ATC BRIEFING March 7th 2009 Event time: 1200z-2200z

Transcription

1 LGAV LTAI Real Flights Event Partnership EUROPE ATC BRIEFING March 7th 2009 Event time: 1200z-2200z Athens FIR Guide LGAV Procedures Written by: Babis Delagrammatikas GR-ADIR/AOC/LGGG-CH

2 Dear fellow ATCos. The RFE Partnership Europe, is a new type of Event, making its first appearance in IVAO. It is a combo type of Event with 2 Divisions involved (GR-DIV, TR-DIV) organizing in a way two separate RFEs and a Bridge Event at the same time between the 2 selected airports of Athens LGAV and Antalya LTAI. The unique type of this Event, and as a major RFE in general, creates huge ATC needs so the briefing below should be carefully studied and in depth before the RFE Partnership Event Day!!! Athens FIR Athens FIR consists of 2 major ACCs the Athina (LGGG_CTR) and the Makedonia (LGMD_CTR). Those ACCs can be devided in two sub-sectors each, the East and West. Depending on traffic flow the original ACCs sectors (LGGG_CTR and LGMD_CTR) can be manned also providing upper level and overflying traffic separation. In general thought because of its limited size LGMD_CTR stays as is. So in total Athens FIR can be manned with maximum 6 ATCs. Below you could find all the necessary details: STATION ID R/T CALLSING FREQUENCY LGGG_CTR Athina Radar LGMD_CTR * Makedonia Radar LGGG_E_CTR * Athina Radar ** LGGG_W_CTR * Athina Radar ** LGMD_W_CTR Makedonia Radar ** LGMD_E_CTR Makedonia Radar ** * Confirmed manned stations, others upon traffic demand. **Not West or East in R/T callsign Procedures As in reality, when dealing with heavy traffic across the FIR, the controller can use radar vectoring for separation and a Direct to - call to an intersection or a nav-aid (VOR, NDB). This way traffic on airways is reduced and better flow is observed especially on the airways leading to the capital and LGAV. Initial contact should be made at least 1 minute before entering the area covered and case the neighbor ATC had not assigned a valid SSR code, one should be assigned using the list below:

3 For Arriving Traffic (destination LG) series 40xx 57xx and 01xx should be used. (*Those series should be used for Domestic flights in case the Departing Airport is not manned, so the departing clearance is ACCs responsibility) For Departing Traffic (destination non-lg) series 37xx 41xx 71xx should be used. (*Again for flights departing from a non manned airport) For Overflying Traffic series 52xx and 53xx should be used. When enroute, flights may request information for the arriving airport ie runway in use, this should be reported always after co-ordination with responsible station ie LGAV_APP. Descend to LGAV (or other) Descend is requested by pilots on their discretion but should be granted only if this is not conflicting with operational needs. For example an inbound flight to LGAV from the North should be at ABLON intersection around FL170 when 03 runways are in use, thus it should leave FL300 around SKP, not 100miles before that. Handover to LGAV_APP is done when the below (BOTH) conditions meet Flight is 1 minute inbound LGAV TMA (See LGAV maps below) Flight is approaching FL245 which is the upper control limit of LGAV_APP When handling traffic with destination non manned airports ACC can use STARs or radar vectoring on discretion. Important points: ACC's major concern in this event should be the steady and separated traffic flow inbound LGAV's entry points and with coordination with TR ATCos for departing traffic to the East for the Bridge part of the event (LGAV-LTAI route) LGAV Procedures LGAV coverage during the Event will be full. In real operations DEL GND TWR and APP positions are staffed, and in (real) major fly-ins like the 2004 Olympics opening or middle Augusts every year when traffic sometimes doubles, extra stations are manned like (W-E TWRs, DEP, Approach Director D_APP). Be advised that VFR flights in real LGAV are made only after permission, and since the area will be crowed for the duration of the event, no VFR flights will be allowed to-from LGAV! Below you can find all the details of the stations: STATION ID R/T CALLSING FREQUENCY LGAV_APP * Athens Arrivals LGAV_DEP Athens Departures LGAV_TWR or LGAV_E_TWR * Venizelos Tower LGAV_GND * Venizelos Ground LGAV_DEL * Venizelos Delivery LGAV_W_TWR Venizelos Tower LGAV_D_APP Athens Director * Confirmed manned stations, others upon traffic demand

4 Area of responsibility per Station category: LGAV_APP (and DEP, D_APP) are responsible for traffic inside Athens TMA below FL245 until hand off to the appropriate Tower. Keep in mind that LGAV_APP is also responsible not only for LGAV but for other airports in the area: LGTT LGSO LGKN LGMG LGEL to name them plus the numerous heliports. Hand-off to Tower should be done after aircraft is confirmed on the correct approach course and before 5nm into final. As in reality STARs are not used in Greece but only under rare circumstances (ie radar failure). Normally the job is done by radar vectoring from the Approach Controller, keeping the main design and philosophy of the STARs but utilizing the airspace better. In general the vectoring techniques for LGAV are shown below at APPi) and APPii) drownings. If necessary (and after wider vectoring techniques failed) every runway is assigned with standard holding patterns to be used keeping a minimum separation of 1000ft) Thus with 3 different holding patterns a maximum of 21x3= 63 aircrafts can be on hold (keeping in mind a 3000ft minimum holding altitude) at the same time. In case this is not enough the holding can tile up upwards in coordination with Athina ACC up to FL280 thus reaching the maximum capacity of 75 aircraft on hold. If this in not enough for secured traffic flow then after coordination with Athina and Makedonia ACCs enroute holding must be applied. In case of a server failure (that means a radar failure too) APP controllers must utilize procedural control techniques using STARs and by requesting position reports from inbound aircraft. If a pilot is unable to follow a STAR procedure then standard radial and bearing following from VORs and NDBs must be provided until the pilot reports a successful LOC established course. Pilot should then keep an IAS of 180kts till 5 miles final, if you observe speed dropping from... ei15 miles final, advice accordingly. APP position should follow TWR position ATIS When handling Departing traffic, Departure controller, after initial contact, should guide the aircraft direct to Athens TMA exit point. (The one designated from the SID) Again the philosophy of the SID is used but climb clearances are higher and with the reduce distance the whole procedures is faster and traffic conjecture in the TMA is avoided. Hand-off to LGGG or LGMD ACCs when ONE condition from below is met: Aircraft passed TMAs boundaries Aircraft is above FL210 (Max climb clearance should be FL245) APPi) and APPii) drownings follows:

