SECTION 4 APPROACH CONTROL AND APPROACH RADAR Chapter 2 PROCEDURES FOR IFR TRAFFIC Flashcards Preview

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Flashcards in SECTION 4 APPROACH CONTROL AND APPROACH RADAR Chapter 2 PROCEDURES FOR IFR TRAFFIC Deck (46):
1

In addition to the specific procedures detailed below for the handling of IFR flights requiring an airways clearance, both Seville ACC and Gibraltar ATC have agreed to

coordinate known traffic in the common area of interest which might conflict with Gibraltar arriving or departing traffic.

Gibraltar Approach is therefore responsible for coordinating known traffic, both civil and military, in accordance with the letter of agreement.

2

Inbound Aircraft – Coordination with Seville ACC
2.2.1 Information to Arriving Aircraft

IFR aircraft inbound to Gibraltar should contact approach at range 50nm, and should be passed the current weather, Met warnings, runway in use, and any relevant equipment unserviceabilities. Particular emphasis should be given to the wind speed and direction if turbulence is forecast or observed

3

Inbound Routes

Military aircraft normally route from the West via Point Charlie and from the East via Point Alpha, or from GALTO on the FIR boundary to the South.

Airways traffic from the North will normally route via MARTIN to PIMOS and from the South via TANGIER and BARPA, or GALTO to PIMOS.

Non-standard arrivals and departure procedures exist at Gibraltar due to airspace restrictions imposed by restricted airspace.

4

Aircraft ETAs
Seville ACC should pass verbal estimates for the Transfer of Control Point to Gibraltar Approach at least 15 minutes prior to, but not earlier than 30 minutes before the aircraft is estimated to pass the Transfer of Control Point using one of the direct lines provided, giving the following information

o Coordination Point. o Callsign. o SSR Code. o ETA for the Coordination Point.
o Cleared Flight Level, specifying descent conditions, if applicable.
o Any other applicable information.

5

Non–availability of Flight Plan Data

If Gibraltar Approach has no data on the inbound aircraft, Seville ACC will provide it.

6

Revisions to Inbound Estimates

Revisions to the Coordination Point ETA of 3 minutes or more will be passed by Seville ACC.

7

Failure of the direct telephone lines to Seville ACC

In the event of a failure of the direct telephone lines provided then Seville ACC will pass estimates directly to the Approach Position on extensions 53684, 53676 or via the ATC Switchboard.

8

Standard Cleared Levels

The standard level for inbound aircraft at PIMOS is FL90 or LINTO at a level coordinated between Seville ACC and Gibraltar Approach. In the case of successive arrivals, or mixed arrivals and departures, Seville ACC will coordinate and agree transfer conditions with Gibraltar ACC. Gibraltar Approach should normally allocate a higher level to successive aircraft when they are estimating the Coordination Point by less than 10 minutes behind the preceding aircraft, unless Seville ACC and Gibraltar Approach agree that the aircraft will be laterally separated.

9

Transfer of Control

Arriving aircraft will be transferred to Gibraltar Approach at or before the Coordination Point, released for descent. Caution should be exercised as the lower levels of Spanish airways are Class E, not all traffic may be known to Seville ACC. In addition VFR traffic is permitted in class E airspace without squawking, and Seville ACC may not see this traffic on radar.

10

Release To Turn

Controllers intending to vector an aircraft before the Transfer of Control point must effect co-ordination with Seville ACC: the Transfer of Control points are PIMOS and LINTO and vectors should not be provided before an aircraft reaches either of these points without prior co-ordination.

11

Missed Approaches

Gibraltar Approach will inform Seville ACC of any missed approaches, unless the traffic is joining the visual circuit at Gibraltar. Seville ACC will then maintain successive arrivals on frequency until further coordination has been established.

12

Continuous Descent Approaches
In order to assist pilots in achieving continuous descent approaches, managing their descent profile, and ensuring that approaches are stabilised with minimum use of flap and airbrakes ranges from touchdown should be passed as follows:

A. When commencing radar vectoring of inbound aircraft
B. Following vectoring instructions which change the aircraft’s range from touchdown

C. Whenever an aircraft’s altitude differs significantly from that required for a 3 degree descent profile.

13

Expected Approach Times (EATs)
Gibraltar does not issue EATs, however aircraft should be advised of delays as follows:

1. Civilian Aircraft. If a significant landing delay is expected (10 minutes or more), aircraft are to be advised of the possible extent of the delay at the earliest practicable opportunity. Seville ACC may be used to relay any such messages.

2. Military Aircraft. In addition to the procedures for civilian aircraft RAF Operations may be used as a contact. It must be remembered that Military aircraft arriving at Gibraltar may be short of fuel; therefore early warning of a delay will enable decisions regarding refuel or diversion to be taken en route.

