engine or APU on fire\nMay result in\n\nabandoned take-off\n\nengine failure\n\nsmoke or fire in the cockpit\n\nemergency landing\n\n\nExpect\n\nheavy workload in cockpit\n\nengine shutdown / fire extinguishing\n\n\nAircarft on the ground\n\nhot brakes\n\npassenger evacuation\n\nRWY blocked\n\n\nAircraft in the air\n\npressurisation problems\n\naircrafts loosing altitude\n\nlanding next suitable airport\n\npossible diversionary or forced landing (for single engine aircrafts)\n\n\nRemember\nA 'Acknowledge' - S 'Separate' - S 'Silence' - I 'Inform' - S 'Support - T 'Time'\n\nask if dangerous goods on board\n\nask for number of POB\n\ninform landing airport\n\nclear RWY according to local procedures and instructions\n\nkeep safety strip clear\n\nin case of diversionary or forced landing, record last known position and time\n\n\nIf needed, inform pilot about\n\nnext suitable airport\n\nairport details as soon as possible\n\nweather infomation of landing airport\n\nobserved fire and/or smoke\n\n\n"},"emergencies/lowfuel.html":{"url":"emergencies/lowfuel.html","title":"Fuel problems","keywords":"","body":"Fuel problems\nMay result in\n\nengine failure\n\ndiversionary or forced landing\n\n\nExpect\n\nMAYDAY low on fuel emergency with imminent danger to aircraft\n\nPAN PAN minimum fuel aircraft need priority handling\n\nimproper use of standard phraseology, verify actual fuel status\n\n\nRemember\nA 'Acknowledge' - S 'Separate' - S 'Silence' - I 'Inform' - S 'Support - T 'Time'\n\nkeep aircarft high to save fuel\n\navoid ATC-caused GO AROUND\n\ninform landing aerodrome\n\nask if dangerous goods on board\n\nask for numbers of POB\n\nclear RWY according to local procedures and instructions\n\nkeep safety strip clear\n\n\nIf needed, inform pilot about\n\nnext suitable aerodrome\n\naerodrome details as soon as possible\n\nweather information at landing aerodrome\n\n\n"},"emergencies/gear.html":{"url":"emergencies/gear.html","title":"Gear problems","keywords":"","body":"Gear problems\nMay result in\n\nneed for external advice\n\nExpect\n\nGO AROUND\n\nlow pass of tower for gear inspection by specialist engineering personnel\n\nmanual gear extension\n\n\nRemember\nA 'Acknowledge' - S 'Separate' - S 'Silence' - I 'Inform' - S 'Support - T 'Time'\n\nprepare for LOW PASS for visual inspection\n\nweight reduction necessary\n\nclear RWY acccording to local procedures and instructions\n\nkeep safety strip clear\n\n\nIf needed, inform pilot about\n\naircraft configuration\n\n"},"emergencies/hydraulic.html":{"url":"emergencies/hydraulic.html","title":"Hydraulic problems","keywords":"","body":"Hydraulic problems\nMay result in\n\nfuel dumping\n\ngear and brake problems\n\nrelatively high speed\n\napproach and landing\n\n\nExpect\n\nlimited manoeuvrability\n\nlimited flap and bank angle\n\nmanual gear extension (no retraction possible)\n\nholding pattern for necessary checks\n\nextended final\n\nhigher approach speed on final (up to 220 KIAS on flapless approach)\n\nlimited breaking capability\n\npossible overrun\n\nRWY blocked after landing\n\n\nRemember\nA 'Acknowledge' - S 'Separate' - S 'Silence' - I 'Inform' - S 'Support - T 'Time'\n\nincrease vertical and lateral separation\n\nask if dangerous goods on board\n\nask for number of POB\n\navoid ATC-caused GO AROUND\n\nclear RWY according to local procedures and instructions\n\nkeep safety strip clear\n\n\nIf needed, inform pilot about\n\nnext suitable airport\n\nairport details as soon as possible\n\nweather information of landing aerodrome\n\nfire or smoke from brakes\n\n\n"},"emergencies/icing.html":{"url":"emergencies/icing.html","title":"Icing","keywords":"","body":"Icing\nExpect\n\nimmediate change of level and/or heading\n\nlimitation in rate of climb or descend\n\nhigher speed\n\n\nRemember\nA 'Acknowledge' - S 'Separate' - S 'Silence' - I 'Inform' - S 'Support - T 'Time'\n\navoid holding\n\nenable CCO after departure\n\nkeep