Yes - 747's flying Australian Domestic Routes are capable of departing and landing on runway 34R/16L due to light fuel loads.
All international bound aircraft should use 34L/16R due to heavier fuel load and excessive duty free baggage.
If a pilot specifically asks for a runway then ATC should accomodate that request and keep emergency services on standby.
Part B Pilot Conduct
8.Pilots are permitted to declare in-flight emergencies. If, for any reason, air traffic control requests the pilot to terminate the emergency, then the pilot must do so IMMEDIATELY or log off of VATSIM. Pilots are not permitted to simulate, in any manner, an unlawful act while logged onto the VATSIM.net network including, but not limited to, declaring a hijack by statement utilizing either voice or text or by entering a transponder code of 7500.
VATPAC permits the declaration of in-flight emergencies under the VATSIM Policy and adds that all emergencies are deemed "simulated and non life threatening".
Before a simulated emergency can be conducted, ATC should consider/implement the following course of action:
If any of these apply the controller should request the pilot to terminate the emergency or log off VATSIM immediately or alternatively divert the aircraft to another airfield.
Airforce 1, Royal Flying Doctors, Police & Emergency Services
Many people are interested in simulating flying under these famous callsigns or special services aircraft. Given the fact that all people connected to the network are members with the same standing, it is inappropriate to give priority to one person just because he/she has chosen to login with a specific callsign.
Pilots are welcome to fly online as "Air Force One or other callsigns" although ATC cannot give special priority or treatment to those who use these callsigns over another VATSIM member.
Parachute operations happen pretty much anywhere with altitudes starting at 5000ft and going as high as FL300,
Normal drops are 9000-FL140. Jump acft can range from a Cessna 182 to a Twin Otter or PC6 Porter and Even
Helicopters, Different acft will mean different climb rates and times.
Radio Coms for/to Jump acft are pretty straight forward, this example will use a PC6 Porter doing a drop at FL140
overhead Wilton/Picton. The Jump plane will climb out like a normal acft, once airborne the pilot may contact ATC straight away or nearing controlled airspace.
MKT: Sydney Approach, MKT, PC6 Porter, Airborne Wilton passing 2500, for FL140, Parachute ops.
SY_APP: MKT, Sydney approach, Enter controlled area on climb FL140 Squak 1201
It’s pretty straight forward; the jump aircraft may fly around the drop zone or can be diverted away from other
traffic for the climb. (At Wilton, the plane will normally climb out to the west)
Once nearing F120 (or thereabouts, Will depend on the height of the OP).
When nearing the dropzone the jump acft will call "2 minutes to the drop, REQ drop and decent clearance" The pilot is asking for permission to drop the parachutists and descend
MKT: SY APP MKT 2 mintues to drop, Req drop and decent clearance.
SY APP: MKT, Clear to drop & descend, Report Jumpers away (Typical response to the 2 min call)
Once the jump acft is overhead the drop zone it can drop anything from 1 to 22 skydivers (depending on the acft
MKT: Sydney Approach, MKT, Jumpers away, Leaving FL140.
SY APP: MKT Report leaving the control zone
Once Pilot has reported Jumpers away the Aircraft can be handled using normal procedures.
NOTE: Decent rates for jump planes can vary betwen 2000-8000 fpm. Prior to and during the jump a 2nm zone around the drop zone should be maintained. Advise the pilot to hold the jump until this is possible.
A common mistake controllers, make is to place vital information with "expect information". Pilots by default, are not required to read back "expect information" and as such ATC should never provide information a pilot what would usually be required to be read back prefixed by the word "expect". A common example is..."ABC, expect ILS approach Runway 16R" - NO!
There are some common phrases that from time to time creep into our vocabulary that are not standard phraseology and furthermore, should not be used. From time to time it is helpful to be reminded of them so as to direct controllers back onto the straight and narrow.
Some of these are affectionately known as "americanisms" but not all of them come from the states. In the US controllers have wordiness problem. If at any stage you feel you are using too many words to pass a message, you probably are!
As always, if you have any questions about phraseology, contact your local VATPAC training representative or post a question on the forums.