Getting Started
Learn the basics of flying in Aeronautica ATC
Getting Started
Aeronautica ATC is a subcommunity of Aeronautica focused on roleplaying flights with semi-realistic Air Traffic Control. Anyone is free to join events, as long as they have a Discord account and are able to join voice channels (no mic is required, but you must be able to hear controllers).
All of our controllers are trained and certified to work in specific regions of Aeronautica. If you are interested in becoming a controller, see Controllers.
Most flights in Aeronautica ATC are composed of 5 main stages: planning, getting a clearance, taxiing, taking off, flying, landing, and taxiing back to a parking spot!
If you are looking for charts, you can find them here.
Here you can find basic explanations of each section and what to expect when flying. If you want a step by step guide with examples, click this button:
Once you finish reading and want to gauge your knowledge level, try solving this quiz:
- The Basics
Controllers (who to contact?)
During the different phases of your flight, you will be contacting a lot of different controllers! In general, the first person to contact is either a clearance delivery or a ground controller. They will clear your flight (see below), handle your request and send you over to the next controller.
This will repeat all the way until you are parked at your destination airport.
In Aeronautica ATC, we use a top-down controlling system, which means a higher ranked controller can also control positions which are typically below them. In other words, if there is a missing controller in the sequence, simply contact the next one! For example, if there is a center online but no ground, tower or arrival/departure, you can directly contact the center controller, as they will be handling the positions below.
In some cases, arrival and departure positions will be unified in a single frequency, i.e., sometimes, for example, you may be told to contact departure even though the frequency name is called approach.
Airspace
Airspace is divided into several areas, both laterally and horizontally, often each of these areas has a specific Airspace Class which defines specific procedures or requirements for a pilot to enter the airspace.
When flying out/into/through controlled airspace, you should be in the frequency corresponding to that airspace (see below)
(Edit: Oconia FAA is currently managing Aesir NAV duties, all NAV operations have been dropped until enough demand is there to create a different division.)
Regions
We split Aeronautica into different regions based on the real-life counterparts of the airports in each continent.
Oconia: U.S. and Caribbean Islands (FAA Phraseology)
Avalon: Europe (CAA/U.K. Phraseology)
Aesir: Canada (NAV Canada Phraseology)
Enoksen: Iceland, Greenland, Faroe Islands (CAA/ICAO Phraseology)
Leovetsk: Russia and Ukraine (ICAO Phraseology)
Kyokkou: East and Southeast Asia (ICAO Phraseology)
Alavega: South America (ICAO Phraseology)
If you are departing an airport that has no controller, but the "CTR" frequency is online for that region, you should contact the centre.
e.g.: departing Oakport EGOP, but there are no EGOP frequencies, you can contact AVLN_CTR instead.
Aerocontrol: Equivalent to Eurocontrol, it is essentially a position which joins two or more centres together.
Flight Rules
Every flight begins by preparing your flight: deciding where you're flying from and to is the first step. Maybe you want to fly a specific job/route, or maybe you're just flying around for fun. Decide on your aircraft, the route you want to take, and whether you are flying VFR or IFR.
VFR or IFR?
If you can't decide whether to fly VFR or IFR, a good rule of thumb is that IFR flights are mostly flown commercially or internationally, and rely on instrument navigation, while VFR can be flown leisurely, at lower altitudes, or with shorter distances, or if you want to appreciate the scenery.
This means, that if your flight is crossing continents or going over the ocean, you should fly IFR!
If you're flying leisurely, sightseeing, or on a short flight, you can fly VFR. However, remember that VFR is not allowed in low-visibility conditions.
If you are flying above 20,000 feet, you must be flying IFR. However, this restriction may vary and starts at a lower level in different regions, for example, in Oconia it is 18 000 feet.
Visual Flight Rules (VFR)
Visual Flight Rules (VFR) are regulations under which a pilot operates an aircraft in weather conditions generally clear enough to allow the pilot to see where the aircraft is going. In other words, you are NOT allowed to fly VFR when the weather does not permit it, such as during storms or foggy weather.
Specifically, the weather must be better than basic VFR weather minima, i.e. it must meet the local visual meteorological conditions. The pilot must be able to operate the aircraft with visual reference to the ground, avoid obstructions and other aircraft.
Like in real life, there are different subcategories of VFR flights, such as Special VFR and VFR "Flight Following".
Flights under VFR are encouraged to file a flight plan, but do not have to get an IFR clearance.
Instrument Flight Rules (IFR)
Flights under Instrument Flight Rules (IFR) are defined as regulations to govern flight under conditions in which flight by outside visual reference is not safe.
