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active 2020-11-21 Leeds Bradford (EGNM) Departure/Arrival Boxes and Holding Procedures


Jack Edwards

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    • Harry Sugden
      By Harry Sugden
      Valid 25 November 2020
      For today's Newcastle Midweek Madness event, in order to manage the increased workload in the PC East sector, a temporary arrangement is made to allow for the opening of PC Southeast.
       
      PC East - MAN_E_CTR (Relief MAN_E__CTR)
      Frequency: 133.800 MHz
      RTF callsign: Scottish Control
      Coordination callsign: PC East
      Top-down responsibility for: EGNT, EGNV, EGNM, EGNJ, EGCN and PC Southeast
      PC East is responsible for its usual airspace, minus that of PC Southeast’s. Figure 1 below represents this airspace but is only valid for use when PC Southeast is online. Their top-down responsibilities reflect the airspace of this sector in the absence of other controllers. This sector is responsible for PC West’s remaining functions, which for this event, will be focused on the presentation of traffic to Manchester approach via ROSUN.
       
      PC Southeast - MAN_S_CTR (Relief MAN_S__CTR)
      Frequency: 134.420 MHz
      RTF callsign: Scottish Control
      Coordination callsign: PC Southeast
      Top-down responsibility for: EGCC
      PC Southeast is responsible for airspace up to FL195 in an area to the south of Manchester, as shown in Figure 2 below. This sector is primarily responsible for the streaming of inbounds and outbounds to/from Manchester via TNT and HON respectively, as well as Liverpool traffic via NANTI and East Midlands traffic via TNT.
       
      New! Agreed Levels Diagrams
      For PC East and PC Southeast controllers, the following diagrams are available for use only when PC Southeast is open. (Apologies, but we do not yet have a PC West diagram that reflects agreements when PC East is split)
      PC East (w-out Southeast) 2020 12.pdf
      PC Southeast 2020 12.pdf
       
      Coordination with Adjacent Units
      It is the responsibility of the PC Southeast controller to inform the following controllers when PC Southeast is split from PC East:
      Manchester ATC Birmingham APC East Midlands ATC PC West AC Daventry All agreements into/out of the airspace of PC Southeast from/to PC West and AC Daventry are reflected in the sector file; these controllers may refer to the Agreed Levels Diagrams above to confirm which controller is expecting particular traffic.
       
      Figure 1 - PC East (with PC Southeast online) - Area of Responsibility

      Figure 2 - PC Southeast - Area of Responsibility

       
      This procedure does not alter the staffing permissions as defined in the UK Division Policy or GRP.
    • Harry Sugden
      By Harry Sugden
      Effective 10 September 2020
      As of the 2020/10 sector file release, the Liverpool (EGGP) STARs were reordered such that the KEGUN STARs from the South/Southeast now have a higher priority than their TIPOD equivalents.
      Previously, KEGUN STARs were generally only issued from 2000-0700, but in line with real world procedures, controllers shall now issue EGGP inbounds with the relevant KEGUN STAR at all times, unless holding is required.
      If holding is required for EGGP inbounds from the South/Southeast, and it is outside of the hours of the Niton CTA fillet that ensures the KEGUN hold remains inside of controlled airspace, then either:
      GP APC shall radar monitor aircraft in the KEGUN hold as a high priority task; or
      PC West shall re-clear aircraft via the TIPOD STAR.
      PC West shall notify West/Central/South controllers as appropriate if holding is anticipated to continue, such that inbound aircraft may be re-routed via TIPOD in advance of reaching PC West’s airspace.
      See the table below for the list of affected STARs and their TIPOD equivalent:
      STAR
      From
      TIPOD Equivalent
      Remarks
      KEGUN 2A
      LESTA
      TIPOD 2F
      There are no SRD routes to EGGP ending at LESTA. Traffic should ordinarily be re-routed via TNT in busy periods.
      KEGUN 2B
      TNT
      TIPOD 2G
        KEGUN 2C
      PEDIG
      TIPOD 2H
      There are no SRD routes to EGGP ending at PEDIG. This route may be used by N57 (Y53) / M605 (typically low-level) traffic.
      KEGUN 1D
      MONTY
      TIPOD 1J
        This does not affect traffic filed via the TIPOD 3A, 2B, 1C, 1D, or 1E arrivals, for which there is no KEGUN equivalent.
    • Harry Sugden
      By Harry Sugden
      Valid 15 November 2020
       
      The French vACC have made a number of permanent changes to their sectorisation. West and South LAG controllers should ensure they are familiar with the possible positions, in line with the information and diagrams below. Ownership priority is from left to right.
       
      Brest Sectors
      Brest (Main) (SFC-FL660)
      LFRR_CTR (125.500)
      Brest E Sector (FL295-FL660) - see fig. 1
      LFRR_E_CTR (136.000) > LFRR_CTR (125.500) > LFFF_W_CTR (122.575) > LFFF_N_CTR (128.875) > LFFF_CTR (128.100)
      Paris Sectors
      Paris Lower North (SFC-FL295) - see fig. 2
      LFFF_N_CTR (128.875) > LFFF_CTR (128.100)
      Reims Sectors
      Reims N Sector (FL295-FL660) - see fig. 1
      LFEE_N_CTR (127.550) > LFEE_CTR (128.300) > LFFF_CTR (128.100)
      Other Positions
      France Control (LFUP_CTR - 130.950) provides coverage above FL245 in French airspace in the absence of local sectors.
      Eurocontrol West (EURW_FSS - 135.250) provides coverage above FL245 in French airspace in the absence of local ATC.
       