safety strip clear\n\nAIREP to other aircrafts, other units and maxdepth\n\n\nIf needed, inform pilot about\n\ncheck anti-icing and de-icing systems\n\npitot, stall warner, propeller, windshield and carburettor heating\n\nwind anti-ice\n\nalternate air supply\n\ndescend with high power settig to increase bleed air supply\n\nhigher approach or landing speed due to increase of stalling speed\n\n\n"},"emergencies/pressurisation.html":{"url":"emergencies/pressurisation.html","title":"Pressurisation problems","keywords":"","body":"Presurisation problems\nMay result in\n\nemergency descend\n\nExpect\n\naircraft will stop climb\n\nrequest for immediate descend\n\nemergency descend without warning\n\nno emergency squawk\n\npossible turn off track\n\npoor RTF (because of oxygen mask)\n\ninjuries to passengers or crew\n\n\nRemember\nA 'Acknowledge' - S 'Separate' - S 'Silence' - I 'Inform' - S 'Support - T 'Time'\n\nclear airspace directly beneath the aircraft\n\n"},"emergencies/smokefirecockpit.html":{"url":"emergencies/smokefirecockpit.html","title":"Smoke or fire in the cockpit","keywords":"","body":"Smoke or fire in the cockpit\nExpect\n\nhigh stress level in the cockpit\n\nshortest high-speed vector to land - nearest suitable airport\n\npoor RTF or loss of RTF\n\npassengers evacuation\n\nRWY blocked\n\n\nRemember\nA 'Acknowledge' - S 'Separate' - S 'Silence' - I 'Inform' - S 'Support - T 'Time'\n\nask if dangerous goods on board\n\nask for number of POB\n\ninform landing airport\n\noffer out of wind landing if more expeditioys\n\nclear RWY according to local procedures and instructions\n\nkeep safety strip clear\n\nAPP / RWY lighting system 100%\n\n\nIf needed, inform pilot about\n\ntrack miles to touchdown of next suitable runway\n\navailability of automatic approach low visbility procedures\n\naerodrome details as soon as possible\n\nweather information of landing aerodrome\n\n\n"},"meteo/decode-metar.html":{"url":"meteo/decode-metar.html","title":"METAR","keywords":"","body":"How to Read a METAR Weather Report\nExample of the METAR report issued for the Chisinau aerodrome.\nSARM31 LROP 220730METAR LROP 220730Z 04005KT 0700 0550SE R08/1000U DZ FG SCT010 OVC020 05/05 Q1018 BECMG FM0900 9999 NSW=\nDecode:Bucharest Otopeni routine report issued at 0730 UTC on the 22th of the month. Surface wind zero four zero degrees five knots. Prevailing visibility seven hundred meters, minimum visibility five hundred and fifty meters in the southeast direction. Runway visual range representative of the touchdown zone for runway zero eight is one thousand meters and the runway visual range values have shown an upward tendency during previous 10 minutes. Present weather: moderate drizzle and fog. Scattered cloud at one thousand feet, overcast at two thousand feet; air temperature five degrees Celsius; dew-point temperature five degrees Celsius; QNH 1018 hecto-Pascals; trend during next 2 hours: Becoming from nine hundred prevailing visibility ten kilometers or more and nil significant weather. \n\n\n\n\n\n\n\n\n\n\n\nElement\nCode group specifications\nDetailed content\nExamples\n\n\nSARM31 LROP 220730\nWMO header\nData designatorsSARM31 (SA - data type, RM - geographical designator and 31 - numbers used for indicating the bulletins for global, interregional, regional and national distribution). LROP – the ICAO four-letter location indicator corresponding to the geographical location of the meteorological office originating or compiling the meteorological bulletin and a day-time group.\nSARM31 LROP 110500SARM31 LRBS 011500\n\n\nMETAR (+COR)\nIdentification of thetype of report\nName of reportAddition COR indicates that it is a repeated message for the same observation period, it uses for correction early issued message.