Control Tower Simulator
Documentation
Introduction
Welcome to the Control Tower Simulator, an immersive training tool designed for tower position operations within Class D airspace under Visual Flight Rules.
This simulator provides a dynamic and realistic environment for controllers to hone their ability to manage a variety of VFR air traffic scenarios.
By focusing exclusively on the tower position, trainees can immerse themselves in the crucial aspects of visual scanning, communication, and aircraft sequencing, ensuring they are well-prepared for the fast-paced and complex nature of controlling VFR air traffic in Class D airspace.
Whether you’re a novice learning the basics or an experienced controller seeking to refine your skills, this simulator offers a comprehensive and focused experience to elevate your competency in air traffic control.
The Tower Position
The Control Tower Simulator is designed specifically for the practice of controlling random flights of VFR general aviation airplanes from the tower position.
Noticeably excluded are IFR scheduled flights, special VFR, and the ground control position. Only the tower position and airplanes flying VFR are included in the simulator.
Given the complexity and fast paced nature of the tower position, regular practice is advantageous. A simulator, such as the Control Tower Simulator, is an excellent tool for such practice, offering a safe and engaging environment of increasing levels of air traffic.
The simulator includes an airfield, a tower named Thompson Tower, a runway, and eight Cessna 172 Skyhawk airplanes that provide ample traffic for quality practice.
Visual Flight Rules (VFR)
The Control Tower Simulator pertains only to aircraft flying under Visual Flight Rules.
Visual Flight Rules, or VFR, is a set of 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. Under VFR, pilots are responsible for seeing and avoiding other aircraft and must be able to navigate without relying solely on instruments, as with IFR.
The Tower Controller’s role involves assisting pilots with visual separation by providing instructions and information. However, in adherence to visual flight rules, the ultimate responsibility for maintaining separation rests with the pilot.
Class D Airspace
The Control Tower Simulator is an excellent tool for air traffic control training, particularly relevant for operations in Class D airspace.
Class D airspace is designated around smaller airports with operational control towers. It is a controlled airspace extending from the surface to 3,000 feet above the airport elevation, marked by a 5-nautical mile radius around the airport.
In Class D airspace, two-way radio communication is mandatory before entering. Pilots must establish contact with the control tower to coordinate their actions, receive traffic information, and get landing or takeoff instructions. This communication is necessary for maintaining the safety and efficiency of all operations within the airspace.
When flying under Visual Flight Rules (VFR) in Class D airspace, pilots must adhere to specific weather minimums. These include a visibility of at least 3 statute miles and a cloud clearance of at least 500 feet below, 1,000 feet above, and 2,000 feet horizontally from any cloud. These minimums ensure that pilots have sufficient visibility to see and avoid other aircraft, as well as navigate around obstacles.
On a VFR sectional chart, Class D airspace is depicted with a blue segmented circle surrounding the airport. This circle represents the horizontal boundaries of the airspace, and the chart will also provide information about the vertical limits and the operating hours of the airspace. The presence of a control tower is indicated by a blue tower symbol. Pilots use these charts to understand and navigate the airspace structure, ensuring they comply with all requirements and restrictions.
The Control Tower Simulator allows trainees to practice managing air traffic in these precisely defined and regulated airspaces. It simulates the complex environment of Class D airspace, including the need for constant communication and coordination between pilots and the control tower.
By practicing in a simulated environment, trainees can develop the skills and confidence needed to ensure safety and efficiency in real-world air traffic control operations.
The Control Zone
The simulator’s control zone, which is another term for class D airspace, encompasses a virtual airspace with a radius of five miles, extending from the surface to 3,000 feet upward. Located at the center of this control zone are the airfield, the tower, and the runway.
The pilots of arriving airplanes, from any direction, contact the tower prior to entering this control zone. For example, a pilot may call six miles Northeast, inbound for landing.
The imagery of this call, combined with many other pilot requests and tower commands made to and from airplanes in the control zone, captures the essence of VFR air traffic control.
Overall, the controller is responsible for the safe and expeditious flow of both arriving and departing air traffic within this illusory control zone.
Runway and Wind Direction
The active runway for the simulator is Runway 13, pronounced one three.
Pilots favor taking off and landing into the wind whenever possible for better control and shorter distances. Wind direction, measured in degrees clockwise from true north, indicates the direction from which the wind is blowing. For example, a Southeasterly wind, coming from 135 degrees, denotes wind from the Southeast.
The direction in which runways are designed is determined by prevailing winds. Runway numbers correlate with their magnetic direction, representing the magnetic heading in tens of degrees. Specifically, Runway 13 implies a direction of approximately 130 degrees on the magnetic compass, corresponding to Southeast. This correlation between runway numbers and wind direction is necessary for optimal runway selection.
In summary, if the prevailing winds are from the Southeast at a heading of 135 degrees, Runway 13, with a magnetic direction of 130 degrees, is the best choice for pilots wanting to align with the wind for smoother takeoffs and landings.
