PIARCO Control Zone (CTR) Eastern Caribbean PIARCO Virtual FIR NOT TO BE USED FOR REAL WORLD AVIATION, STRICTLY FOR USE ON THE VATSIM VIRTUAL ATC NETWORK.
1. Introduction 1.1 Objective of this SOP is to establish operating procedures for the management and control of Air Traffic within the Piarco CTR, and between the Piarco Approach Control (APPCON) and the following adjacent ATC units. Grantley Adams Radar Approach (RAPCO) Piarco Area Control Center (CTA) Maurice Bishop Approach (APPCON) Maiquetia Area Control Center (CTA) Robinson Aerodrome Control (ATZ) 2. Description 2.1 Area of Responsibility: 2.1.1 Piarco Approach Control (APPCON) shall be responsible for the provision of Air Traffic services to all the aircraft within the Piarco Control Zone (CTR), as defined by the vertical/lateral limits and classification stipulated in the table below: TTPP ATS Airspace Name Lateral Limit Vertical Limit Class of Airspace Unit Providing Service Callsign Language Frequency Transition Altitude Remarks Piarco Control Zone (CTR) PART A PIARCO APP PIARCO APPROACH 119.000 4100ft No VFR at Night A volume of airspace bounded by 10 35 02N 061 50 41W - 10 44 00N 061 47 00W - 10 44 51N 061 49 16W then clockwise along an arc of a circle radius 30nm centred on 10 35 43N 061 20 14W(TTPP ARP) to 10 55 53N 061 42 53W - 11 29 10N 061 12 38W then clockwise along an arc of a circle radius 30nm centred on 11 08 59N 060 49 56W (TTCP ARP) to 10 48 50N 060 27 16W - 10 15 33N 060 57 37W then clockwise along an arc of a circle radius 30nm centred on 10 35 43N 061 20 14W (TTPP ARP) to point of origin. ENGLISH FL55 3500ft Class of Airspace D
PART B Two circular volumes of airspace each with a radius of 20nm centred on 10 35 43N 061 20 14W (TTPP ARP) and 11 08 59N 060 49 56W (TTCP ARP) respectively. PIARCO APP PIARCO APP 119.000 4100ft No VFR at Night 3500ft 2500ft Class of Airspace D PART C Two volumes of airspace defined as follows: (i) From 10 28 33N 061 30 01W clockwise along an arc of a circle radius 12nm centred on 10 35 43N 061 20 14W(TTPP ARP) to 10 26 58N 061 11 52W then direct to point of origin, and, (ii) A circular volume of airspace with a radius of 12nm centred on 11 08 59N 060 49 56W(TTCP ARP) PIARCO APP PIARCO APP 119.000 4100ft No VFR at Night 2000ft SFC Excluding ATZs Class of Airspace D PIARCO ATZ A cylindrical volume of airspace with a radius of 5nm centred on the Piarco ARP (103543N 0612014W) 2000ft SFC PIARCO TWR PIARCO TOWER ENGLISH 118.100 Piarco Ground Frequency 121.9 Class of Airspace: D ROBINSON ATZ A cylindrical volume of airspace with a radius of 5nm centred on the Robinson ARP (110859N 0604956W) ROBINSON TWR ROBINSON TOWER 118.400 2000ft SFC ENGLISH Class of Airspace: D
Figure 1 Plan View of PIARCO CTR and Resident ATZs
Figure 2 Profile View of PIARCO CTR and Resident ATZs
2.2 Frequency & Service Designators Control Position (Service Designator) TTZ_CTR (ACC) TTZP_S_CTR Position ID TZ PS Callsign Frequency Remarks Piarco Control 123.700 125.400 South Sector Frequency 125.400 TTPP_APP (APP) TT Piarco Approach 119.00 TTPP_ATIS(Information) Piarco International 126.700 TTPP_TWR PT Piarco Tower 118.100 TTPP_GND PG Piarco Ground 121.900 TTPP_A_GND PA Piarco Apron 121.750 TTCP_TWR RT Robinson Tower 118.400 North Apron Only. Limits of Apron Management service: up to intermediate holding position O (OSCAR) and Z (ZULU) TTCP_GND RG Robinson Ground 121.700 2.3 Sector Combination In keeping with VATSIM TOP DOWN policy online, ATC MUST provide a top down service and cover for any missing positions beneath them, this applies to all position from Center down. 3. Traffic Management 3.1 GROUND MOVEMENT. 3.1.1 Arriving aircraft will be allocated a Gate Number on the north or south terminal apron by Ground Control or Apron Management during peak operation (TTPP_A_GND can be opened during excessive activities for example flyin events). Refer to Figure 3 for a Plan layout of Piarco Intl Airport.