\nMETARMETAR COR\n\n\nLROP\nICAO location indicator\nICAO aerodrome code\nLRCL, LRTR\n\n\n220730Z\nDate and time of observation\nReport emitted the day: 22, time 07:30 UTC Day and actual time of the observation, letter Z stands for UTC\n010030Z 151100Z 102130Z 310000Z\n\n\n04005KT\nSurface wind direction and wind speed in knots,(variable wind direction and significant speed variations (gusts), if takes place)\nWind: True direction = 40 degrees, speed=5 knotsSurface wind is observed at a height of 10 m above the ground. The wind directions are reported in terms of degrees true (direction relative to true north), rounded to the nearest whole degree. Surface wind representative of conditions above the whole runway where there is only one runway and the whole runway complex where there is more than one runway. When a wind speed of 100 kt or more, it is indicated as 99 kt. The averaging period for surface wind observations is 10 minutes.\n00000KT 01003KT 13023KT 340P99KT\n\n\n\n\nVariations from the mean wind speed (gusts) during the past 10 minutes reported when the maximum wind speed exceeds the mean speed by 10 kt or more otherwise.\n12007G18KT24017G28KT\n\n\n\n\nSurface wind variations from the mean wind direction on 60° or more during the past 10 minutes is reported as follows:1) as the two extreme directions between which the surface wind has varied when the total variation is 60° or more and less than 180° and the wind speed is 3 kt or more;2) 2) as variable with no mean wind direction, when the total variation is 60° or more and less than 180° and the wind speed is less than 3 kt or when the total variation is 180° or more (thunderstorm at the aerodrome).\n02010KT 350V070\n\n\n0700\nPrevailing\nPrevailing visibility = 700 metersVisibility is measured by instrumented systems at a height of 2.5 m above the runway or assessed at a height of approximately 5 m above the runway by a human observer and reported in meters. Visibility of 10 km or more reported as 9999. Reported visibilities are representative of the aerodrome.Prevailing visibility is a greatest visibility value, which is reached within at least half of the surface of the aerodrome. These areas could comprise contiguous or non-contiguous sectors. Prevailing visibility can be calculated by instrumented systems only. Human observer can assess and reported only minimum visibility at the aerodrome.\n0050 0250 3500 5000 9999\n\n\n0550SE\nMinimum visibility anddirection of the minimum visibility, when observed\nLowest visibility = 550 meters in general direction to South-EastLowest visibility is indicated together with prevailing visibility when different from the prevailing visibility, and 1) less than 1 500 m or 2) less than 50 per cent of the prevailing visibility and less than 5 000 m. When it possible, its general direction reported in relation to the aerodrome reference point indicated by reference to one of the eight points of the compass.When the visibility is fluctuating rapidly, and the prevailing visibility cannot be determined, only the lowest visibility should be reported, with no indication of direction.\n2100 1200NE 0700 0550SE\n\n\nR08/1000U\nRunaway Visual Range (RVR)\nRunway visual range on the runway 08 is 1000 meters with upward tendencyRunway visual range (RVR) is the range over which the pilot of an aircraft on the centre line of a runway can see the runway surface markings or the lights delineating the runway or identifying its centre line. The runway visual range is reported in meters throughout periods when either the visibility or the runway visual range is less than 1 500 m.When the variation of the runway visual range values shows an upward or downward tendency, this is indicated by the abbreviation “U” or “D”, respectively. When actual fluctuations during the 10-minute period show no distinct tendency, this is indicated using the abbreviation “N”. Human observer can't assess and reported RVR.