Jump to content

2021-06-17 - London (North LAG) - Designation of Permanent Secondary Sectors


Recommended Posts

Jack Edwards

Valid 17 June 2021

AC North Sea and AC Lakes are incorporated as permanent secondary sectors in the 2021/06 version of the London FIR (EGTT) vMATS (Part 2) and may now be routinely staffed without specific approval (Temporary Instruction) from Operations.

 

AC Lakes - LON_NW_CTR (Relief: LON_N1_CTR)

Frequency: 135.575 MHz
RTF callsign: London Control
Coordination callsign: Lakes
Top-down responsibility for: PC West and PC Southeast (only if AC North is offline - see note 1)

AC Lakes is responsible for airspace West of a line passing approximately GOLES-NAPEX as shown in Figure 1

Note 1: After PC Bandbox, PC SE is covered top-down by AC North (not Lakes or North Sea). If AC North is not online then Lakes (LON_NW_CTR) covers PC SE top-down. This is to allow PC SE to either be controlled top-down by the sector covering Lakes (i.e. LON_N_CTR or LON_NW_CTR online together with LON_NE_CTR) or the sector covering North Sea (LON_N_CTR and LON_NW_CTR online together).

 

AC North Sea - LON_NE_CTR (Relief: LON_N2_CTR)

Frequency: 128.125 MHz
RTF callsign: London Control
Coordination callsign: North Sea
Top-down responsibility for: PC Northeast and EGSH

AC North Sea is responsible for airspace East of a line passing approximately GOLES-NAPEX as shown in Figure 2. Their top-down responsibilities reflect their airspace (i.e. Norwich) in the absence of other controllers.

 

Coordination with Adjacent Units

Coordination with adjacent sectors is described in the latest release of the London FIR (EGTT) vMATS Part II and Agreed Level Diagrams. There are no changes to existing agreements.

 

Figure 1 - London AC North - Lakes Sector - Area of Responsibility

317306807_ACLakes.jpg.9ed6db65875fcb3d87806a5c32571920.jpg

Figure 2 - London AC North - North Sea Sector - Area of Responsibility

1594173071_ACNorthSea.jpg.d72035ef98d7a57fcc0ff268367ac801.jpg

Edited by Jack Edwards
Link to post
Share on other sites
  • Jack Edwards changed the title to 2021-06-17 - London (North LAG) - Designation of Permanent Secondary Sectors
  • Similar Content

    • Harry Sugden
      By Harry Sugden
      Valid 30 July to 1 August 2021 
      As part of the Midsummer Madness event this weekend, a temporary arrangement is made to allow for the split of the London West sector.
       
      AC West - LON_W_CTR (Relief: LON_W__CTR)
      Frequency: 126.075 MHz
      RTF callsign: London Control
      Coordination callsign: AC West
      Top-down responsibility for: Pembroke, Exmoor
      AC West is the parent position of the AC West group, as published in the London FIR (EGTT) vMATS Part 2. When either Pembroke or Pembroke and Sector 23 are online, their area of responsibility is as shown in Figure 1. If Exmoor logs on, then AC West's area of responsibility is the normal AC West AoR, minus what is shown in Figure 1.
       
      Pembroke - LON_WP_CTR (Relief: LON_35_CTR)
      Frequency: 133.225 MHz
      RTF callsign: London Control
      Coordination callsign: Pembroke
      Top-down responsibility for: Sector 23
      AC Pembroke is responsible for airspace from the northern boundary with AC North (Lakes sector), down to (and including some airspace south of) the L607 airway, as shown in Figure 2. The sector has no direct top-down responsibilities, except for covering Sector 23's airspace and their top-down duties in their absence.
       
      Sector 23 - LON_WR_CTR (Relief: LON_23_CTR)
      Frequency: 134.750 MHz
      RTF callsign: London Control
      Coordination callsign: Sector 23
      Top-down responsibility for: EGBJ, EGFF, EGGD
      Sector 23 is responsible for airspace in the lower eastern region of the AC West group, as shown in Figure 3, handling traffic climbing out of the London TMA and descending for arrival via BEDEK and KENET. Additionally, it is responsible for traffic departing and arriving from Cardiff and Bristol in the northern portion of the West sector.
       