      Changes to Agreements
      Traffic above FL295 via SITET and XAMAB shall be transferred from Worthing to Brest E sector. Traffic below FL295 shall be transferred to Paris Lower North.
      Departures from the Heathrow Group, EGKK, EGGW and Thames Group via SITET/XAMAB should be climbing FL330 to Brest E Sector (correct in the sector file). Traffic must reach a minimum of FL290 by the FIR boundary, else Worthing shall coordinate with Paris Lower North.
      All other agreements are as published and set out in the LoA, but controllers should note that the sectorisation described in the London vMATS and on the Agreed Levels Diagrams is outdated.
       
      These sectors are reflected in the 2020_12c sector file release onwards. The EGTT vMATS and Agreed Levels Diagrams will be updated in the next cycle.
       
      Figure 1 - Upper Sectors in the Paris Area

      Figure 2 - Paris Lower Sectors

    • Jack Edwards
      By Jack Edwards
      Effective 11 November 2020
       
      The following Farnboroigh Airport (EGLF) positions may be staffed:
      Logon Callsign
      RTF Callsign
      Frequency (MHz)
      Log on conditions
      EGLF_APP
      Farnborough Radar
      134.350
      None
      EGLF_R_APP
      Farnborough LARS
      125.250
      LF APC must be online
      EGLF_TWR
      Farnborough Tower
      122.775
      None
      EGLF_GND
      Farnborough Ground
      121.825
      None
       
      Farnborough Radar - APC 
      APC has responsibility for the Farnborough CTR/CTA and top-down of the airfield in the absence of Tower/Ground. Further, the Heathrow runway-dependent RMA (which includes airspace delegated to Farnborough) is set out in the below procedure change post, as well as procedures for inbounds/outbounds. 
      https://community.vatsim.uk/topic/37020-2020-02-26-farnborough-eglf-sids-stars-rma-and-procedures-for-inoutbounds/ 
      Farnborough APC on 134.350 may additionally provide a LARS service for either the LARS West sector only, or all 3 real-world LARS sectors (West, North, and East). This shall be noted in the controller ATIS, as well as notified to surrounding APC units.
      Note: The LARS position (EGLF_R_APP on 125.250) does not cover the APC position top-down and may not be opened without APC online (see below).
      Note: Division policy does not permit bandboxing of two frequencies other than for short periods.
       
      Farnborough Radar - LARS 
      Farnborough LARS (EGLF_R_APP on 125.250) may only be opened when the Farnborough APC (EGLF_APP) position is staffed by a different controller on 134.350. If APC closes, the LARS controller has the option of switching to APC and covering the LARS sectors, or logging off. 
      The coverage areas of the West, North and East LARS sectors on VATSIM shall be the same as they are in the real world, shown on Page 5 of this PDF. 
      The reasons behind this policy are as follows: 
      To maximise top-down provision at Farnborough, therefore reducing the responsibilities of London positions. There is little operational sense in a radar-derived LARS position not also covering Farnborough APC, especially given the low traffic levels in/out of the airfield. To ensure that when any ‘EGLFxAPP’ position is online, responsibility for the CTR/CTA - and therefore transits of EGLF airspace - are clearly linked to the APC position. LARS on its own could not reasonably be responsible for the CTR/CTA at the same time as not giving a top-down service.  Note: The opening of further LARS positions is posssible with prior approval from the Operations Department in the form of a Temporary Instruction. If it is envisaged that there will be an event or traffic load worthy of such a split, members are may reach out via the Helpdesk to discuss the available options.
       
       
      Documentation Status
      This clarification will be incorporated in the 2020/13 release of the London vMATS but not in Farnborough vMATS until a later date.
    • Harry Sugden
      By Harry Sugden
      Effective 5 November 2020
       
      For Inbound Traffic to London/Gatwick (EGKK) via WILLO, the GWC/TELTU abbreviated release procedure is introduced.
      Where traffic conditions allow, TC SW may issue said abbreviated release at TELTU/GWC, but it shall not be issued electronically. Inbound traffic via WILLO transferred with an electronic release prior to GWC/TELTU shall be assumed to be released at WILLO. 
      The verbal release shall typically be communicated as:
      Example: “TELTU release, BAW123 at 9”
      When issued, traffic may be vectored after GWC/TELTU, but must remain east of the GWC-MID or TELTU-MID track. Descent is permitted to the base of CAS and traffic may enter Area 5 above 5000ft; however, it shall not enter Area 4 above 4000ft. Once the traffic has entered the RMA, it must be vectored according to normal restrictions; this includes meeting the vertical restrictions of Area 5 if the traffic is vectored first into the Main Vectoring Area (MVA).
      KK INT is reminded of the need to vector aircraft before giving descent below holding levels.
       
      This procedure is reflected in the 2020/12 release of the London Gatwick vMATS Part 2, and will be added to the EGTT vMATS in due course.
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