FIGURE 3
3.1.2 Taxiing in and out of the north apron shall be accommodated as follows taxiway O (Oscar) for aircraft taxiing out and taxiway Z (Zulu) for aircraft taxiing in. 3.1.3 Gate Usage on the North Apron 3.1.3.1 Gates are to be used at the north apron in accordance with the following table below and reference to FIGURE 3 below: GATE NUMBER 1 2 3 4 5 6 7 8 9 10 11 12 13 13A 14 15 16 17 CAPACITY Can accommodate MD80, A320, B727, B737, B757 Can accommodate MD80, A320, B727, B757 Can accommodate MD80, B757, A300, B767-300, B767-400, L1011, MD11, DC10 Can accommodate A320, B727, B737, B757 Can accommodate B757, B767-300, B767-400, L1011, MD11, DC10, A300, A330, A340, B777,B747-400 Can accommodate MD80, B737, A300, B767-300, L1011, MD11, DC10 Can accommodate MD80, B737, B757, A300, B767-300 Can accommodate MD80, B737, B757, CRJ Can accommodate MD80, B757, A300, B767-300, MD11, DC10 Can accommodate MD80, A300, B767-300 Can accommodate B757, A300, B767-300, B767-400, L1011, MD11, DC10, B777, B747-400 Can accommodate B737, B757 Can accommodate DHC8, MD80, A320, B727, B737, B757, A300, B767-300, B767-400. L1011, MD11, DC10 Can accommodate commuter aircraft up to and including DHC8, ATR72 Can accommodate DHC8, MD80, B737, B757, A300, B767-300, L1011, DC10 Can accommodate B737 and commuter aircraft up to and including ATR72 Can accommodate commuter aircraft up to and including ATR72 Can accommodate commuter aircraft up to and including ATR72
FIGURE 4 3.1.3.2 North Apron Taxiing Restriction: Power in/ Pushback are applicable to the following gates 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13, 14, Power in/ Power out are applicable to the following gates: 13B,15,16,17. 3.1.4 Gate Usage on the South Apron. 3.1.4.1 Gates shall be used at the south apron in accordance with the following table as directed Air Traffic Control with reference to FIGUR 4 below: GATE NUMBER 1 2 3 4 5 6 7 8 9 10 11 12 CAPACITY Can accommodate up to and including B747, B777 Can accommodate up to and including heavy aircraft, but excluding B747/B777 Can accommodate up to and including L1011 Can accommodate up to and including B737/800, B727/200, MD83 Can accommodate up to and including DHC8/300 Can accommodate up to and including DC9/50 Can accommodate up to and including B737/800, B727/200, MD83 Can accommodate up to and including B737/800, B727/200, MD83 Can accommodate up to and including B737/800, B727/200, MD83 Can accommodate up to and including B737/800, B727/200, MD83 Can accommodate up to and including B747, B777 Can accommodate up to and including heavy aircraft, but excluding B747/B777
14 Can accommodate up to and including B747, B777 FIGURE 5 3.1.4.2 South Apron Taxiing Restriction 1) Wide bodies aircraft shall not be permitted to taxi past other wide bodied aircraft parked in Gates 1 and /or 2 2) B747 and B777 aircraft shall not be permitted to taxi past wide bodied aircraft parked in Gates 1 and/or 2 3) All aircraft can taxi into gate position except as follows: a) Heavy aircraft can taxi into Gate 3 only if Gates 1 and 7 are vacant. b) Medium turbo-jet aircraft can taxi into Gate 4 only if Gate 6 is vacant. 4) Medium turbo-jet and heavy aircraft must be towed out from gate positions until clear of the apron before starting engines. 5) Medium turbo-jet and heavy aircraft may however start at gate 11 before push-back. Engine run may be permitted at this gate at the discretion of Air Traffic Control. 6) When Gate 11 is occupied, by B747 or B777, other wide bodied aircraft wishing to access TWY B from the south apron must be towed past Gate 11 before start-up and taxi. 7) Light and medium propeller aircraft can taxi into and out of gate positions. 8) Light executive and corporate turbo-jet aircraft are deemed exempt from the taxiing and parking restrictions. 3.1.5 Parking Area for small Aircraft/Helicopters General Aviation Aircraft/Helicopters shall be directed by the TWR/GND to the parking area for small aircraft. The light aircraft park can accommodate twelve (12) light aircraft. Reference FIGURE 5 below.