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7 LGAV_TWRs (E and W) are responsible for traffic established on the localizers after Approach controller's hand-off until landing and successful vacation of the active runway, where the hand-off to ground is done. Hand-off from Ground to Tower is done after departing aircraft enters the last taxiway before the holding point. For example on a 03R departure tower gets the traffic from ground when it enters D taxiway. Tower keeps aircraft on its responsibility also below 2000ft after departure. Tower at LGAV is equipped with a radar so initial radar identification is done by the tower after departure. Then it hand-offs traffic to LGAV_APP or DEP. LGAV_E_TWR is responsible for runway 03R 21L and for the ATIS information publishing. LGAV_W_TWR is responsible for runway 03L 21R (and follow E_TWR ATIS) Due to heavy traffic expected depending on the winds: 03L will be used for ARRIVALS and 03R for DEPARTURES ---OR--21R for ARRIVALS and 21L for DEPARTURES * At LGAV main runways are 03s so: if winds are considered calm (<6kts tailwind component) 03R-03L will be active. After coordination between APP-TWR and DEL-TWR-DEP different runway can be assigned for arrival and departure respectively, only upon REQUEST and if conditions permits it. LGAV_GND is responsible for pushback, start-up and taxi operations in the airport. Due to heavy traffic expected each pilot joining the event departing from LGAV should connect to his assigned gate (predefined, check Pilots briefing and Booking table). For arriving aircraft controller should check the remarks section of the FP where the assigned gate or stand should be noted, if not he should check the Booking table, confirm the correct one and give the necessary instructions for taxi. Don't forget that: Domestic arrivals taxi to B gates and stands (most B30 and higher) International Flights arriving EU (but not UK) taxi to B03-B17 main terminal International Flights arriving from non-eu and to UK taxi to A01-A13 gates main terminal LGAV-LTAI and LTAI-LGAV flights are always taxi from&to the Satellite Apron (A30A39 gates) Unscheduled flights should taxi from&to, the South Apron (A40-A58 and F cargo apron) For safety reasons a Taxi General Guide is published below and should be followed as is, if heavy traffic hits (most probable). For departures after clearance delivery, pilot will contact for P/B. After confirming his SQ is put in correctly, give pushback & startup clearance including QNH and local temperature. Taxi instructions as taxi-guides below. Hand off to Tower after pilot entered last taxiway before HP. (Taxiway D in either 21L-03R scenario) Taxi General Guide follows

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10 LGAV_DEL is responsible to deliver the IFR clearance to the departing aircraft. Following the above (APP and TWR sections) mentioned rules, the controller must give at least the SID and the initial climb altitude or FL, along with the SSR squawk assignment. For Departures series 54xx, 55xx and 56xx should be used. If pilot is unable to fly a SID, clearance should be..., runway hdg, climb 3000ft (4000ft on 21 operations), expect further vectors to XXXXX, sq XXXX) Only after correct readback of the instructions, the pilots should be handed over to Ground. General tricks: On this types of events timing is essential and that is why a special booking table and a complete pilot's briefing is published. For every flight on this given day an appropriate start position is assigned. Normally the pilot of a scheduled flight will connect in his assigned gate. If not tell him politely to disconnect and connect at the correct gate again. If an unscheduled flight connects in a gate other than one on the south apron (A40-A58 and F cargo apron) advise the pilot to disconnect immediately by saying text-ing: Dear sir you are occupying a booked and scheduled gate-stand, please disconnect immediately and connect to any gate-stand between A40-A58 or to a F gate This can be easily achieved by entering an alias command in IVAC for fast use anytime. Epilogue last comments. During the event standby controller(s) and Supervisors will be around to assist in anyway you need. Don't lose it, stay calm, contact them and help will be underway. Always use the Labels in IVAC. This is not helping only you, but the next controller also. Have the Auto-Accept function in IVAC ticked. It has been observed in the past that many not so experienced pilots wait to see the handoff message to change frequency. This can lead to critical delays between handoffs. All ATC must have an audio warning enabled though, for new accepted aircrafts. The official R/T language in Greece is English. Even if both controller - pilot are Greeks it is not polite (nor safe) to use Greek as R/T language. The other traffic may not understand your instructions. So use English ALWAYS. As said before numerous times never assume be sure for what you heard and always double check. Whatever strange thing happens keep a polite manner on your communications. Don't forget that hospitality (the ancient Philoxenia) was invented by Greeks. On behalf of Greek Division Staff, we wish you have an event full of fun and secure landings to your traffic!