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Alpha

305 degrees
Standard Left Hand
3000ft amsl MIN LEVEL

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Charlie

075 degrees
Standard Left Hand 4
4000ft amsl MIN LEVEL

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As published they are currently available for Military aircraft and suitably equipped Civilian aircraft as a GBR TACAN fix.

GBR N36.08.57 W005.20.56 113.6 / Ch83

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If 2 or more aircraft are holding a

minimum separation of 1000ft is to be applied. Holding levels, which provide less than 1,000ft separation from the base of CAS, are to be co-ordinated with Seville ACC.

18

To expedite traffic, IFR flights may be authorised to execute visual approaches subject to the following conditions:

1. The reported cloud ceiling is not below 1,500 ft
Or
The Pilot reports at any time after commencing the approach procedure that the visibility will permit a visual approach and landing, and reasonable assurance exists that this will be accomplished.

2. Standard separation shall be effected between such aircraft and other IFR aircraft.

3. Pilots carrying out Visual Approaches are responsible for avoiding Restricted airspace, although APR should monitor approaches and provide track guidance advice as necessary.

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Gibraltar Approach will contact Seville ACC and request an airways clearance for all IFR departures. This clearance will normally be requested approx 30 minutes prior to aircraft departure. Seville ACC will provide the necessary clearance, including:

o Callsign
o Destination Aerodrome o Coordination Point (COP) o Initial Route o Cleared Flight Level. o SSR Code. o Seville Contact frequency.
o Any other applicable information.

Gibraltar Approach will read back the clearance.

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The standard level for outbound aircraft

at PIMOS is FL90 or LINTO at a level coordinated between Seville ACC and APR. In the case of successive departures, or mixed arrivals and departures, Seville ACC will coordinate and agree transfer conditions with APR. APR should normally allocate a lower level to successive aircraft when they are estimating the Coordination Point by less than 10 minutes behind the preceding aircraft, unless Seville ACC and APR agree that the aircraft will be laterally separated.

2.7.3 Release

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2.7.3 Release

APR will request release from Seville ACC no more than 3 minutes prior to issuing take off clearance. Seville may modify the airways clearance when issuing the release. APR is to read back any revised clearance issued.

The release will be void 3 minutes after issue and APR will then advise Seville ACC of the delay and request a further release

22

2.7.4 Transfer of Control

APR will transfer the departing aircraft after take off, at or before the Coordination Point, released for climb to the appropriate Seville frequency

23

Approach Weather Minima for IFR Flights

Neither PAN-OPS nor APATC-1 conforming procedures or procedure minima are available. Use of the runway is limited to visual approaches only. The applicable weather minima for all approaches is:

Visibility 5km or 5km in the direction of the approach path, cloud ceiling 1000ft.

24

Military Aircraft
The weather minimum for Military aircraft at Gibraltar is

1000ft cloud ceiling and 5km visibility in the direction of the approach path.

Whenever the cloud ceiling or visibilities, (prevailing and sectored) are below these minima Military aircraft are to be advised:
“The weather is below minima – what are your intentions”
If a Military aircraft continues with an approach when the weather conditions are below minima an entry should be made in the watch log, a report made to the Stn Cdr/RAF Duty Officer and further reporting action considered in accordance with the Gibraltar ATC Reporting Actions Manual.

25

The Non Public Transport weather minimum for all SRA approaches at Gibraltar i

1000ft cloud ceiling and 5km visibility in the direction of the approach path.
Whenever the cloud ceiling or visibilities (prevailing and sectored) are below these minima Non-Public Transport aircraft are to be advised:
“The weather is below the recommended minima – what are your intentions”

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Civil Scheduled Aircraft
Civilian Scheduled operators conform to their own minima,

as defined in their operations manuals and will make approaches in accordance with these minima.

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9 Aerodrome Operating Minima - Civil Aircraft

All occurrences where civil aircraft attempt an approach when the reported met visibility is less than 1,000m are to be recorded in the ATC Watch Log and reported to the Stn Cdr/RAF Duty Officer.

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Visual Decision Points
VDP have been established, at 3nm from touchdown for SRA approaches, to provide obstacle clearance in the event of a missed approach. All VDPs are marked on the appropriate SRA radar overlay map.

VDPs for the civil approaches are:
• Point X-RAY at 3nm from touchdown for RW09
• Point YANKEE at 3nm from touchdown for RW27

VDPs for the military approaches are undesignated.

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At the VDP pilots must be asked:

“Are you visual with the runway threshold?”
If an affirmative reply is not received promptly, or when Pilots report not visual with the runway threshold, then the Talkdown Controller must issue mandatory missed approach instructions as follows:
“Callsign, go around, climb immediately to 4000ft, acknowledge”

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Departure minima IFR Flights

The departure minima is a visibility of 1000m at the Runway threshold. ATC are to apply the minima to aircraft as follows:

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Departure minima Military Aircraft.