The Traffic Pattern
The takeoff and landing traffic pattern is made up of legs. With the exception of base and final, the names of the legs are derived from wind direction. For departures, there is the upwind, crosswind, and downwind legs, and for arrivals, the downwind, base, and final legs.
The arrival legs of the pattern are also used as reporting points for arriving airplanes. Examples of these reporting points would be right base, left downwind, and three mile final. The direction of the leg has to do with the direction of turns the airplane makes. For example, the airplane is making left turns in the pattern when it is on a left base.
For arriving VFR aircraft, the Tower Controller sequences them with other traffic in the airport’s traffic pattern or on final approach. This ensures a safe and orderly flow of traffic for landing.
The Call Sign
For small, general aviation aircraft like the Cessna 172 Skyhawk, the call sign is the aircraft’s registration number, referred to as its “tail number” because it is usually found on the aircraft’s tail.
Here’s how the call sign is broken down:
Prefix: In the United States, the registration prefix is “N”.
Registration Number: The rest of the call sign is the unique sequence of numbers and letters following the prefix, which is specific to each aircraft, for example 1817A.
Combining these, the example call sign is N1817A.
Here’s how the call sign is spoken:
The call sign is spoken using the phonetic alphabet for letters and numeral pronunciation for numbers.
Using the example registration N1817A, the call sign would be spoken as:
“November one eight one seven Alpha”
The Airplanes
In the simulator, four, of the eight Cessna Skyhawk airplanes, make departures and arrivals. N4653E departs to the Southwest and makes a right crosswind departure. N4554G departs to the Northeast and makes a left crosswind departure. N3873H departs to the Southeast and makes a straight out departure. N7349I departs to the Northwest and makes a left downwind departure.
These four airplanes also return to the airfield from the same direction. N4653E arrives from the Southwest and enters the traffic pattern on a right base. N4554G arrives from the Northeast and enters the traffic pattern on a left base. N3873H arrives from the Southeast and enters the traffic pattern on a left downwind. N7349I arrives from the Northwest and enters the traffic pattern straight in on a three mile final.
The departing and arriving airplanes are parked on the Northeast side of the airfield in the parking area furthest from the tower.
The other four airplanes in the simulator stay in the traffic pattern and make three iterations thereof using left turns. This is called left closed traffic and the four airplanes are N1817A, N5128B, N6511C, and N5729D. These four closed traffic airplanes are parked on the Southwest side of the airfield in the parking area closest to the tower.
Taxi for Takeoff
As there is no ground controller in the simulator and no ground commands are made, a key is pressed in order to start an airplane to taxi for takeoff. In the same manner, when an airplane returns from a flight, it parks on its own without the guidance of a ground controller.
This feature, of pressing a key to taxi an airplane, can be practical for training purposes. A suggestion for training would be for the trainer to decide the traffic load for the trainee by being in charge of how often airplanes are taxied. Even more, when an airplane returns from a flight and finishes parking, a key can then again be pressed to put this airplane right back into the mix, maintaining a perpetual stream of air traffic.
Another feature of the simulator is, that when an airplane, taxiing for takeoff, is about to collide with another airplane taxiing for takeoff, it will stop briefly to give space between the two airplanes. This is not so with airplanes taxiing for takeoff and airplanes parking after arriving from a flight. In such, it is the responsibility of the person pressing the taxi keys to be aware of parking airplanes and to avoid collisions.
Also notice that, airplanes in flight can come very close to each other, but the simulator prevents them from actually colliding. The simulator accomplishes this by slowing the speed of the follow airplane. Therefore, as long as the controller issues the appropriate sequencing command, such near misses need not be of concern to the controller. Under Visual Flight Rules, it is the responsibility of the simulated pilot to provide appropriate separation and prevent collision.
Refer to the Quick Reference for a list of the keys to press to taxi each airplane.
Speech Recognition
The Control Tower Simulator uses voice commands to control airplanes. That is, the tower controller verbally speaks to the pilot, and likewise, the pilot verbally responds to the controller. Having said this, computer speech recognition is not perfect and misinterpretations occur often.
The simulator assists the speech recognition by using only two keywords in the command to trigger a response from the pilot. These keywords are displayed in the simulator’s HUD, along with the computer’s interpretation of the command. This is helpful in that the controller, while issuing a command, can focus on and speak the keywords as accurately as possible. Actually, the controller can just say the two keywords by themselves to evoke the pilot’s response.
Push to Talk
Push to Talk is a term to describe the type of microphone key switch that is used for aviation communication. The controller pushes and holds the key when speaking, and then releases the key when finished. This feature adds to the realism of the simulator.
To operate Push to Talk, press and hold the T key to talk. Release the T key when finished talking.
Controller-Pilot Communication
Note for Controllers:
You can include the wind direction and speed, as well as the altimeter setting, with any commands you issue to pilots.
