SIGMETs

SIGMET advisories cover severe and extreme turbulence, severe icing, and widespread dust or sandstorms. Convective SIGMETs cover thunderstorms. SIGMETs and convective SIGMETs both concern weather that is significant to the safety of all aircraft.

PIREPs

A PIREP contains the following items:

• UA or UP - This identifies if the PIREP is routine (UA) or urgent (UUA)

• /OV - This is the location of a PIREP relative to a NAVID, airport, or some other geographical location 

•  /TM - This is the time the PIREP was received in ZULU time. 

• /FL - This is the altitude of the aircraft at the time the PIREP was received. Very important for turbulence and icing reports.

•  /TP - This is the aircraft type of the pilot filing the report. Optional Items 

• /SK sky cover 

• /TA ambient temperature. Important for icing reports. 

• /WV wind velocity referenced in terms of magnetic north. 

•  /TB turbulence. Intensity, whether it occurred in or near clouds, and duration. 

• /IC icing 

•  /WX flight visibility and weather. 

•  /RM remarks 

Soliciting PIREPs from pilots can help with your situational awareness as a controller. While not every pilot will see the same weather, weather depiction add ons are becoming more realistic and it adds to pilot and controller immersion when you're able to help guide pilots through weather.

2-6-2. PIREP Solicitation and Dissemination

Solicit PIREPs when requested, deemed necessary or any of the following conditions exist or is forecast for your area of jurisdiction:

• Ceilings at or below 5,000 feet. These PIREPs must include cloud bases, tops and cloud coverage when available. Additionally, when providing approach control services, ensure that at least one descent/climb–out PIREP and other related phenomena is obtained each hour.

• Visibility (surface or aloft) at or less than 5 miles.

• Thunderstorms and related phenomena.

• Turbulence of moderate degree or greater.

• Icing of light degree or greater.

• Wind shear.

• Braking action reports.

With these PIREPs, record:

• Time

• Aircraft position

• Aircraft type

• Altitude

• Severity and temperature of icing or severity of turbulence

PHRASEOLOGY-

REQUEST/SAY FLIGHT CONDITIONS. Or if appropriate,

REQUEST/SAY (specific conditions; i.e., ride, cloud, visibility, etc.) CONDITIONS.

If necessary,

OVER (fix),

or

ALONG PRESENT ROUTE,

or

BETWEEN (fix) AND (fix).

Disseminate PIREPs to concerned aircraft in a timely manner.

EXAMPLE-

“Delta Seven Twenty-one, a Boeing Seven Thirty-seven, previously reported wind shear, loss of two five knots at four hundred feet.”

“Alaska One, a Boeing Seven Thirty-seven, previously reported wind shear, gain of two-five knots between niner hundred and six hundred feet, followed by a loss of five zero knots between five hundred feet and the surface.”

These PIREPs should also be forwarded to a facility coordinator, especially during events or times of high traffic volume. 

Jet Stream

The jet stream can greatly impact En-Route aircraft's ground speed. It is important to understand what it is and how it impacts aircraft. It is important to note and keep an eye on aircraft ground speeds as some  simulators default weather engines do not depict the jet stream. Aircraft may have greatly different ground speeds at the same location. 

**Note** It may be necessary if you see large differences in ground speeds of aircraft flying the same direction and altitude or when sequencing aircraft what weather depiction program (Active Sky, a freeware weather add-on, pilot client, or simulator weather) they are using to make sequencing and spacing decisions. 

STAR Selection

DFW and DAL airports have flow dependent RNAV arrivals. Refer to the appropriate charts/reference documents to ensure aircraft are flying the correct arrival for the current flow in use at the airport.  If aircraft are on the wrong arrival, they must be changed to the new arrival.

PHRASEOLOGY - AFTER (fix) JOIN THE (procedure) ARRIVAL

Sequencing Techniques

A major part of controlling center is sequencing (spacing) departing, arriving, and transiting aircraft in the airspace. While sequencing is done at all controlling levels, aircraft are moving much faster at the en-route level meaning sequencing can become difficult, 

The general rule of thumb is, "Vector to create space and use speed to maintain it". As a center controller, we aim to provide at least 10 miles  in trail (MIT) (5nm for the FAA and 5nm for yourself).

Workload Management Techniques 

The key to being a successful center controller is learning how to balance all duties, especially when dealing with many different distractions. 

These keys include:

• Prior airspace and airport knowledge is critical in keeping up with demands in multiple airspace at one time. This is why we encourage you to get to know each airspace before beginning center training.  Commonly trafficked airports like DFW, DAL, OKC, and the D10 airspace should be well known and understood.

• Develop and stick with a consistent work flow/rhythm no matter how busy you are! This helps keep things consistent and organized when busy

• Understand that aircraft in the air take instruction priority over aircraft parked on the ground (cant stop in the air!)

