Flashcards in Section 3 - Aerodrome Control 2 Deck (38):
Outbound IFR Flights
ADC is to coordinate all IFR departures with Approach as follows:
a. When IFR departures are loading ADC is to request airways clearance from Approach Control.
b. When aircraft are taxiing ADC is to request release from the Approach ATCO who will liaise with Seville ACC.
c. Transfer of communication in accordance with the release is normally to take place when the aircraft is observed passing 2000 feet on the VRD unless otherwise requested by approach.
d. ADC is responsible for passing appropriate traffic information on circuit traffic or inbound aircraft whether or not the inbound aircraft has been transferred to the ADC frequency.
e. ADC is responsible for obtaining the aircraft’s POB prior to issuing take off clearance.
Outbound VFR Flights
All VFR departures are subject to Approach approval and are to be coordinated as follows:
A. When aircraft start ADC is to notify APC and request departure instructions.
B. All VFR departures are to be allocated a Gibraltar domestic squawk, unless previously allocated an alternative Seville code.
C. Transfer of communication in accordance with the release is to take place as soon as practicable after the departing aircraft is airborne.
D. ADC is responsible for passing appropriate traffic information on circuit traffic or inbound aircraft whether or not the inbound aircraft has been transferred to the ADC frequency.
E. ADC is responsible for obtaining the aircraft’s POB prior to issuing take off clearance.
The Talkdown Controller will advise ADC when inbound aircraft are:
A. 4nms for SRA traffic landing clearance.
B. No later than 2nm when landing clearance is delayed.
ADC is responsible for passing the following information to APC:
A. Information on circuit traffic.
B. Warnings of shipping, bird hazards or turbulence in the approach.
C. The PAAG positions when cables are rigged.
D. Any relevant Aerodrome Information which may affect inbound aircraft
In addition to the above information ADC is responsible for passing the following information to the Talkdown controller:
E. Clearance to land/touch and go/low approach as appropriate. All SRA approaches terminate at 3nm and clearance is normally passed by ADC at 4nm. When this is not possible the delayed clearance MUST be relayed by Talkdown to the pilot by 2nms or missed approach action initiated. Pilots who are visual at or before the 3nm VDP may be transferred immediately to ADC who may issue a landing clearance to aircraft at under 2nms when necessary.
F. When to transfer aircraft to the aerodrome frequency after landing, including the aerodrome frequency, when the aircraft has slowed sufficiently to accept a frequency change.
ADC and APC are to pass pertinent traffic information including:
1. Unknown aircraft observed visually or on radar operating within 10nm of the airfield or adjacent to approach tracks.
2. Overflying aircraft which will approach within 5nm of the Airfield.
The circuit direction is right hand for RW09 and left hand for RW27. The visual circuit is flown to the South around the Rock. Aircraft are to be told: "Report south abeam Europa" This is the equivalent of a downwind call.
The circuit height is 1000ft and must be flown so as to avoid LER164 and overflying Gibraltar, including harbour installations.
All retractable gear aircraft are to be given a gear check prior to landing clearance.
3.6 Integrating Instrument and Visual Circuit Traffic
Due to the terrain, obstructions, and airspace restrictions of Gibraltar, positive instructions must be issued by ADC to visual circuit traffic to ensure separation from instrument traffic. This applies to both Military and Civilian traffic.
The instructions issued may include routeing restrictions, level restrictions, or instructions to hold in a position which ensures that visual traffic is held clear of the Bay of Gibraltar, and approach paths when Instrument traffic is approaching.
The HI Brite VCR Radar Display (VRD)
The Gibraltar VRD is a Flight Refuelling RDS 1600 Console fed from the Plessey Watchman Radar and Cardion SSR System.
The VRD is to be used primarily as an aid to enable the Aerodrome ATCO to sequence the mixed arrival and departure of visual and instrument traffic, and also as a guide to traffic light selection when required for road closure.
Use of the VRD
Operation of the VRD is not associated with a particular rating and it must not be used to provide approach radar services. Provided aircraft have been identified a controller may use the Hi Brite VRD for the following tasks:
A. Determining the landing order, spacing and distance from touchdown of arriving aircraft.
B. Providing information on the position of aircraft within the circuit (e.g. one in downwind).
C. Monitoring the position of identified transit traffic and warning aircraft in the vicinity, and exceptionally restricting inbound or outbound aircraft.
D. Exceptionally, passing traffic information with reference to the relative position of one aircraft to another (e.g. clock code and distance) when the controller considers that doing so would aid the integration of traffic.
E. Exceptionally, passing traffic information on unknown traffic which pop up within the circuit area.
F. Aircraft identified by Approach may in turn be identified to the Aerodrome ATCO if such traffic affects the visual circuit. The Aerodrome ATCO may use the VRD to pass this information to aircraft under his control in order to sequence the flow of traffic taking off and landing or flying in the visual circuit.
VRD - Methods of Identification.
The following methods of identification may be used;
1. Departing Aircraft Method. Observing the primary radar response of a departing aircraft. Identification is to take place within 1nm of the end of the runway.