      Exmoor - LON_WX_CTR (Relief: LON_36_CTR)
      Frequency: 128.825 MHz
      RTF callsign: London Control
      Coordination callsign: Exmoor
      Top-down responsibility for: EGHQ, EGTE, Jersey Control
      AC Berry Head is responsible for airspace West of AC South, south of the L607 airway (or south of Cardiff/Bristol), and east of Shannon, as shown in Figure 1. Their top-down responsibilities reflect the airspace of this sector (i.e. Newquay, Exeter and the Channel Islands) in the absence of other controllers.
       
      Agreed Levels
      For all controllers, Agreed Levels Diagrams are available:
      Exmoor (9+6+36) 2021 02.pdf
      Pembroke (5+8+35) 2021 02.pdf
      Sector 23 2021 02.pdf
       
      Figure 1 - London AC West - Exmoor Sector - Area of Responsibility

      Figure 2 - London AC West - Pembroke Sector - Area of Responsibility

      Figure 3 - London AC West - Sector 23 - 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
      Valid 30 July to 1 August 2021
      In order to handle the increased traffic levels in the Daventry sector during the Midsummer Madness event this weekend, a temporary arrangement is made to allow for the split of TC Midlands positions.
       
      Sectors
      The TC Midlands group consists of 2 sectors. Sector diagrams are not currently available, but controllers should reference the Agreed Levels Diagram provided below.
      TC Cowly (west side)
      TC Cowly handles LTMA inbounds from the North, and departures from Birmingham and East Midlands heading south. The occasional northbound flight is also handled, particularly Solent departures heading north, or traffic inbound to Birmingham via the SILVA 1B arrival.
      Top-Down airfields: EGBB, EGBE, EGTK
       
      TC Welin (east side)
      TC Welin handles mostly LTMA departures heading northbound in the Daventry corridor, Birmingham and East Midlands arrivals from the south, and low-level overflights heading north. The sector also handles East Midlands departures to the south, and will receive Birmingham departures to the east from TC Cowly.
      Top-Down airfields: EGNX, EGTC
       
      Positions
      There are two positions available for use:
      TC Midlands - LTC_M_CTR (Relief: LTC_M__CTR)
      Frequency: 121.025 MHz
      RTF callsign: London Control
      Coordination callsign: TC Midlands
      Top-down responsibility for: TC Cowly, TC Welin and TC North West
      The TC Midlands position covers both sectors and also has top-down responsibility for TC North West (which has top-down responsibility for Essex). 
       
      TC Welin - LTC_MW_CTR (Relief: LTC_M2_CTR)
      Frequency: 130.925 MHz
      RTF callsign: London Control
      Coordination callsign: TC Welin
      Top-down responsibility for: EGNX, EGTC
      TC Welin may be opened to focus on the northbound flow and is thus most useful during a significant inbound flow to either Birmingham or East Midlands. It does not have top-down responsibility of TC North West and can either be split off AC Daventry or TC Midlands.
       
      Agreed Levels
      A TC Midlands Agreed Levels Diagram is available here:
      TC Midlands 2021 07.pdf
       
      Birmingham Procedures
      Outbounds
      BB Departures to the south and east will be transferred from BB AIR to BB APC who is responsible for IVV. BB APC will not climb departures above the initial SID altitude (6000ft), aircraft will be transferred to TC Cowly when IVV has been achieved and when clean from other traffic.
      Departures routing via DTY SID (15) or UNGAP SID (33) will be climbed by TC Cowly to FL80 and then transferred to TC Welin, released for climb to FL130 whilst in TC Cowly airspace. 
      Inbounds
      SILVA 1B traffic is subject to coordination between TC Cowly and TC Welin. The standing agreement to BB APC is descending FL90 for this traffic, so any lower must be coordinated.
      When holding commences at GROVE, BB APC shall suspend the silent handover agreement. TC Welin is then responsible for allocating levels at GROVE and aircraft will be transferred (from TC Welin, TC Cowly or AC West) at the lowest available level under electronic abbreviated release. BB APC is responsible for the GROVE hold from FL70 to FL140.
      When holding at GROVE, traffic routing via the HEMEL 1B arrival at and below FL110 shall be considered known to TC Cowly and will be transferred directly to BB APC from TC Welin. Traffic that crosses the Cowly/Welin boundary above FL110 must be coordinated by TC Welin with the TC Cowly controller, when split.
       