• Organization and access to cheat cheats, LOAs, charts, weather, and other items is king as you will be working a variety of airports at one time

Enroute Military Operations (Not Testable; for Reference Only)

Military Operations Area (MOAs)

Usually, military aircraft wishing to operate in MOAs do so on a discrete/tactical frequency. If the aircraft is VFR, and wishes to operate in the MOA, terminate their radar service as normal. EXAMPLE - "BLADE5, radar service terminated, squawk VFR, frequency change approved"

If the aircraft is IFR and wishes to operate in the MOA, appropriate separation must be provided with other aircraft in and outside the MOA. Aircraft therefore need a specific clearance to be afforded the protection of MOA/ATCAA airspace. Therefore, the clearance limit of the aircraft needs to be the boundaries of the SUA, and until they are cleared OUT of that airspace (or cancel IFR), they need to stay inside that airspace to ensure they are properly separated from IFR aircraft that could be over, under, or as close as 3 miles from the lateral boundary. 

PHRASEOLOGY - "CLEARED TO (SUA), MAINTAIN BLOCK (altitude) THROUGH (altitude). ADVISE THIS FREQUNCY UPON MOA EXIT, RADAR SERVICE TERMINATED, CHANGE TO TACTICAL FREQUENCY APPROVED" 

Once the aircraft advises exiting the MOA, radar identify the target, change their clearance limit from the MOA to their destination airport via a valid routing/altitude, and then treat as normal.

What if there are multiple IFR aircraft wanting to operate in the MOA, and how do you provide approved separation?

Advise the aircraft of the current situation. Something like: "BOMER11, be advised FITER31 is working in XYZ airspace block (altitude). Verify MARSA with FITER31." If the pilot stated they were going to work with them or words to that effect, then business as usual, clear them for the airspace. If not, they would be held outside the airspace, or perhaps offered a different altitude to work with (if possible). Do not clear the aircraft in to the airspace until the situation/conflict was resolved. 

2−1−13. FORMATION FLIGHTS 

Control formation flights as a single aircraft. Separation responsibility between aircraft within the formation rests with the flight leader and the pilots of the other aircraft in the flight. This includes transition periods when aircraft within the formation are maneuvering to attain separation from each other to effect individual control during join−up and breakaway. 

a. Support formation flight join−up for two aircraft when all of the following occur: 

1. Requested by any participating pilot. 

2. All participating pilots concur. 

3. Either of the participating pilots reports the other/s in sight. 

EXAMPLE− “ROOK01 has EAGLE03 in sight, request formation join−up with EAGLE03 at flight level two zero zero. EAGLE03 will be the lead.” 

“EAGLE03 verify requesting flight join−up with ROOK01.” 

If affirmative: “ROOK01 climb and maintain flight level two zero zero. Report (advise) when formation join−up is complete.” 

c. After join−up, aircraft beacon code assignment will be determined by formation type. 

1. For a standard formation only the aircraft acting as the lead will squawk an ATC assigned beacon code. Ensure all other aircraft squawk standby. 

2. For a nonstandard formation, each aircraft should squawk an ATC assigned beacon code. Controller discretion allows aircraft in a nonstandard formation to squawk standby if operationally advantageous. 

d. When formation break−up is requested, issue control instructions and/or clearances which will result in approved separation through the lead or directly to the requesting aircraft in the formation. 

EXAMPLE− “N5871S requesting flight break−up with N731K. N731K is changing destination to PHL.” “N731K squawk 5432, turn right, fly heading zero−seven− zero."

 “Center, BAMA21. BAMA23 is requesting to RTB.” “BAMA21 have BAMA23 squawk 5544, descend and maintain flight level one−niner−zero and change to my frequency.”

“Center, BAMA21. BAMA23 is requesting to RTB.” “BAMA23 squawk 5544. BAMA23 Radar contact (position if required). Cleared to SSC via direct. Descend and maintain flight level one−niner−zero.” 

5−5−8. ADDITIONAL SEPARATION FOR FORMATION FLIGHTS 

a. Separate a standard formation flight by adding 1 mile to the appropriate radar separation minima. 

b. Separate two standard formation flights from each other by adding 2 miles to the appropriate separation minima. 

c. Separate a nonstandard formation flight by applying the appropriate separation minima to the perimeter of the airspace encompassing the nonstandard formation or from the outermost aircraft of the nonstandard formation whichever applies. 