Closed Traffic
Initial Contact
When a closed traffic airplane reaches the runway after being taxied, the pilot makes initial contact with the controller by saying the tower’s name, along with the airplane’s full call sign. In this initial contact, the pilot states the airplanes position and requests takeoff clearance for closed traffic procedures. An example request would be, Thompson Tower, N1817A, short of runway 13 for closed traffic.
Controller Takeoff Clearance
As long as there are no imminent traffic situations, the controller then issues the takeoff command with, N1817A, Thompson Tower, left closed traffic, report midfield downwind each pass, cleared for takeoff runway 13.
If there is another airplane that is close to landing, the controller says, N1817A, Thompson Tower, hold for landing traffic. After the other airplane lands, the controller gives the command, N17A, left closed traffic, report midfield downwind each pass, cleared for takeoff runway 13.
Pilot Response
The pilot acknowledges the command by responding with either, left closed traffic, report midfield downwind each pass, cleared for takeoff runway 13, N17A, or with, hold for landing traffic, N17A.
Notice that after the initial contact, the tower’s name is omitted and just the last three characters of the airplane’s call sign is used.
Pilot Report
When the airplane reaches midfield downwind, the pilot reports the airplane’s position to the controller and requests clearance for the option (the option is a term to represent any of the following procedures: low approach, touch and go, stop and go, full stop landing). An example of this report is, Tower, N17A, midfield downwind runway 13 for the option.
Controller Option Clearance
If there are no imminent traffic situations, the controller then clears the airplane for the option by saying, N17A, cleared for the option runway 13.
If there is another airplane in the pattern that the pilot needs to be made aware of, the controller sequences the airplanes by prefixing the cleared for the option command with ‘number two to follow Skyhawk’ and the location of the Skyhawk. For example, N17A, number two to follow Skyhawk on right base, cleared for the option runway 13.
Pilot Response
The pilot acknowledges the clearance with either, cleared for the option runway 13, N17A, or with, number two to follow Skyhawk, cleared for the option runway 13, November 17A.
Departures
Initial Contact
When a departure airplane reaches the runway after being taxied, the pilot makes initial contact with the controller by saying the tower’s name, along with the airplane’s full call sign. In this initial contact, the pilot states the airplanes position and requests takeoff clearance for a specific departure direction. An example request would be, Thompson Tower, N4653E, short of runway 13 for a Southwest Departure.
Controller Takeoff Clearance
As long as there are no imminent traffic situations, the controller then issues the takeoff command with, N4653E, Thompson Tower, make right crosswind departure, cleared for takeoff runway 13.
If there is another airplane that is close to landing, the controller says, N4653E, Thompson Tower, hold for landing traffic. After the other airplane lands, the controller gives the command, N53E, make right crosswind departure, cleared for takeoff runway 13.
Pilot Response
The pilot acknowledges the command by responding with either, right crosswind departure, cleared for takeoff runway 13, N53E, or with, hold for landing traffic, N53E.
Notice that after the initial contact, the tower’s name is omitted and just the last three characters of the airplane’s call sign is used.
Arrivals
Initial Contact
When the pilot of an arrival airplane wishes to enter the control zone in order to land at the airfield, the pilot makes initial contact with the controller by saying the tower’s name, along with the airplane’s full call sign. In this initial contact, the pilot states the airplanes position and requests instructions for landing procedures. An example request would be, Thompson Tower, N4653E, 6 miles Southwest, inbound for landing.
Controller Instructions
The controller then gives instructions for entering the traffic pattern, N4653E, Thompson Tower, enter right base runway 13, report base.
Pilot Response
The pilot acknowledges the instructions by responding with, right base runway 13, report base, N53E.
Notice that after the initial contact, the tower’s name is omitted and just the last three characters of the airplane’s call sign is used.
Pilot Report
When the airplane enters the traffic pattern, the pilot gives the following report, Tower, N53E, right base runway 13.
Controller Landing Clearance
If there are no imminent traffic situations, the controller clears the airplane for landing by saying, N53E, cleared to land runway 13.
If there is another airplane in the pattern that the airplane needs to be made aware of, the controller sequences the airplanes by prefixing the cleared to land command with ‘number two to follow Skyhawk’ and the location of the Skyhawk. For example, November 53E, number two to follow Skyhawk on left base, cleared to land runway 13.
Pilot Response
The pilot acknowledges the clearance by responding with either, cleared to land runway 13, N53E, or with, number two to follow Skyhawk, cleared to land runway 13, N53E.
Conclusion
In conclusion, the Control Tower Simulator is a valuable tool for honing the skills required to excel in air traffic control, specifically focusing on VFR general aviation traffic from the tower perspective.
The simulator offers an optimal environment for aspiring FAA tower controllers to practice and enhance their proficiency. By featuring a dedicated airfield, a runway, and a fleet of eight Cessna 172 Skyhawk airplanes, the simulator ensures a realistic and engaging experience, providing ample opportunities for controllers to manage increasing traffic loads safely.
Ultimately, the Control Tower Simulator emerges as a crucial asset in the journey to mastery in air traffic control, offering a structured and effective platform for skill development.
Stop on hover