2. Aircraft may be identified by the standard range calls from Approach, provided the aircraft is within 3nm of the position notified.
3. Aircraft may be identified by recognising a 4 digit SSR code allocated to the aircraft callsign
4. Where inbound aircraft are displaying a callsign, allocated by approach, then the callsign displayed in the data block may be used to establish identity.
If any possibility of confusion exists, ADC is to request that the Approach ATCO amplify the liaison call to ensure adequate identification.
Departure minima IFR Flights
The MOD promulgated Departure Minima is 1,000m visibility measured from the runway threshold for departure. Pilots may make their own decision as to whether or not the visibility is within limits once they have reached the threshold and ATC is not responsible for preventing an aircraft departing because the visibility is below 1,000m. The following phraseology is to be used:
3.8.1 Departure Minima Military Aircraft.
When the official met visibility is below 1,000m departing military aircraft are to be informed:
“The minima for departure is 1,000m at the RW threshold”
3.8.2 Departure Minima Civil Aircraft.
Departure Minima Civil Aircraft.
Civil aircraft are required to comply with their company operations manual. The recommended departure minima for civil aircraft is a visibility of 1,000 meters at the runway threshold for departure.
When the official met visibility is below 1,000m departing civilian aircraft are to be informed:
“The recommended minima for departure is 1,000m at the RW threshold”
If an aircraft departs when the official met visibility is below 1,000m the Watch Manager is to make an entry in the watch log.
3.9 Departure Instructions
Departure releases and instructions are issued to ADC by APR.
When ADC passes departure instructions to IFR flights, which involve a turn to the South, they must include one of the following phrases in order to ensure terrain clearance and prevent overflight of built up areas.
Callsign departure instructions, when East/West of Gibraltar turn right/left heading...…/on track ...…etc.”
When the aerodrome colour state is....
White or Blue visual turns around Gibraltar may be approved:
“Callsign, after departure turn right/left fly visually around Gibraltar heading…../on track….etc.”
When ADC pass departure instructions which include a requirement to stop climb at an altitude, they must include the Aerodrome QNH in the departure instructions.
Formation Take Offs
Military aircraft operating from Gibraltar may be given permission to take off in formation. EXCEPT
Hook equipped aircraft are not permitted to make formation take offs when the PAAGs are rigged but are authorised to make stream take offs provided individual aircraft roll only when the preceding aircraft is airborne.
Aircraft In Emergency
Aircraft in emergency or requesting an undercarriage check...
are not to overfly WCA while it is open, or overfly the runway while occupied by aircraft or vehicles.
WCA Overflight Requirements - Speed Limits
Military Aircraft Should Fly At Less Than 360 Kts
Civilian Aircraft Should Fly At 250 Kts or Below
North and South Military Aprons and the DG Parking Area
The Royal Air Force provides marshalling facilities for these aprons and the DG Parking Area.
With the approval of RAF Flight Operations civilian aircraft may be parked on the military aprons. The handling agent is responsible for requesting approval to use these aprons directly from RAF Operations. Marshalling may then be carried out either by GIB AIR or the RAF.
RAF Flight Operations are responsible for advising ATC which apron military aircraft will use for parking. GIB AIR is responsible for advising ATC when civilian aircraft are using military aprons.
188.8.131.52 C17s Parking on North Military Apron
When C17s park on the North Military Apron in a position which infringes taxiway B...
taxiway E and taxiway B East of the Civil Apron are to be closed. This will facilitate the marshalling, parking, unloading and loading of the C17.
The tower controller is to determine whether the taxiway has been infringed by judging whether,
from the control position in the VCR, any part of the aircraft lies south of the double white lines of the civil apron, if they were to be extended due east.
When taxiway B East of the Civil Apron is closed:
1. GibAir are to be immediately informed that due to the position of the C17 all departures from the Civil Apron are via Taxiway A.
2. Stand 5 can only be used for departing aircraft that are able to turn on the apron unless specific prior arrangements have been agreed by the Tower Controller with Gibair.
3. When aircraft are pushed back from Stand 4 traffic information and/or Essential
Aerodrome Information must be passed.
4. In strong easterly winds consideration is to be given to civil aircraft starting engines on the Stand prior to push-back.
Should the C17 become unserviceable, arrangements are to be made with Airfield MT to have the aircraft pushed back to a position where it no longer infringes Taxiway B
Ground Running of Aircraft Engines
Ground running of aircraft engines is only permitted when both ATC and the AFRS are operational.
Idle Powered Engine Runs
Low powered engine runs at idle power may be permitted at any time the aerodrome is open subject to the following conditions:
1. ATC are advised. ATC will advise the AFRS.
2. The aircraft are parked on concrete.
3. The aircraft remains in RT contact with ATC during the engine run.
4. A ground handler is in attendance at all times and is responsible for ensuring
there is no damage to persons or property, and that vehicle movements behind aircraft on the civilian apron MT route are stopped.
5. ATC are advised when the engine runs are completed.
Engine Runs using above idle power
Engine runs above idle power are normally only permitted between 0800 and 2000 hrs local. There are no dedicated engine run-up areas.
