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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
      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.
    • Harry Sugden
      By Harry Sugden
      Effective 5 November 2020
       
      Applicable to: PC West.
       
      RAMOX Buffer Zone
      The RAMOX Buffer Zone (see Figure 1 below) is established up to FL245 to ensure separation between traffic operating on the M144/M145 airways against traffic on the Q36/Q37/L975 airways. PC West or Dublin shall coordinate with the other controller where any breach of the buffer zone is required.
      PC West must ensure both Area A and Area B are displayed at all times: Display Settings → Stars → RAMOX Buffer Area A & RAMOX Buffer Area B.
       
      DEXEN Buffer Zone
      The DEXEN Buffer Zone (see Figure 1 below) is established between DEXEN and LUTIP up to FL245 to ensure separation between traffic operating on the Y124 airway against traffic operating on the Q36/Q37/L975 airways. PC West or Dublin shall coordinate with the other controller where any breach of the buffer zone is required.
      PC West must ensure the buffer is displayed at all times: Display Settings → Stars → DEXEN Buffer.
       
      Figure 1 - RAMOX and DEXEN Buffer Zones

       
      This procedure is already in use within VATeir, but the Letter of Agreement shall be updated in an upcoming cycle, along with the EGTT vMATS Part 2. The sector file will be updated in time for the effective date. Reference also: Spotlight - The Luck of the (Irish) Sea.
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