In real life, IFR flight depends upon flying by reference to instruments in the flight deck, and navigation is accomplished by reference to electronic signals. In Aeronautica, there are no precision instruments or autopilot, this means you will be piloting as usual, but paying extra attention to your aircraft heading and to the map.
Flights under IFR are REQUIRED to file a flight plan and get an IFR CLEARANCE before flying.
ATIS Automatic Terminal Information Service
ATIS broadcasts contain essential information, such as current weather information, active runways, available approaches, and any other information required by the pilots, such as important NOTAMs. Pilots usually listen to an available ATIS broadcast before contacting the local control unit, which reduces the controllers' workload and relieves frequency congestion.
KCIA ATIS INFO A 1054Z
23005KT 10 SM FEW 100 FEW 250 11/04 A2993 (TWO NINER NINER THREE).
VISUAL APCH 36, 27 IN USE.
NOTAMS...
RY 27 PAPI OTS READBACK ALL RWY HOLD SHORT INSTRUCTIONS CONTACT GND ON 121.7 FOR CLNC AND TAXI INSTRUCTIONS. ...ADVS YOU HAVE A
An ATIS message format may vary from region to region, but it follows a simple format: ATIS identifier/letter, time, weather information, available approaches/runways, other remarks. Providing the ATIS letter (in the example: A - ALPHA) lets the controller know you have all the important information about the airfield, which means they don't have to tell you again, saving time for both of you.
Example:
[Pilot]: Clarence Delivery, Cessna N66LS, with ALPHA, requesting taxi and VFR departure to the north.
[Controller]: N66LS, Clarence Delivery, roger, thanks for ALPHA, (...)
Standard Instrument Departure (SID)
A SID is a preestablished departure route of an airport. A controller may assign you a specific SID on your IFR clearance.
Standard Terminal Arrival Route (STAR)
Similar to a SID, a STAR is a preestablished arrival route into an airport. An approach controller may assign you a specific STAR.
2.Flight Planning
Flight Plan
Once you've finished planning, you can submit a Flight Plan by completing a form.
A flight plan is a crucial document in aviation, outlining the flight route and essential details, for example, departure and destinatoin airports, a radio callsign, the planned flight route, and the plane registration.
If you want to fly straight to your destination you can simply write "(GPS) DIRECT"
3. Clearance and Ground
On Frequency
Before speaking on radio, always listen for a few seconds to see if someone else is already speaking or waiting for a readback. LISTEN, THINK, then SPEAK.
WAIT: Often when a controller gives an instruction, the pilots must do a readback. Even if a controller finishes speaking, do not immediately talk afterwards, as they may still be waiting for the readback.
Avoid background noise! If unable, then enable Push-to-talk on the Discord sound settings.
Speak clearly and concisely to avoid having to repeat yourself multiple times.
We use the phonetic alphabet (e.g. Alpha, Bravo, Charlie, etc. ) to spell words, you will eventually have to memorize this, but it is worth keeping a cheatsheet next to you if it's you're not yet used to it.
New Pilots: If it is your first time flying, you can always tell the controller you are a "student pilot" or just let them know you're new to AeroATC. Most controllers will accomodate to your needs, speak slower, and even answer questions if you are cooperative and do not interrupt other pilots. If you missed some instruction and need them to repeat it, you can ask them to "Say again, please".
No-microphone pilots: if you do not have or cannot use a microphone, you will be considered a "text pilot", and may be subject to longer waiting periods. While the only requirement for participating in events is to be able to join a frequency and listen to the controllers, it is recommended that you speak!
Even if your first language is not English, there is no reason to be shy, as most of us have started at the same place as you currently are.
Clearance
After submitting your flight plan, you will need to be cleared to fly; how to request a clearance depends on whether you're flying IFR or VFR.
IFR: All flights flying IFR require an IFR Clearance to a clearance delivery controller. It does not matter what your departure airport is, you must ALWAYS request for clearance before your flight begins.
"Norman Delivery, American 5433, request IFR to Anhedral. We got information Alpha"
VFR: Flights in/out/through high-density or busy airspace require explicit clearance. However, it is good practice to always let ATC know where you are and where you're going.
"Oakport Tower, N66LS is a Cessna Skyhawk, looking for a VFR departure to the north".
An IFR clearance will always contain a destination, altitude, and route. In short, all of the things a pilot or GPS would need to know before take-off. This may have slight variations, depending on region or the specific needs of your flight.
It may include the departure runway, a specific initial altitude, or a heading to fly after taking-off ("Expect runway 36, after departure, climb runway heading to 5000 ft"). Additionally it may contain a squawk/transponder code, frequency to contact after departure, and an altimeter setting ("QNH").