High powered engine runs outside this period may only be carried out when operationally essential and with the approval of the Stn Cdr/RAF Duty Officer. The following conditions are to be applied:
1. Engine runs do not interfere with aircraft movements.
2. ATC are advised. ATC will advise the AFRS.
3. The aircraft are parked on the runway threshold with the tail of the aircraft pointing out to sea.
4. The aircraft remains in RT contact with ATC during the engine run.
5. ATC are advised when the engine runs are complete.
Cross Bleed Engine Starts
Cross Bleed / Coupled engine starts require high power settings on one engine in order to provide bleed air to start another engine. They may be permitted provided the aircraft captain confirms that the ground handling staff will ensure that the area behind the aircraft is clear of personnel and equipment.
In addition Cross Bleed / Coupled engine starts on the civil apron may be approved by ADC subject to the following conditions
1. The aircraft Captain confirms that the ground handling staff will ensure that the area behind the aircraft is clear of personnel and equipment.
2. The ground handling staff are observed by ADC to have closed the MT route across the civil apron behind the aircraft starting.
3. ADC stops aircraft movements on taxiway Bravo behind the aircraft starting
Under normal circumstances, aircraft parked on Stand 1 or 2 will only be permitted to pushback facing...
In certain wind conditions pilots may request a pushback to face east from Stand 1 or 2;..
this may require a manoeuvre which significantly affects vehicles on the MT route so ATC are to confirm with the pilot using plain language that the marshaller will be making provision to control traffic on the affected areas on the MT route.
When two aircraft request pushback from the civilian apron this may be permitted provided:
A. Both aircraft are pushing back to face the same direction.
B. The aircraft are not on adjacent stands.
C. The aircraft are passed traffic information.
If for any reason a tug is either unavailable or unable to push back an aircraft successfully then ADC may permit an aircraft to start engines on the apron and taxi provided:
1. The aircraft captain confirms that the tug and associated personnel and equipment are clear of the area and that he can safely taxi to the taxiway.
2. When the aircraft is on the civil apron the ground handling staff are observed by ADC to have closed the MT route behind the aircraft starting.
In exceptional conditions, non-airsec aircraft may be cleared to use the runway with WCA open provided they route no closer to WCA than the following distances:
A. Taxiway C from the East.
B. 100M from WCA to the West. An appropriate position would be abeam the green water tank.
Conditional Clearances that involve aircraft or vehicles operating on the runway, or runway protected strip are not to be issued to either vehicles or aircraft by the Aerodrome Controller or Assistant.
This does not apply to specific land after procedures employed for Military aircraft in accordance with Chapter 5 Aerodrome Military Aircraft Operations
“Voice of Neptune” Strobe Lights are situated on the sea wall at the RW09 threshold to warn vessels to
remain outside the entry-restricted area when aircraft are approaching. These lights should be switched on by the Aerodrome ATCA when the road is closed to pedestrians. These lights must be tested every morning during the Aerodrome Inspection.
Aircraft must be advised when large ships or yachts are observed approaching the runway centreline or tall-masted yachts are entering or leaving the marina.
Aircraft lined up for departure, which may be affected by shipping,
must confirm that they have the vessel in sight before being cleared for take off. The Aerodrome ATCO is to delay departures if they feel that aircraft would be endangered during climb out by the close proximity of shipping.
Anchoring Prohibited Area and Entry Restricted Area
4.12.1 General Procedures
a) ATC will fax the schedule of civilian aircraft movements each morning to GVTS as part of the opening checks. This is for information only.
b) ATC will pre-note the VTS Manager when military exercises are expected to take place for information purposes and to convey an appreciation that the number of aircraft movements will be significantly greater than normal. This call should provide 24hrs notice.
c) Where a Vessel is anchored in a manner where any part of the vessel is within the Restricted Area and where the vessel is judged likely to affect aircraft operations, ATC shall contact GVTS by telephone requesting that the vessel be moved and provide timings of the next expected aircraft movement.
d) Vessel movements are monitored by the GVTS by GPA Officers who are in R/T contact with the vessels.
e) Vessels that enter the Restricted Area, which impact on aircraft movements will result in a cessation of aircraft movements until such time as the vessel has transited the Restricted Area. Departures from RW09 may be permitted.
Where a Vessel enters the Restricted Area after an aircraft has been cleared to land, or is within six miles from touchdown,
the Captain of the aircraft is to be passed Essential Aerodrome Information by ATC. The decision whether or not to break off the approach rests with the Captain of the aircraft.
Manoeuvring Area FOD Sweeping Plan
Airfield sweeping is carried out daily by Airfield Support Motor Transport (ASMT). Sweeping will normally commence at 0745L and at 1550L. The manoeuvring area will be divided into three areas for sweeping purposes, and normally swept in the following order:
A. The western side of the manoeuvring area which will include the runway and shoulders west of Winston Churchill Avenue.
B. Winston Churchill Avenue.
C. The eastern side of the manoeuvring area will include the runway, shoulders and taxiways east of Winston Churchill Avenue.