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Flashcards in RADAR FAIL Deck (25):
1

In the event of total radar failure, standard separation shall be provided in Class ?G? airspace between

IFR aircraft receiving a service from Gibraltar Approach. Aircraft departing Gibraltar, aircraft inbound from either of the holds, and overflying IFR flights, are required to be separated from each other, and from other aircraft in the holds. As Gibraltar has no suitable navigation aids available to provide lateral or time separation, aircraft must be separated vertically

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A. It takes approximately 10 minutes to complete a visual approach from Alpha. In the event of multiple arrivals the second and subsequent inbounds should be advised

“expect approach at time …” based on a ten minute landing interval.

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B. If two or more aircraft are due within ten minutes the second aircraft is to hold at Alpha not below

FL 80. Levels for the hold must be allocated by Gibraltar following coordination with Seville ACC. This will ensure vertical separation should the first aircraft make a missed approach and require to climb back into CAS for diversion. The second aircraft is not to descend below FL 80 until the first aircraft has landed. PIMOS may be used to hold aircraft, with the approval of Seville ACC, but there is no published holding pattern.

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C. In the event of arrivals and departures the inbound aircraft should hold at

Alpha or Charlie not below FL 90, allowing the departure to be released into CAS at FL 80. It must be made clear to Seville that they are responsible for climbing the departure through the level of the holding aircraft. Gibraltar is not to accept control of the holding aircraft until Seville have confirmed that the departure, under their control, has either passed FL 90 in the climb or is separated from the holding aircraft.

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D. Military arrivals can be authorised to carry out the TACAN emergency letdown. Although such arrivals will normally route via Charlie, the TACAN procedure has to be commenced from

the east. If while transiting from Charlie to Alpha they indicate they are able to make a visual approach this may be permitted only if they are no. 1 in the approach sequence. Otherwise they are to be instructed to continue to Alpha to hold.

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E. Overflying aircraft must be asked whether they are

IFR or VFR. When IFR inbound or outbound flights coincide with VFR overflights, traffic information must be passed. When the overflights are IFR then separation must be applied. MATS Part 1 VMC Climb/Descent procedures may be used to expedite traffic. If this procedure is not acceptable to the IFR flight, then they must be held, vertically separated from the overflight, or on the ground, until separation can be applied. Seville ACC may be requested to assist in separating Gibraltar departures from transit traffic providing they clearly state that they will “accept responsibility for separation”.

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G. Before coordinating or agreeing a procedure with Seville ACC, ATCOs should establish clearly

who will be responsible for separation. If there is any possibility of misunderstanding then aircraft should be held until the situation is clarified.

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H. Radar range checks and the VRD will be unavailable for road closure purposes.

Aircraft pilots should therefore be requested to supply additional range information as necessary. Due to the likely inaccuracy of some range checks road closure earlier than normal should be considered.

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I. Aircraft may fly a Visual Approach if the weather conditions allow. Pilots may be permitted to cancel their IFR flight Plan and continue VFR at their request. Even after an IFR flight has elected to make a visual approach

it is still the responsibility of ATC to provide standard separation from other IFR flights.

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J. VFR flights

may operate normally. Pilots must be instructed to avoid Prohibited Airspace and not to over-fly the Rock or harbour installations.

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Radar Failure Procedures – Primary and SSR Failure

Seville ACC is to be informed of the failure.

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Radar Failure Procedures – Primary and SSR Failure
IFR Flight Procedures

1. The assigned level to arriving IFR flights agreed with Seville ACC, must be not below the Flight Level equivalent of

6,800 ft QNH. Any further descent that may be applicable is not to be allocated until the aircraft is within 25nm of the GBR and in accordance with minimum safety altitudes published by AIDU.

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Radar Failure Procedures – Primary and SSR Failure
ilitary IFR flights may be authorised to carry out a

2. Military IFR flights may be authorised to carry out a TACAN approach.

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Radar Failure Procedures – Primary and SSR Failure
3. IFR flights may be routed to Alpha via PIMOS at the Flight Level equivalent of

6,800 ft QNH or above.

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Radar Failure Procedures – Primary and SSR Failure
4. IFR flights may be routed to Charlie at the Flight Level equivalent

of 6,800 ft QNH or above and then descended within the hold to the minimum level of the hold.

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Radar Failure Procedures – Primary and SSR Failure
5. Visual Approaches may be approved from these levels in the holds.

Pilots are not to be offered further descent unless they are able to make a visual approach.

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Radar Failure Procedures – Primary and SSR Failure
6. IFR flights that descend below the minimum safety altitudes, including those carrying out TACAN or Visual Approaches, must be advised

“descend at your discretion maintaining your own terrain clearance”

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Radar Failure Procedures – Primary and SSR Failure
IFR flights must be provided with departure instructions and routeings that ensure terrain clearance. See

2.23 TERRAIN CLEARANCE – PRIMARY AND SSR FAILURE –IFR DEPARTURES. Departure instructions must include the phrase “Maintaining your own terrain clearance”.

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Radar Failure Procedures – Primary and SSR Failure
9. Once an IFR flight has been released to Gibraltar for approach

no IFR departure is to be permitted until the inbound aircraft has landed, or has completed a missed approach and has passed the Flight Level equivalent of 6,800 ft QNH in the climb.

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Radar Failure Procedures – Primary and SSR Failure
VFR FLIGHT PROCEDURES

VFR flights are to be provided with the service appropriate to the airspace.

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Emergency Arrival Procedure – Military TACAN Let-Down
Initial Approach

From the East on the GBR 105R at a safe quadrantal Flight Level. The aircraft is to be not below FL70 at 10nm DME from the GBR TACAN and at 5000 ft when overhead.

From overhead the TACAN turn left outbound on the 105R. When established outbound descend to 2000 ft QFE. At 10nm DME commence a procedure turn left to re-establish inbound on the 105R maintaining 2000 ft QFE until visual with the Rock.

Aircraft using 2 Navaids (e.g. TACAN and INS) need not over fly the facility and are authorised to begin the outbound turn at 3nm DME

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Emergency Arrival Procedure – Military TACAN Let-Down
UNABLE TO ESTABLISH VISUAL CONTACT

If visual contact with the Rock cannot be established by 2.5nm DME climb to 4000 ft QFE and turn left to intercept and fly the 165R.

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Emergency Arrival Procedure – Military TACAN Let-Down
When Rock Or Runway In Sight

RW 09. Turn left to position for a right hand circuit to land. The circuit is to be flown so as to ensure no violation of prohibited and restricted airspace.

RW 27. Continue with a visual approach to land.

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Terrain Clearance Procedure - Primary and SSR Failure
The assigned level to arriving IFR flights, and the release level from Seville ACC, must be not below the Flight Level equivalent

of 6,800 ft QNH. Any further descent that may be applicable is not to be allocated until the aircraft is within 25nm of the GBR and in accordance with minimum safety altitudes published by AIDU.
Aircraft inbound from the North are normally released to Gibraltar just North of the coast descending to FL90. These aircraft must not be descended below FL90 until they have crossed the coast.

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Terrain Clearance – Primary And SSR Failure –IFR Departures

. Departure instructions must include the phrase “Maintaining your own terrain clearance”.