      This procedure does not alter the staffing permissions as defined in the UK Division Policy or GRP.
    • Jack Edwards
      By Jack Edwards
      Valid 17 June 2021
      PC Northeast, PC Southeast and PC West are incorporated as permanent secondary sectors and may therefore be staffed without adjacent control online (previously PC could only be split if the whole sector was covered).
      PC Northeast, PC Southeast (previously event only sectors) are incorporated into the 2021/06 version of the London FIR (EGTT) vMATS (Part 2) and may now be routinely staffed without specific approval (Temporary Instruction) from Operations.
       
      PC Northeast - MAN_NE_CTR (Relief MAN_EN_CTR)
      Frequency: 135.700 MHz
      RTF callsign: Scottish Control
      Coordination callsign: PC Northeast
      Top-down responsibility for: EGNT, EGNV, EGNM, EGNJ and EGCN
      PC Northeast is responsible for the northeastern portion of the PC East sector, handling traffic in the POL area and out towards the North Sea as shown in Figure 1 below. Their top-down responsibilities reflect the airspace of this sector in the absence of other controllers.
       
      PC Southeast - MAN_SE_CTR (Relief MAN_ES_CTR)
      Frequency: 134.425 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.
      Note: After PC Bandbox, PC SE is covered top-down by AC North (not Lakes or North Sea). If AC North is not online then Lakes (LON_NW_CTR) covers it top-down. This is to allow PC SE to either be controlled top-down by the sector covering Lakes (i.e. LON_N_CTR or LON_NW_CTR online together with LON_NE_CTR) or the sector covering North Sea (LON_N_CTR and LON_NW_CTR online together).
       
      Coordination with Adjacent Units
      Coordination with adjacent sectors is described in the latest release of the London FIR (EGTT) vMATS Part II and Agreed Level Diagrams. There are no changes to existing agreements, but 3 new agreements are established between PC NE and PC SE.
      Manchester is the only airfield where the handoff order for departures is significantly changed. The handoff orders may be reviewed in the latest release of the Manchester (EGCC) Crib Sheet.
      The following airfields have departure handoff orders that include PC East or AC North (which are now split). The handoff orders are therefore modified as follows: 
      East Midlands (EGNX) -> PC SE before PC E, LNW after LN Birmingham (EGBB) -> PC SE before PC E, LNW after LN  
      Leeds (EGNM) -> PC NE before PC E, LNE before LN Newcastle (EGNT) -> PC NE before PC E, LNE before LN Teeside (EGNV) -> PC NE before PC E, LNE before LN Doncaster (EGCN) -> PC NE before PC E, LNE before LN Humberside (EGNJ) -> PC NE before PC E, LNE before LN  
      Liverpool (EGGP) -> LNW before LN Hawarden (EGNR) -> LNW before LN Ronaldsway (EGNS) -> LNW before LN Blackpool (EGNH) -> LNW before LN Warton (EGNO) -> LNW before LN Local aerodrome documentation will be updated to reflect these changes in due course.
       
      Figure 1 - PC Northeast - Area of Responsibility

      Figure 2 - PC Southeast - Area of Responsibility

    • Chad Byworth
      By Chad Byworth
      Effective 25 July 2021
      Following the release of the updated Birmingham vMATS Part 2 there has been a slight amendment to inbound release procedures (primarily via CHASE with the release point now specified at FL120 [previously FL100]) and new procedures have been introduced with AC West with regards to the Birmingham/Cotswold Flexible Use Airspace.
      There have been no changes to outbound agreements with AC Daventry (via ADMEX/COWLY/CPT/DTY/UNGAP/WCO) or PC South East (via LUVUM).
      This post documents these changes for AC controllers pending an update to the London vMATS Part 2.
       