\nR08/0400N R27/0250 R26/0900D R26/1400 R09/M0050 R26/P2000N R27/1200U\n\n\nDZ FG\nPresent weather (weather phenomena)\nPresent weather: drizzle and fogThe following present weather phenomena are reported when it’s are representative of conditions at the aerodrome: rain, drizzle, snow and freezing precipitation (including intensity thereof), haze, mist, fog, freezing fog and thunderstorms (including thunderstorms in the vicinity). The relevant intensity or, as appropriate, the proximity to the aerodrome of the reported present weather phenomena are indicated as follows:Light “—“, Moderate – no indication, Heavy “+”, Vicinity “VC”\nRA HZ VCFG+TSRA FG VCSH+DZ VA VCTS–SN MIFG VCBLSN+TSRASN–SNRADZ FG+SHSN BLSN\n\n\nSCT010 OVC020\nCloud amount andheight of cloud base orvertical visibility, when observed and measuredNil significant clouds, when applicableCloud type – for CB or TCU only\nCloud amount: first layer is scattered (3-4 eighths cloud coverage) with height of cloud base of 1000 feet AGL, next layer is overcast – (8 eighths cloud coverage) with height of cloud base of 2000 feet AGL.Cloud amount, cloud type and height of cloud base are reported as necessary to describe the clouds of operational significance. When the sky is obscured, vertical visibility are reported, where measured, in lieu of cloud amount, cloud type and height of cloud base. The height of cloud base and vertical visibility are reported in feet. Cloud observations for METAR are representative of the aerodrome and its vicinity. For cloud amount reporting using the abbreviations “FEW” (1 to 2 oktas), “SCT” (3 to 4 oktas), “BKN” (5 to 7 oktas) or “OVC” (8 oktas). Cumulonimbus clouds and towering cumulus is indicated as “CB” and “TCU”, respectively.\nFEW015VV005OVC030NSCSCT010OVC020BKN009TCUSCT008 BKN025CB\n\n\n\n\nVertical visibility is measured and reporting when the sky is obscured and appropriate measuring systems are available at the aerodrome. Vertical visibility are reported in steps of 100 ft up to 2 000 ft.\nVV003\n\n\n\n\nIf there are no clouds of operational significance and no restriction on vertical visibility but the abbreviation “CAVOK” is not appropriate, the abbreviation “NSC” is used.\nNSC\n\n\n\n\nWhen the following conditions occur simultaneously at the time of observation:a) visibility, 10 km or moreb) no cloud of operational significancec) no weather of significance to aviationthe information on visibility, runway visual range, present weather and cloud amount, cloud type and height of cloud base is replaced in all meteorological reports by the term “CAVOK” ( Ceiling And Visibility OK)\nCAVOK\n\n\n04/03\nAir temperature and dew point temperature\n04 is the air temperature in degrees Celsius, 03 is the dew point in degrees CelsiusAir temperature and the dew-point temperature is reported in steps of whole degrees Celsius. Any observed value which does not fit the reporting scale in are rounded to the nearest whole degree Celsius, with observed values involving 0.5° rounded up to the next higher whole degree Celsius. Temperatures below 0°C are identified by letter \"M\".\n14/08 03/M00M05/M11\n\n\nQ1012\nPressure value QNH\nQ1012 represents a current altimeter setting of 1012 hPa or 1012 mbPressure reduced to sea level in hPa QNH (Q-codes ICAO) is computed from aerodrome atmospheric pressure in tenths of hectopascals and reported in steps of whole hectopascals, using four digits. Any observed value which does not fit the reporting scale in use shall be rounded down to the nearest lower whole hectopascal. If set on the subscale of altimeter to read of QNH, the instrument would indicate its elevation above see level when aircraft were on the ground at aerodrome.\nQ1016 Q0956\n\n\nRESHRA REFZDZ\nRecent weather – optional group\nRESHRA REFZDZ - recent shower rain and recent freezing drizzleThe recent weather phenomena, i.e. weather phenomena observed at the aerodrome during the period since the last issued routine report, but not at the time of observation are reported in the supplementary information:- freezing precipitation- moderate or heavy precipitation (including showers thereof)- blowing snow- duststorm- thunderstorm- funnel cloud- volcanic ash- wind shear.