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Alternate Airport(s)
The weather is below minimums at your arrival airport. The runway is not visible as you approach DH. You elected Hold as Pub hoping for things to improve (checking Lv Freq for Wx periodically) but it has become obvious, this is not going to work. That is why there are alternate airports. Having a “plan B” in mind is always prudent even in VMC (visual meteorological conditions) and mandatory when the weather goes IMC (instrument meteorological conditions). What airport you choose for your alternate(s) is up to you. Logic would say the location(s) should be far enough away from your primary destination, to not fall under the same weather pattern. Plan your flights wisely. However, the Alternate(s) can be used beyond the obvious intentions. Let‟s take a scenario with four airports; A, B, C, and D. Airport A is your departure field, Airport B your primary arrival. Airports C and D are alternates you file. No two airports are further than 45 miles to 60 miles from the others. After all, this is Sunday afternoon practice. Need to be home in time for supper. You have carefully chosen these airports, knowing each field offers at least one precision or non-precision approach you need time on. Let‟s really mix things up and make it interesting:
Radar Contact ATC Basics
Version 4 December 2, 2007
Copyright JDT LLC 2005 Page 59
Airport A – fully controlled field Airport B – served by an Approach control only (no Tower/Ground) Airport C – fully uncontrolled Airport D – served by Tower only (you will talk to Center at some point) The controllers from Airport A get you in the air and on course towards Airport B. Again, any combination of pilot requests is perfectly acceptable. For illustration purposes:
 At Airport B you are vectored to an ILS, miss approach, then head towards Airport C
 At Airport C you ask Center for IAP. An NDB, miss approach, a VOR-DME, then on towards Airport D
 At Airport D you ask Center for yet another IAP, the SDF. After the “missed”, we practice holding pattern work („Hold as Pub‟ after missed approach).
At D you had planned on one final IAP after the holding but see time is moving right along. Only time enough for one final approach before having to head home. Let‟s go back to Airport B, this time asking Approach if we can shoot “the full” (IAP) ILS approach we had done earlier. Are you ready to go home? Airport A is waiting for you. As an RC customer, to every extent possible it is up to you what happens in a flight.
Ground
Touchdown. Talk to Ground, turn off the runway at the first available intersection, and taxi to your gate. Shut down the plane and select “Flight Critique”. Why not listen to how you have done. RC will critique your performance: how well did you adhere to instructions? What were your deviations from assigned headings, altitudes? Did you carry enough fuel? Did you look out for other traffic? Did you make the controller repeat himself all the time? All these aspects will be critiqued, so you have to perform well. If you foresee you will be grounded by FSDO, you can skip the critique as well by selecting “End RC”. This immediately shuts the program down. Just pick your choice from the menu.
Chatter
If you enabled AI chatter, you will hear other AI planes checking in with Ground and being instructed to taxi to the ramp. You will also hear departing AI being told to taxi to the active runway, and being switched to Tower.
EMERGENCY
Unexpected, critical moments in the cockpit are inevitable. Air carriers very often declare an emergency if a passenger suddenly has trouble breathing, smoke in the cockpit, air rage, bird strike, or loss of pressure. The list goes on and on. These situations require everyone involved to remain objective, focused, and calm. Controller and pilots alike practice various emergency procedures quite often. It is only through clear communication between the two, that expeditious and calculated assistance be guaranteed. Lives are saved every day, thanks to the professionalism of pilots and controllers. When a situation arises qualifying, in your opinion as pilot in command in an emergency, do not hesitate to select the EMERGENCY menu item. A set of sub-menus will appear (2 pages), displaying ten types of emergencies. They include:
Radar Contact ATC Basics
Version 4 December 2, 2007
Copyright JDT LLC 2005 Page 60
Air Rage Hydraulic Failure Collision Loss of Pressure Cracked Windshield Fuel Leak Electrical Failure Medical Engine out Smoke in Cockpit You will notify Center of the Emergency by making the selection from this list. ATC is very structured and has a strict guideline to go by in these situations. He will first ask your intentions. Your choices are:
 Vectors to Closest Airport – The controller chooses what airport is most appropriate, taking distances to the field and runway lengths per your type aircraft into account. You will likely be put on an initial vector, then cleared “via direct”. The RC Center controller will not vector you into a pattern as an Approach controller does.
　
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