      Inbound Releases
      Inbounds via CHASE
      Inbounds via CHASE will be transferred from PC South East to Birmingham RAD by means of the following silent transfer agreement:
      Via
      Standing Agreement
      Release Point
      CHASE
      Descending FL90
      Passing FL120
      Note 1: Traffic will be transferred level separated at CHASE with PC South East descending successive inbounds to FL90 when the prior inbound is observed to have vacated FL90. If this cannot be achieved, then PC South East is responsible for coordinating each inbound.
      Note 2: Birmingham RAD shall suspend the silent release procedure when holding at CHASE.
      Note 3: Restrictions for vectoring/descending inbounds via CHASE once passed FL120 are detailed below.
      Inbounds via HON to GROVE
      Inbounds via HON to GROVE will be transferred from AC Daventry to Birmingham RAD by means of the following silent transfer agreement:
      Via
      Standing Agreement
      Release Point
      HON
      FL90 level HON
      HON
      Note 1: Traffic will be transferred 10 NM in trail or greater, constant or increasing. If this cannot be achieved, then AC Daventry is responsible for coordinating each inbound.
      Note 2: Birmingham RAD shall suspend the silent release procedure when holding at GROVE at FL90 or above.
      Inbounds via BIFIN to GROVE
      Inbounds via BIFIN to GROVE will be transferred from AC West to Birmingham RAD by means of the following silent transfer agreement:
      Via
      Standing Agreement
      Release Point
      BIFIN
      FL130 level BIFIN
      GROVE
      Note 1: Traffic will be transferred 10 NM in trail or greater, constant or increasing. If this cannot be achieved, then AC West is responsible for coordinating each inbound.
      Note 2: Transfer of communication shall be after FIGZI but prior to BIFIN.
      Note 3: Birmingham RAD shall suspend the silent release procedure when holding at GROVE.
      Note 4: The silent transfer agreement is replaced with a reduced radar handover outside the hours of operations of Birmingham/Cotswold FUA – see below.
       
      Vectoring and Descent before Release Point
      Inbounds via CHASE
      Birmingham RAD may vector for right turns only and descend inbounds after passing FL120 when they ensure separation from Birmingham/Coventry outbounds – this is achieved when:
      There are no outbounds, or When outbounds are retained by Birmingham RAD until transferred clean to PC South East, or When outbounds under the control of PC South East are observed to climb above FL80 (PC South East is responsible for separation of all outbounds under its control cleared above FL80). Inbounds via CHASE which are turned right will be considered fully released upon entering the Birmingham Area of Responsibility or upon passing abeam CHASE, whichever sooner.
      Inbounds via BIFIN to GROVE
      Traffic is released for descent to FL80 on contact (subject to the base of controlled airspace) and released for turns after BIFIN subject to outbounds – Birmingham RAD is responsible for providing separation against outbound traffic previously transferred to AC West.
      Inbounds via HON to GROVE
      Runway 33 Operations
      Traffic is released for descent below FL90 and vectoring once west of the extended centreline. Additionally, when Birmingham RAD ensures 5 NM separation against all outbound Birmingham/Coventry traffic at or below FL90 then inbound traffic may be issued descent and turns up to 30° left of track upon entering Daventry CTA 9 (that section of the Daventry CTA north of DTY VOR).
      Runway 15 Operations
      Traffic is released for descent below FL90 and vectoring at HON.
      Additionally, when Birmingham RAD implements a departure check and there are no conflicting outbounds then traffic may be issued descent/turns to position for a left-hand downwind upon entering the lateral confines of Birmingham delegated airspace prior to HON.
      In the event there is conflicting traffic then Birmingham RAD must coordinate with AC Daventry.
       