\nREFZRARETSRAWS R08WS ALL RWY\n\n\nR26/190060\nState of the runway\nR26/190060 - state of the runway 26Note. Until 4 November 2020 only in METAR are included in the supplementary information on the state of the runway provided by the appropriate airport authority.\nR26/590155\n\n\nBECMG FM0900 9999 NSW=\nLanding forecasts TREND\nbecoming from 09:00 UTC visibility 10 kilometers or more, no significant weatherA landing forecast in the form of a trend forecast are intended to meet the requirements of local users and of aircraft within about one hour’s flying time from the aerodrome.Trend forecasts are consist of a concise statement of the expected significant changes in the meteorological conditions at that aerodrome. The period of validity of a trend forecast are 2 hours from the time of the METAR which forms part of the landing forecast.\nTEMPO 2000 BR BKN004=TEMPO 3000 SHRA BKN005=BECMG FM1030 TL1130 CAVOK =\n\n\n\n\nWhen no change is expected to occur, this shall be indicated by the term “NOSIG” (no significant changes are forecast)\nNOSIG=\n\n\n\n"},"meteo/codification.html":{"url":"meteo/codification.html","title":"Aerodrome Report","keywords":"","body":"Report Type\n\n\n\nCode\nMeaning\n\n\n\n\nMETAR\nPeriodic or routine report, generated once an hour or half hour.\n\n\nSPECI\nSpecial report issued when conditions have significantly changed.\n\n\n\nSpeed Unit\n\n\n\nCode\nMeaning\n\n\n\n\nKT\nKnots\n\n\nMPS\nMetres per second\n\n\nKMH\nKilometres per hour\n\n\n\nLength Unit\n\n\n\nCode\nMeaning\n\n\n\n\nMetre\nMetre, standard unit\n\n\nFoot\nFoot, used by FAA for RVR\n\n\nMile\nMile, more formally statute mile, used by FAA\n\n\n\nWind Variable Direction\n\n\n\nField\nExplanation\n\n\n\n\nwvdLeft\nThe left extreme of the wind direction in degrees.\n\n\nwvdRight\nThe right extreme of the wind direction in degrees.\n\n\n\nWind Speed\n\n\n\nField\nExplanation\n\n\n\n\nwsUnit\nWind speed unit\n\n\nwsValue\nValue of the wind speed in the unit.\n\n\n\nWind\n\n\n\nField\nExplanation\n\n\n\n\nwDirection\nMean true direction in degrees rounded off to the nearest 10 degrees from which the wind is blowing, when absent the direction is variable.\n\n\nwSpeed\nMean speed of the wind over the 10-minute period immediately preceding the observation.\n\n\nwGust\nMaximum gust wind speed if relevant.\n\n\nwVariation\nVariable wind direction if relevant.\n\n\n\nVisibility Tendency\n\n\n\nCode\nMeaning\n\n\n\n\nDown\nVisibility is decreasing.\n\n\nUp\nVisibility is increasing.\n\n\nNoChange\nNo significant change in visibility.\n\n\n\nVisibility Distance\n\n\n\nField\nExplanation\n\n\n\n\nvdUnit\nDistance unit\n\n\nvdValue\nDistance value in the unit.\n\n\nvdFraction\nDistance fraction in the unit, e.g., (1, 4) for a 1/4.\n\n\n\nRunway Designator\n\n\n\nField\nExplanation\n\n\n\n\nRunwayDesignator\nRunway designator, 2 digits possibly appended with L(eft), C(entral), or R(ight) for parallel runways.\n\n\n\nExtreme RVR\n\n\n\nCode\nMeaning\n\n\n\n\nLower\nIndicates an extreme lower value of runway visual range.\n\n\nHigher\nIndicates an extreme higher value of runway visual range.\n\n\n\nRunway Visual Range\n\n\n\nField\nExplanation\n\n\n\n\nrvrDesignator\nRunway designator.\n\n\nrvrMeanVisibility\nMean visibility in meters.\n\n\nrvrOutsideMeasuringRange\nPresent only if the RVR values are outside the measuring range of the observing system.\n\n\nrvrVisibilityTendency\nVisibility tendency.\n\n\n\nVisibility\n\n\n\nField\nExplanation\n\n\n\n\nvPrevailing\nPrevailing horizontal visibility in meters; 9999 indicates visibility over 10 km.\n\n\nvLowest\nLowest visibility if reported.\n\n\nvLowestDirection\nDirection of the lowest visibility.\n\n\nvRunways\nVisual range for each runway.\n\n\n\nWeather Qualifier\n\n\n\nCode\nMeaning\n\n\n\n\nLightWeather\nLight weather.