Arial Refueling 

Aerial Refueling is the in-flight transfer of fuel between tanker and receiver aircraft. An aircraft's ability to remain airborne is limited by the amount of available fuel. Air refueling increases the range, payload, loiter time, and ultimately the flexibility and versatility of combat, combat support, and mobility aircraft. Aerial Refueling tracks are listed with an "AR" prefix followed by numbers and sometimes other letters located on specialty Refueling Tracks/Anchor maps. An example of one of these tracks would be AR12H. The standard aerial refueling anchor pattern consists of a left-hand race track orbit with legs at least 50 NM in length. The legs will normally be separated by at least 20 NM. The orientation of the pattern is determined based on the inbound course to the anchor point. Four turn points are designated to describe the anchor pattern. The standard anchor area consists of one or more entry points, an ARIP (air refueling initial point), anchor point, anchor pattern turn points, one or more exit points, and the designated refueling altitude block(s) 

Tanker aircraft inbound to a refueling track use similar predetermined route structures to those used by aircraft heading to a MOA. In most cases it is an IFR flight plan and will include the air refueling control point (ARCP), the delay time while in the track, and the name of the track itself. Here is an example of what one might look like. Note that the delay time will usually follow the ARCP in a tanker's route: 

EIL HAWGG BIG BUFLO EIL038020/DELAY 1+30 AR719 BIG BOGIE EIL 

Controlling aircraft engaging in air refueling can be a little intimidating at first. To make it a little easier, here are some points to follow as well as some general phraseology. Note: normally the tanker aircraft enters the track at the ARCP (air refueling control point), and the receiver aircraft enters at the air refueling initial point (ARIP). 

1. Tanker requests delay at the ARCP and advises ATC of the requested aerial refueling block altitudes. 

TANKER: Center, (tanker) with Air refueling request 

CENTER: (tanker), go ahead with request 

TANKER: Center, (tanker) request delay at (ARCP) in the block (flight level) to (flight level) until (Zulu time) for (AR track) to refuel (receiver's callsign) 

2. ATC approves delay and issues clearance, or advises tanker to expect clearance, for the air refueling block. 

CENTER: Cleared to delay at (ARCP) in the block (flight level) to (flight level) until (ZULU) on (AR track), report accepting MARSA with (receiver's callsign) 

3. Tanker enters orbit pattern airspace for delay at ARCP 

4. Receivers are cleared to requested altitude and IFR separation is established prior to ARIP and release to 174 tanker communication rendezvous (C/R) frequency. Note that the receiver will switch to the tanker's discrete frequency during refuel delay. 

Center: (Receiver), you are cleared to conduct air refueling operations in (AR Track) with (Tanker), maintain the block (flight level) to (flight level) and cleared to tanker frequency squawk standby 3 NM from the tanker. (Sometimes phrased as "Strangle squawk (squawk standby) when 3 miles from tanker) 

5. Tanker declares MARSA (Military Assumes Responsibility for Separation). This is a condition whereby the military services involved assume responsibility for separation between participating military aircraft in the ATC system. In other words once the tanker declares this ATC is not responsible for separating the receiving aircraft from the tanker. However ATC is responsible for separating the tanker from other IFR aircraft in the airspace. 

TANKER: center, (tanker) accepts MARSA with (receiver) 

6. ATC issues clearance to conduct aerial refueling along the track, and issues block altitude clearance, if not previously accomplished. 

CENTER: roger, (tanker), you are cleared to conduct Air Refuel along (AR Track) with (receiver), maintain (block altitude) 

7. Tanker and receiver aircraft complete rendezvous and proceed down track. During aerial refueling, the tanker is responsible for receiver aircraft navigation along the track and for all tanker/receiver communications with ATC. 

8. Tanker advises ATC of tanker and receiver end aerial refueling altitude requests at least five (5) minutes prior to exit. 

TANKER: center, (tanker) with end AR request 

CENTER: (tanker), go ahead with your request 

TANKER: (center), after AR, (receiver) would like to go direct (navaid) at (altitude) and (tanker) would like to go direct (navaid) at (altitude) 

9. At or prior to the exit point, ATC issues tanker and receiver altitude clearances, transponder codes, and if requested, amended routing. 

10. Prior to exit, tanker vertically positions the aircraft in the formation within the air refueling airspace to facilitate breakup at the exit point (normally, tanker at highest altitude of aerial refueling block and receiver at lowest altitude). 

TANKER: (center), (tanker) is at (altitude) and (receiver) is at (altitude), we are finished with refueling. 

CENTER: roger, you are cleared direct to (wherever), maintain (altitude) and for (receiver), he is cleared direct (wherever) at (altitude), have (receiver) come up on my frequency squawking (code) 

TANKER: (reads back clearance) 

11. MARSA is terminated when standard ATC separation is established and ATC advises MARSA is terminated. 

CENTER: (tanker), MARSA is terminated 

TANKER: roger, MARSA terminated 

C1 Course Complete!