Visibility 1,000m at the runway threshold. 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”

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Departure minima CIVIL Aircraft.

No minima are established for civilian aircraft; however 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”

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3 Application of Departure Minima by Pilots

Pilots may make their own decision as to whether or not the visibility is within limits once they have reached the threshold, however if an aircraft departs when the official met visibility is below 1000m an entry should be made in the watch log, a report made to the Stn Cdr/RAF Duty Officer.

34

Missed Approach Procedures
The standard missed approach procedures are:
Missed Approach Procedures

SRA Approach

RW 09 Climb to 4000 ft QNH

RW 27 Climb to 4000 ft QNH

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MAP TACAN Let Down

If visual contact with the Rock cannot be established by 2.5 DME, climb to 4,000ft QNH and turn left to intercept and fly the GBR 165O radial

36

When the aerodrome colour state is White or Blue

visual turns around Gibraltar may be approved:

37

Speed Limits and Speed Control

There are no published speed limits for Gibraltar. However flypasts, or run & break manoeuvres by military aircraft are normally to be conducted at a speed of less than 360kts, unless the Stn Cdr/RAF Duty Officer has approved otherwise.
The Spanish AIP restricts aircraft in class G airspace below FL100 to a maximum of 250kts.

Because of the relatively short runway at Gibraltar civil operators require their aircraft to be stabilised on the approach with gear down and landing checks completed at around 5 miles from touchdown. The frequent turbulence experienced on approach also precludes operations at any speed other than the optimum when on final approach.

The approach profiles into Gibraltar therefore require aircraft configurations normally incompatible with speed control. ATCOs are therefore recommended to use extended routeings as a standard method of achieving the required spacing between aircraft.

38

Terrain Clearance
The proximity of high ground to the Gibraltar approach patterns produces some difficulty when descending traffic to circuit height.

Aircraft approaching from the West for RW 09 may require early descent and a close watch for conflicting traffic as the narrowness of the Straits provides little room for manoeuvre against conflictions. The proximity of high ground to the aerodrome requires ATCOs to be especially vigilant when aircraft are being vectored for SRAs at low level.

39

In order to prevent terrain problems it is recommended that APR does not attempt a radar handover to Talkdown when aircraft are

at, or descending to, a level below local terrain and on a heading that will conflict with high ground. Careful selections of headings should allow a handover to be effected while the aircraft is not on track towards high ground.

40

Radar Vector Chart
Levels are based on QNH.
The Radar Vector Chart is to be displayed on all radar displays being used to provide an ATS.
All vectors should be in accordance with the Radar Vector Chart, except when vectoring for an SRA on either runway:

• RWY 27 - Aircraft on or adjacent to the displayed recommended tracks or centrelines and descending in accordance with the promulgated 3 degree glidepath.
• RWY 09 - Aircraft being radar vectored for SRA approaches to RW09 at or above 1,500ft QNH/QFE, when such aircraft are on or adjacent to the displayed recommended tracks.
Aircraft on or adjacent to the displayed recommended tracks and descending in accordance with the promulgated 3 degree glidepath

41

Terrain Clearance – Departing Aircraft
When the aerodrome colour state is

White or Blue APR may pass a release to ADC that includes a visual turn around Gibraltar as part of the departure instructions. This satisfies the immediate terrain clearance with regard to the Rock of Gibraltar. If the ADC, or departing pilot, believes that a visual departure is inappropriate due to the prevailing weather conditions, then APR must issue an alternative release

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Departure instructions which require a turn to the South, and do not include a visual turn, must also include

the phrase ”when west of” or “when east of Gibraltar’ in order to ensure terrain clearance from the Rock of Gibraltar:

43

Radio Failure Procedures
In the event of radio failure aircraft should Squawk 7600 and carry out the following procedures:
Comms Failure during Surveillance Radar Approach.

A. Comms Failure during Surveillance Radar Approach.
If radio contact is lost for more than 10 seconds during a surveillance radar approach, aircraft should commence an immediate climb to 4000 ft QNH. Once level at 4000 QNH they should proceed own navigation to Pimos.

44

Radio Failure Procedures
In the event of radio failure aircraft should Squawk 7600 and carry out the following procedures:
Aircraft in VMC.

B. Aircraft in VMC.
Aircraft in VMC should continue to fly in VMC and land at the nearest suitable aerodrome.

45

Radio Failure Procedures
In the event of radio failure aircraft should Squawk 7600 and carry out the following procedures:
IFR Flights in IMC

C. IFR Flights in IMC
Aircraft in IMC should follow the Basic ICAO Procedure as detailed in the Flight Information Handbook.

46

Radio Failure Procedures
In the event of radio failure aircraft should Squawk 7600 and carry out the following procedures:
Military Aircraft in IMC

D. Military Aircraft in IMC
Military aircraft in IMC may be expected to carry out a TACAN approach if so equipped.