\n\n\nHeavyWeather\nHeavy weather.\n\n\nInVicinityWeather\nIn vicinity, i.e., not on location but within 8000 m.\n\n\n\nWeather Descriptor\n\n\n\nCode\nMeaning\n\n\n\n\nShallow\n\n\n\nPatches\n\n\n\nPartial\n\n\n\nDrifting\n\n\n\nBlowing\n\n\n\nShowers\n\n\n\nThunderstorm\n\n\n\nFreezing\n\n\n\nWeather Phenomenon\n\n\n\nCode\nMeaning\n\n\n\n\nDrizzle\n\n\n\nRain\n\n\n\nSnow\n\n\n\nSnowGrains\n\n\n\nIceCrystals\n\n\n\nIcePellets\n\n\n\nHail\n\n\n\nSmallHail\n\n\n\nUnknownPrecipitation\n\n\n\nMist\nVisibility > 1000 m.\n\n\nFog\nVisibility \n\n\nSmoke\n\n\n\nVolcanicAsh\n\n\n\nWidespreadDust\n\n\n\nSand\n\n\n\nHaze\n\n\n\nSpray\n\n\n\nDust\nWell-developed dust/sand whirls.\n\n\nSquall\n\n\n\nFunnelCloud\nTornado, waterspout are always +FC, i.e., heavy FunnelCloud.\n\n\nSandstorm\n\n\n\nDustStorm\n\n\n\nCloud Type\n\n\n\nCode\nMeaning\n\n\n\n\nCumulonimbus\n\n\n\nToweringCumulus\n\n\n\nCloud Amount Type\n\n\n\nCode\nMeaning\n\n\n\n\nFew\nFew amount of clouds.\n\n\nScattered\nScattered amount of clouds.\n\n\nBroken\nBroken amount of clouds.\n\n\nOvercast\nOvercast amount of clouds.\n\n\n\nCloud Amount\n\n\n\nField\nExplanation\n\n\n\n\ncaType\nType of cloud amount.\n\n\ncaHeight\nHeight of cloud base in hundreds of feet.\n\n\nclType\nType of clouds if relevant.\n\n\n\nVertical Visibility\n\n\n\nField\nExplanation\n\n\n\n\nvvExtent\nExtent of vertical visibility in hundreds of feet above field elevation.\n\n\n\nNo Cloud Observed\n\n\n\nCode\nMeaning\n\n\n\n\nNoCloudBelow1500\nNo clouds observed below 1500 feet.\n\n\nNoCloudBelow3600\nNo clouds observed below 3600 feet.\n\n\nSkyClear\nSky clear; no clouds observed.\n\n\n\nClouds\n\n\n\nVariant\nExplanation\n\n\n\n\nCloudAmounts\nCloud amount observations.\n\n\nObscuredSky\nObscured sky observations.\n\n\nNoneObserved\nNo clouds observed conditions.\n\n\n\nPressure Unit\n\n\n\nCode\nMeaning\n\n\n\n\nHpa\nhPa (standard).\n\n\nInchesHg\ninches of mercury (US)\n\n\n\nPressure\n\n\n\nField\nExplanation\n\n\n\n\npUnit\nPressure unit.\n\n\npValue\nPressure value.\n\n\n\nReport Modifiers\n\n\n\nField\nExplanation\n\n\n\n\nreportCorrected\nWhether the report was corrected.\n\n\nreportAuto\nWhether the report contains fully automated observations without human intervention.\n\n\nreportMissed\nWhether the report corresponds to a missing report.\n\n\n\nAerodrome Report\n\n\n\nField\nExplanation\n\n\n\n\nreportType\nType of the report.\n\n\nreportModifiers\nModifiers (cor, auto, nil).\n\n\nreportStation\nICAO code for the observing station (an aerodrome).\n\n\nreportDate\nWhen the observation was made.\n\n\nreportWind\nWind related observations.\n\n\nreportVisibility\nVisibility related observations.\n\n\nreportWeather\nWeather related observations.\n\n\nreportClouds\nClouds related observations.\n\n\nreportTemperature\nTemperature rounded to nearest whole degree Celsius.\n\n\nreportDewPoint\nDew point rounded to nearest whole degree Celsius.\n\n\nreportPressure\nMean sea level pressure (“QNH”).\n\n\nreportRemarks\nReport components and miscellaneous abbreviations.\n\n\n\nWeather Descriptor\n\n\n\nCode\nMeaning\n\n\n\n\nMI\nShallow\n\n\nBC\nPatches\n\n\nPR\nPartial\n\n\nDR\nDrifting\n\n\nBL\nBlowing\n\n\nSH\nShowers\n\n\nTS\nThunderstorm\n\n\nFZ\nFreezing\n\n\n\nWeather Phenomenon\n\n\n\nCode\nMeaning\n\n\n\n\nDZ\nDrizzle\n\n\nRA\nRain\n\n\nSN\nSnow\n\n\nSG\nSnowGrains\n\n\nIC\nIceCrystals\n\n\nPL\nIcePellets\n\n\nGR\nHail\n\n\nGS\nSmallHail\n\n\nUP\nUnknownPrecipitation\n\n\nBR\nMist\n\n\nFG\nFog\n\n\nFU\nSmoke\n\n\nVA\nVolcanicAsh\n\n\nDU\nWidespreadDust\n\n\nSA\nSand\n\n\nHZ\nHaze\n\n\nPY\nSpray\n\n\nPO\nDust\n\n\nSQ\nSquall\n\n\nFC\nFunnelCloud\n\n\nSS\nSandstorm\n\n\nDS\nDustStorm\n\n\n\nClarity Sky\n\n\n\nCode\nMeaning\n\n\n\n\nNSC\nNoneObserved NoCloudBelow1500\n\n\nNCD\nNoneObserved SkyClear\n\n\nCLR\nNoneObserved NoCloudBelow3600\n\n\nSKC\nNoneObserved SkyClear\n\n\n\n"}}}
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