      Birmingham and Cotswold Flexible Use Airspace
      Birmingham CTA 10 and Cotswold CTAs 15-18 are designated Flexible Use Airspace (FUA). These portions of airspace are established between 1700-0900 local Monday-Thursday and 1700 local Friday-0900 local Monday (extended to include public holidays). Outside of these hours the airspace reverts to Class G.
      Controllers should note that Delegated Area C includes Birmingham CTA 10, when established it exists FL65-FL105, outside the hours of operations the overlying Daventry CTA remains active with a base of FL105.
       
      Procedures outside FUA Hours of Operations
      Inbounds via BIFIN
      Outside the hours of operation of Birmingham/Cotswold Flexible Use Airspace inbounds via BIFIN will leave controlled airspace at FIGZI. AC West will continue to route inbounds via the FIGZI 1B STAR and will transfer inbounds descending to FL130 level BIFIN (to maintain consistency with the silent transfer agreement) but transferred by means of a reduced radar handover. AC West shall verbally coordinate the reduced radar handover with Birmingham RAD in the format:
      “BIFIN radar handover, [Callsign], [UK FIS type].”
      Note: If AC West initiates a transfer without conducting the verbal reduced radar handover then Birmingham RAD may assume the traffic is under a Deconfliction Service.
      Unless specified in the reduced radar handover, traffic is fully released on contact subject to outbounds routing to MOSUN  – Birmingham RAD is responsible for providing separation against outbound traffic previously transferred to AC West.
      It is the responsibility of AC West to initiate coordination with Birmingham RAD when unknown traffic in Class G airspace prevents AC West from achieving the standing agreement.
      Birmingham RAD will provide clearance to enter the Birmingham CTR/CTA and integrate the inbound into arrival stream/instruct the inbound to hold at GROVE as required.
      Outbounds to MOSUN
      Outside the hours of operation of Birmingham/Cotswold Flexible Use Airspace the N92 ATS route (LUXTO – OKTAD) is disestablished. Outbounds from Runway 33 will route via the UMLUX 1M SID then route direct MOSUN, outbounds from Runway 15 will fly the MOSUN 15 procedure. These outbounds will leave controlled airspace at the Birmingham CTA boundary and shall be provided a Deconfliction Service (reduced to a Traffic Service if workload or other factors prevent Birmingham RAD from applying a Deconfliction Service).
      Birmingham RAD shall transfer outbounds to AC West, either on own navigation MOSUN or a radar heading, climbing to FL120, by means of a reduced radar handover. RAD shall verbally coordinate the reduced radar handover with AC West in the format:
      “MOSUN radar handover, [Callsign], [UK FIS type].”
      Traffic is to be transferred once it is outside of controlled airspace and, unless specified by Birmingham RAD during the handover, outbounds are released for climb on contact (subject to AC Daventry controlled airspace). Birmingham RAD is responsible for providing separation against inbound traffic routing via BIFIN.
      Birmingham RAD is responsible for coordinating with AC West when unknown traffic in Class G airspace prevents RAD from achieving the standing agreement.
      Note: In the absence of AC West, RAD may provide a Deconfliction Service to 40 NM (ie. to MOSUN) from Birmingham (subject to workload).
       
      Documentation Status
      The updated Birmingham vMATS Part 2 incorporates these procedures.
      The London vMATS Part 2 will be amended at its next revision.
    • Chad Byworth
      By Chad Byworth
      Effective 15 July 2021
      Following a new obstacle survey the Heathrow (EGLL) and London City (EGLC) ATC Surveillance Minimum Altitude Charts (SMAC) have been amended to incorporate a 1900 ft restriction of 3 NM radius about an obstacle (843 ft AMSL) which is located in the north-eastern portion of the London CTR.
      Due to the levels involved this change will not impact on the control of flights following standard inbound/outbound procedures but should be considered when proving a service to low-level IFR traffic conducting non-standard flights within the London CTR.
      Documentation Status
      The Heathrow (EGLL) and London City (EGLC) & TC Thames vMATS Part 2(s) will be amended at their next revisions.
      The sector file has not yet been updated to incorporate this change.
×
×
  • Create New...