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plz help
Izudin Mardini
United Arab Emirates

12th Dec 2013
1:What is the correct priority to handle all traffic?
*Departures, arrivals, ground.
*Ground, departures, arrivals.
*Arrivals, departures, ground.
*There is no priority.

2:An aircraft at FL250 is 60 miles east of your airport requesting an ILS landing. What information is NOT essential for the aircrew?
*Bearing and range to IAF.
*Bearing and range to the airport.
*Expected runway.
Joe Clifford
United Kingdom

12th Dec 2013
Hello Izudin,

Obviously, procedures differ depending on what airport you are controlling, how big it is and how busy it is.

1) Think of it this way. Aircraft that are inbound to your field, once landed can not park at a stand if all the stands are taken. You need to give aircraft their clearances and get them taxing in order to free up a stand so that an inbound aircraft can land and have somewhere to go.

Obviously, if your airport is huge or not busy and the majority of the stands are free then it doesn't really matter. Its a matter of judgement. If you have an aircraft that at any second will need to be given one final vector in order to establish on the localiser and an aircraft on the ground wanting to taxi, then the aircraft in the air would take priority as if it flies through the localiser and doesn't establish correctly it leads to more work for you as the controller and the pilot flying.

If you have a busy aerodrome and you don't have many stands (or you are following real world procedures for the airport and sending aircraft to the correct stands which are taken) and you have an aircraft that has just landed and vacated, now requesting taxi to a stand and at the same time and aircraft at a stand requesting taxi. The priority would be given to the aircraft that needs to taxi out, as he has a slot to meet and at any moment weather could change or some kind of emergency that will prevent it getting into the air. The aircraft that's already landed (although in the real world wants to keep its passengers happy by not being late to a stand) can wait a little longer as its already at the airport and not much is going to prevent it getting to a stand.

If you have a really busy field with lots of ground movement and very little stands its is common practise to put arriving aircraft into a holding stack at a fix or other navigational aid. The aircraft are pulled out one by one (and the others in the stack decent down 1 level) and vectored onto the localiser/final approach track as and when there is room. Providing the aircraft can endure the hold, the aircraft on the ground queuing to get in the air will take priority as you need to free up space on the ground for the in-bounds. The time will arise where an aircraft in the air is low on fuel or has another type of issue that would mean they need to get in quickly. In the UK (although this is different throughout the world)we do not give priority to any aircraft that just says over the radio that they have a shortage of fuel or medical problem unless a full emergency is declared.

In conclusion there is no set way to priorities aircraft unless they have declared an emergency. It all comes down to controller work load and the variables mentioned above such as how many stands are taken and how busy you are ect.

The QNH is an atmospheric pressure setting above sea level and when aircraft are above the transition altitude they all use a standard pressure of 1013hPa (same as the millibar). In the UK the transition altitude is 6000ft. There is a transition layer of 500ft. So any aircraft operating at 6500 and above will be using the standard QNH and all of their altitudes will now be referred to as flight levels. So in the UK 6000ft, Flight Level Seven Zero, for example. Only when an aircraft is at or below the transition altitude will an aircraft need to be given the local or regional QNH. So an aircraft that is at FL250 will not need to be given the QNH unless your instruction is 'Decent altitude 5000ft, QNH 1031' (for example).

If you are going to give a range to an aircraft it would usually be to the runway, this call would include other details for example. 'Speedbird 7A Hello, 24 miles, runway 27L with no delay'. This would be followed eventually with 'Speedbird 7A Leave the Bovingdon hold heading 120 degrees, descend altitude 4000ft QNH1031'. (Example, once again for the UK. Specifically London Heathrow)

All of this information is useful because it allows the crew to mentally work out how long they have left until they will be touching down. Leaving them time to warn the crew to complete their final bits and bobs. The only bit of information which is certainly not essential to the aircraft in the example above is the QNH, Unless you are descending them below the transition level.

Hopefully that clears it up for you.

Joe Clifford
David Bartlam
United Kingdom

12th Dec 2013

Joe is spot on with the information he has given you. If you are quite new to ATC and want some guides, please feel free to visit On my page, at the top you will see a link that said "Useful Training Aids", within this page you will find the ATC and Meteorology scripts that I've created, along with other useful information. I've designed these documents to help people to get a basic level of understanding of what to do and say in any situation (I didn't document emergency procedures).
Izudin Mardini
United Arab Emirates

15th Dec 2013
thank you so much guys for the help i really appreciate it:)

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