Document Information
Version 2
Created 12/03/2015 02:46
Last Updated 11/24/2020 22:14
by Finn Hutter

Special Operations and Situations Policy

 

APS-009

Version 2

Air Traffic Manager

Amended 2018-10-25

 

1. PURPOSE:

 

This ARTCC Policy Statement (APS) describes ARTCC policies regarding the handling of certain special operations and simulation situations. These include pilot-initiated situations such as in-flight emergencies and controller-initiated situations such as services outages or runway closures (NOTAMS).

 

2. ROLES AND RESPONSIBILITIES:

 

This APS shall be maintained, revised, updated, or canceled by the Air Traffic Manager and shall be effective unless there is a conflict with the VATUSA/VATSIM policies in which case they shall supersede these policies.

 

3. DISTRIBUTION:

 

This APS is applicable to all VATUSA Seattle ARTCC controllers and pilots who operate within VATUSA Seattle ARTCC airspace.

 

4. CANCELLATION:

 

APS-008 v1.00 dated 2009-06-01 is canceled.

APS-008 v1.01 dated 2013-10-01 is canceled.

APS-008 v1.01 dated 2013-10-01 is renamed APS-009 v1.01 effective 2013-10-01.

APS-009 v1.01 is canceled.

 

5. BACKGROUND:

 

To enrich the flight simulation experience, there is often a desire to simulate challenging situations beyond routine flight operations. In addition, sometimes real-world or simulator-based events cause unexpected situations to develop. This policy statement sets forth guidelines for pilots and controllers as to what situations VATUSA Seattle ARTCC controllers will recognize and be trained for, as well as providing pilots with consistent services for special operations.

 

6. CONTROLLER-INITIATED SITUATIONS:

 

a. NAVAIDs

 

i. Unless specifically designed as part of a VATUSA Seattle ARTCC sponsored event, all NAVAIDs (VOR/NBD) included in the default Microsoft Flight Simulator(s)/X-Plane/P3D scenery shall be considered operational. Controllers shall not simulate NAVAIDs being taken out of service unless an approved NOTAM has been issued by the Air Traffic Manager.

 

ii. Any NAVAID determined by the Facility Engineer, not to be operating as needed to support published instrument procedures shall be identified in a VATUSA Seattle ARTCC pilot NOTAM distributed on the VATUSA Seattle ARTCC web site.

 

b. IAP Availability

 

i. Approach controllers (APP) of grade S-3 and above shall be authorized to simulate situations making specific Instrument Approach Procedures unavailable but must obtain authorization from NOTAMs section of the VATUSA Seattle ARTCC website which may have specific instructions on use. NOTAMs not in the section of the website must be sent to the Air Traffic Manager (ATM) for approval to simulate on the network, who may deny the request based on conditions. Reasons issued to pilots may be for items such as terrain obstructions (cranes, construction) or temporary suspension for safety reasons, but should not rely on NAVAID outages as these will appear to be working to the pilot.

 

ii. **Controllers do not have to simulate approved NOTAMs unless stated by ATM**

 

c. Runway Closure

 

i. Tower controllers (TWR) of grade S-1 and above shall be authorized to simulate situations closing specific runways but must obtain authorization from NOTAMs section of the VATUSA Seattle ARTCC website which may have specific instructions on use. NOTAMs not in the section of the website must be sent to the Air Traffic Manager (ATM) for approval to simulate on the network, who may deny the request based on conditions.

 

ii. Pilots may attempt landings on runways closed under section 6 (c) (i) at their own risk. Depending on the situation, even if the controller is simulating runway closure, the controller may open the runway at any time.

 

iii. **Controllers do not have to simulate approved NOTAMs unless stated by ATM**

 

d. Airport Closure

 

i. Airport Closures are not allowed to be simulated on the network unless authorized by the ATM for a specific event/reason in which case the NOTAM will appear on the section of the VATUSA Seattle ARTCC website. NOTAMs not in the section of the website must be sent to the Air Traffic Manager (ATM) for approval to simulate on the network, who may deny the request based on conditions.

 

ii. Pilots may attempt landings at airports closed under section 6 (d) (i) at their own risk. ATC shall not issue landing clearances to these aircraft.

 

e. Delays and Holding

 

i. No controller shall delay or hold and an aircraft for a simulated situation of the controller's initiative. Delays or holds shall only be issued due to actual traffic or workload conditions. This section shall not apply to a VATUSA Seattle ARTCCsponsored event that specifically calls for scenarios that involve holding operations. This section does not prevent a pilot from requesting a hold.

 

f. Use of Virtual Government Aircraft

 

i. Seattle Center controllers (SEA_CTR) of grade C-1 and above shall be authorized to request tasking of government or military aircraft for the following situations:

 

(1). Escort of distressed aircraft.

 

(2). Aeromedical evacuation at sites of downed aircraft or potential crash sites.

 

(3). Search and rescue (SAR) of missing aircraft.

 

(4). Interception/identification of intruders into controlled airspace or special use airspace.

 

ii. Escort and Interception operations may only be conducted

 

(1). When the interceptor is TCAS equipped. TCAS contact must be established within 20nm of the target and maintained during the interception.

 

(2). So long as the interceptor maintains VMC within 20nm of the target.