Pushback, taxi and take-off
After you get a clearance, you may ask for pushback/taxi instructions to the departure runway.
"N66LS, request pushback".
"N66LS, ready for taxi".
Never start taxiing to a runway without a taxi instruction from a controller, unless if your airfield is currently uncontrolled.
Always pay close attention to and read back runway/taxiway assignments and hold short instructions. Once you are holding short of a runway, you may be transferred to the next controller (usually tower), which will give you permission to cross/enter a runway and then take off.
Once the controller finishes giving you an instruction, read it back.
You must always read back the runway assignment and hold short information to the controller.
Never enter a runway, line up, or take-off without permission from the controller, this will be done with the phrase "cleared for take-off, runway 36". Read the full clearance back to the controller, including the runway number
4. Flying
Departure, En-route, Arrival
After you take off, you may be sent to a radar/departure controller, which will give you directions on how to leave the airport airspace.
Upon changing frequencies, you should let the new controller know who you are and what you are doing.
"Sandris Radar, Lufthansa 9MC, with you at 3000 ft climbing to 5000 ft"
As mentioned earlier, the controllers may give you an initial altitude and heading for you to fly after take off (this may happen right before take-off, or during the clearance).
It is important you listen carefully and respect these instructions.
For example
"After departure, climb to 5000 ft then turn tight heading 090. Surface winds 030 at 8 knots. Runway 32L, cleared for take off.".
After reaching 5000 ft and turning right, do not continue flying on your own or turn without being instructed to! Meanwhile, you may be sent to the departure controller, however if you feel like it's been too long without another instruction, upon reaching 5000 ft simply let them know "American 5532, at five thousand."
When you start your climb to your requested flight/cruise level, the departure controller will tell you to contact a center controller, which will be with you during the rest of the cruise, until it's time to begin your approach to your destination.
You may be asked to "report top of descent", which simply means to let the controller know when you would like to begin descending. Alternatively, just call them and tell them "United 3943, top of descent."
Approach
The approach is the last airborne portion of your flight, it dictates how you're supposed to line up for final and land.
VFR Approaches
All VFR approaches are conducted visually. For airports with an approach controller, they may be given vectors to final, but as a rule of thumb, for small airports you should simply fly the Traffic Circuit/Pattern, as shown to the left.
Notice: if there is no approach/departure nor center/control available, but there is a TOWER controller, you should join the tower frequency and tell them your location. They will give you instructions to join/enter the circuit/pattern.
e.g.: "Enter the left downwind": Enter the downwind for a left-hand pattern.
IFR Approaches
The images have a quick step-by-step guide on how to accept an ILS/Localizer approach.
ILS: Precision Approach with Glideslope and Localizer.
LOC: Non-precision approach with Localizer only.
IGS/LDA: Non-precision approach where Localizer is offset from the runway.
VOR: Non-precision approach based on a VOR course
Circling: Non-precision approach where you start an approach to a different runway than the one you intend to land, then proceed visually, usually because a straight-in approach is impossible or undesirable.
Visual: Authorization for an aircraft on an IFR flight plan to proceed visually to the airport of intended landing.
A precision approach is an instrument approach and landing using precision lateral and vertical guidance with minima as determined by the category of operation. In contrast, a non-precision standard instrument approach procedure only provides horizontal guidance
To help controllers, you can say something along the lines of:
"Established on the ILS Runway 36" or "On final for Runway 36", for example.
At this point, you will most likely be sent to the tower frequency, if there is one.
Notice: if there is no approach/departure nor center/control available, but there is a TOWER controller, you can fly any approaches on your own, then call tower once you are on final.
Landing
Once you are close enough to land, the controller will clear you. If you think the runway is getting too close (less than 2 or 3 nm depending on your aircraft), you can remind them by saying "on final" or "short final".
After landing, immediately and completely VACATE THE RUNWAY. If you are not told a direction to leave the runway, you may choose either. Do NOT stop on the runway, as there might be traffic on final behind you.
You have only fully vacated a runway after the entirety of your aircraft crosses the runway hold line.
You may head "say parking", which means you should say your arrival apron/gate.
Conclusion
That's it for this quick beginner course. Done reading the basics or need help with some examples? Check our step-by-step guide for a detailed explanation.
If you want to complete a quiz to verify your knowledge and see if you're ready for flying, try doing our beginner's quiz.
Flying in Aeronautica Traffic ControlExtra reading
You can click the document on the left to learn about the fundamentals of aviation and Aeronautica ATC. There you can learn about the different types of flight rules and the basics of flight navigation and communication with Air Traffic Control. This information equips newcomers with the foundational knowledge needed to start flying with us!