By Chris Pawley
Effective 6 December 2018
Airspace Deployment 4 is a redesign of the Dutch interface with AC Clacton. The previous design provided a single routing into the London airspace, regardless of destination. The new design expands the number of airways for inbounds to three, with specific purposes for each. This is part of the Swanwick Airspace Improvement Programme (SAIP).
An overview for the new flow is given below:
The Northerly airway (at NOGRO) accepts all Essex inbounds as well as overflights from the NE
The middle airway (at ABNED) accepts all EHAM outbounds (except those going to Essex), all EGLL inbounds
The Southerly airway (at GALSO) accepts all EGKK/EGLC inbounds as well as overflights from the SE
New RNAV 1 STARs are introduced for Heathrow, Gatwick, Thames, Essex and Southend
Note these STARs are named following the ICAO standards, after the first waypoint rather than the last waypoint as is typical in the UK.
New SIDs are introduced for Gatwick outbounds
Airspace in the vicinity of CLN is redesigned also, with new routings for some aircraft which avoids the CLN VOR.
Agreements at GORLO are revised for these changes
The REFSO delegated area becomes the IBNOS delegates areas and has expanded slightly (shown below together with the SASKI area):
There are new agreed levels diagrams to support these changes, we are (re) negotiating the text for a new LoA with the Dutch vACC.
Thanks to @Sebastian Rekdal for preparing the graphics for these changes
By Chris Pawley
Effective 04 January 2018
Trail Procedures between 04 January 2018 and 3 January 2019.
The DET2Z SID is introduced at London/Heathrow (EGLL) from the above date. This SID is for departures from runway 09R and follows the same lateral track as the existing DET1J departure; a change to the vertical navigation is applied at DET D29 and DET D34.
All aircraft will be assigned DET2Z by default for the period of the trial. Crews unable to meet the climb restrictions should request a DET1J departure which can be assigned without coordination.
The purpose of the trial is to identify the impact on steeper procedures from a noise, air quality and operational perspective.
The UK Sector File contains this procedure. Other documentation will not be updated due to the trial nature of this procedure.
By Harry Sugden
New RNAV approaches for runways 09 and 27 at Liverpool are introduced. Pilots will need to request an RNAV approach from Liverpool Radar.
Initial Fix - IBAXU (2500ft, 11NM from touchdown) Final Approach Fix - LEBKI (2500ft, 7.5NM from touchdown) Runway 27:
Initial Fix - INVEB (2000ft, 9.5NM from touchdown) Final Approach Fix - UVERI (2000ft, 6NM from touchdown) Aircraft expecting to fly an RNAV approach are to be vectored as per the usual Liverpool procedures as far as the base turn. They are then to be instructed to route to the Initial Fix and carry out the approach (e.g.) "Resume own navigation, right, direct INVEB. Cleared RNAV approach runway 27."
There are no issues with vectoring for runway 09. The controlled airspace and Surveillance Minimum Altitude Area (SMAA) extend far enough to comfortably vector to an 11NM final.
As always for runway 27, do not allow aircraft to exit the SMAA to the east. Aircraft will approach the IF (INVEB) on their base leg at 90 degrees to the centreline, rather than gently intercepting at a shallow angle.
By Chris Pawley
Effective 27 April 2018
A number of frequencies are updated at Hawarden
Hawarden Tower 124.950 becomes 124.955 due to 8.33 kHz spacing restrictions, we are unable to replicate this. Therefore the existing frequency is retained as it is the closest usable frequency.
Hawarden ATIS 125.425 becomes 125.430 due to 8.33 kHz spacing restrictions, we are unable to replicate this. Therefore the existing frequency is retained as it is the closest usable frequency.
Hawarden Approach 123.350 becomes 120.055 due to 8.33 kHz spacing restrictions, we are unable to replicate this. Therefore the next nearest frequency is used - 120.07
We will update documentation at a future point to cover these changes, as well as update the UK Sector File and UK Controller Pack.
By Chris Pawley
The routings between Manchester and Liverpool are amended due to new procedures in place.
Manchester to Liverpool
Traffic will normally be cleared on an EKLAD1R/1Y if using a one of the runway 23's for departure, or an ASMIM 1S/1Z from runway 05L/R. Traffic should then route to TIPOD/KEGUN for arrival into Liverpool
Liverpool to Manchester
Traffic will normally be routed via WAL2V/2T and then as directed by ATC.
The Liverpool and Manchester vMATS part 2's will be updated shortly to reflect these changes.