 

(3). During escort and interception operations controllers shall ensure separation between the interceptor and target until the interceptor reports visual contact, at which point Military Assumes Responsibility for Separation for Aircraft (MARSA).

 

iii. VATUSA Seattle ARTCC shall develop Letter of Agreements (LOAs) with virtual government/military organizations to set forth specific procedures for these operations.

 

g. Simulation of Real-World Events

 

i. Controllers shall not attempt to simulate real-world events or activities described by actual NOTAMs or Special Flight Rules (SFRs) unless these events or activities are specifically announced by a VATUSA Seattle ARTCC Pilot NOTAM on the section of the VATUSA Seattle ARTCC website. This shall ensure consistent handling by VATUSA Seattle ARTCC controllers to pilots. NOTAMs not in the section of the website must be sent to the Air Traffic Manager (ATM) for approval to simulate on the network, who may deny the request based on conditions.

 

7. PILOT-INITIATED SITUATIONS:

 

a. In-Flight Emergencies and Practice Emergency Training

 

i. Definitions:

 

(1). Actual Emergency - This type of event is a malfunction or incident beyond the pilot's control and without the pilot's prior knowledge. This includes a computer equipment failure such as a joystick disconnect, an unexpected apparent malfunction of the simulator software, such as poorly modeled flight parameters that threaten controlled flight, or an event that prevents the pilot from being able to operate the aircraft such as an external incident that forces a pilot to step away from the computer for a brief time. The objective of this type of event is for the pilot to resume normal operations and flight if possible.

 

(2). Simulated Emergency - This type of event is a "programmed" random failure of an aircraft system, such as using the default failure mode of the simulator or third-party panel system failure options, simulated weather effects on systems such as an instrument or airframe icing, fuel crisis, and engine failures. In this case, the pilot or simulator has set the conditions for the distress, but the pilot may not know if or when they will occur. The objective of this type of event is to add to the simulation experience by challenging the pilot with unique conditions. Note that these events shall be subject to all VATSIM and VATUSA policies restricting their type.

 

(3). Practice Emergency - This type of event is the "virtual" counterpart to real-world training maneuvers, such as practicing power-off landings or auto-rotations. This is not an actual emergency, but a planned training exercise. The objective of this event is pilot training.

 

ii. Controllers shall make every effort to accommodate aircraft in distress and urgency calls, during normal operations, workload permitting, so long as pilots operate within the procedures. Controllers do have the right to ask the aircraft to disconnect from the network if unable to handle the pilot's emergency.

 

iii. Pilots are asked to refrain from initiating simulated emergencies during major fly-in events.

 

iv. Controllers shall use judgment to attempt to meet simulated or actual emergency aircraft needs, but this will be balanced so as not to disrupt the overall orderly flow of traffic in their area as well as the simulation experience of all local pilots.

 

v. Pilots attempting to land distressed aircraft should expect to be vectored to secondary fields to bring them clear major traffic flows.

 

vi. Pilots conducting training operations, such as practice engine failures, are asked to follow these guidelines:

 

(1). Training operations should be conducted while operating under VFR (this means the operation must be conducted in Visual Meteorological Conditions and below 18000' MSL).

 

(2). If the operation is to terminate with a landing or option approach to an airport within Class B, C, or D airspace, the pilot should coordinate with ATC by asking to initiate a practice power-off approach to the field.

 

(3). ATC shall have the authority to deny the operation at any point or direct the operation to terminate at an alternate airport with suitable runway parameters for the aircraft type.

 

b. Loss of Communications

 

i. VATSIM code of conduct section B (5) requires that all pilots be available for communications with ATC through the text system as a minimum. VATUSA SeattleARTCC controllers shall not recognize simulated radio failure situations. Loss of communications or identification of aircraft squawking 7600 shall initiate efforts by controllers to "debug" and restore communications.

 

c. Military / Government Operations

 

i. Special Use Airspace (SUA).

 

(1). Military aircraft may reserve the use of Military Operating Areas (MOAs), Restricted Areas, Warning Areas, and Military Training Routes (MTRs) with Seattle Center Sectors (SEA_XX_CTR) when online.

 

(2). Military aircraft must contact ATC prior to entry and use of SUA.

 

(3). ATC may deny reservation/use of the SUA to an aircraft or flight until all civil aircraft are clear of the SUA, or if military users cannot accept clearances which will provide separation from civil aircraft until the SUA is clear of civil aircraft, or if the requested operation has not been coordinated with military users already reserving, or cleared into the MOA.

 

(4) MARSA shall be in effect inside SUA.

 

(5) Military aircraft operating within SUA shall be exempt from FAR speed and altitude restrictions during tactical training.

 

ii. In-flight Refueling - VATUSA Seattle ARTCC Controllers shall coordinate military In-flight refueling operations only as specified by LOA with VSOA (VATSIM Special Operations Administration) organizations. Non-VSOA affiliated military aircraft wishing to conduct in-flight refueling will be vectored above or away from normal traffic flows.

 

iii. Supersonic Flight - a supersonic flight may be conducted 20nm offshore or within reserved SUA (except on MTRs) per section 7 (c) (i).

 

iv. VATUSA Seattle ARTCC shall develop LOAs with virtual government/military organizations to set forth specific procedures for these operations.