FIGURE 6 3.2. Routing of IFR Air Traffic 3.2.1 Except for Prior Co-ordination effected individually for each flight off an ATS Routes, IFR Air Traffic Outbound and Inbound to the Piarco CTR shall be routed along ATS Routes defined in the record of ATS routes and associated Radio Navigation Aids-Caribbean Region. (See FIGURE 6 below). 3.2.2 Piarco Approach shall ensure that all IFR Aircraft are established on ATS routes prior to the Aircraft leaving the Piarco CTR airspace. Where not practicable, Prior Approval must be obtained from the receiving ATC Unit. 3.2.3 Piarco Approach shall not vary the clearance of traffic entering its area of responsibility until the traffic is inside the Piarco CTR airspace, unless with prior Co-ordination. 3.2.4 When GPS flights cannot be handled on RNAV routes they shall rerouted to ground base navigation aids. 3.2.5 IFR traffic destined to European Airports originating from the Piarco CTR shall be routed as follows: i. Aircraft departing TTCP route R515 BGI DCT 18N056W or east. ii. Aircraft departing TTPP or overflying POS route UR515 BGI DCT 18N056W or east. 3.2.6 IFR traffic destined to the North American Continent originating from the Piarco CTR shall be routed as follows: Or i. Aircraft departing TTCP route R508 GND DCT ANADA. ii. Aircraft departing TTPP route UG449 ANADA. Aircraft departing TTPP route UL205 ANU L462 LAMKN.
FIGURE 7 Area Chart-Piarco CTR
3.3 Flight Procedures 3.3.1.1 Departing IFR Traffic 3.3.1 The inbound, transit and outbound routes shown on the chart refer to FIGURE 7 above may be varied at the discretion of ATC. If necessary, in case of congestion, inbound aircraft may also be instructed to hold at one of the designated airways, reporting points. 3.3.1.2 RWY 10 NORTHBOUND (To intercept Northbound routes UG449, G449, UA324, A324, UL205, UR515, R515). Climb on track 104 degrees MAG (RWY Heading) to 4100ft before turning left on course. 3.3.1.3 RWY 10 SOUTHBOUND (To intercept Southbound routes UG449, G449, UA324, A324, UA562, A562, UA552, A552, UA563, A563). Climb on track 104 degrees MAG (RWY Heading) to 2200ft before turning right on course. NOTE: RWY 10 southbound departures intercepting southbound ATS routes UG449, G449, UA324, A324 shall not overfly the POS VOR unless specifically authorized by ATC. 3.3.1.4 RWY 28 NORTHBOUND (To intercept northbound routes UG449, G449, UA324, A324, UL205, UR515, R515). Climb on track 284 degrees MAG (RWY Heading) to 4100ft turning right on course. Turn to be commenced within 20 DME POS. 3.3.1.5 RWY 28 SOUTHBOUND (To intercept southbound routes UG449, G449, UA324, A324, UA562, A562, UA552, A552, UA563, A563. Climb on track 284 degrees MAG (RWY Heading) to 2200ft before turning left on course. Turn to be commenced within 15 DME POS. 3.3.2 Departing VFR Traffic 3.3.2.1 Departing VFR aircraft should remain well clear of the final approach path to RWY 10 and RWY 28 unless specifically authorized by ATC. 3.3.2.2 VFR Reporting Points The following are VFR reporting points for Trinidad and Tobago. Refer to FIGURE 8 for a plan view.
3.3.2.3 Entry/Exit Points, Piarco and Robinson Aerodrome Traffic Zones. The Following are Entry/Exits point for the Piarco and Robinson ATZ. Refer to FIGURE 8 for a plan view.
FIGURE 8 3.4 Radar Services and Procedures. 3.4.1 Noting that VATSIM is a 100 percent radar environment, a Pilot will know when radar services are being provided in the PIARCO CTR by the Approach controller using the ATS unit Callsign followed by Radar E.g. Piarco Approach Radar 3.4.2 Radar Coverage 3.4.2.1 RADAR monitoring service may be provided to aircraft operating within the Piarco and Robinson Aerodrome Traffic Zones providing that controller workload permits and at the discretion of the Approach controller.
3.4.2.2 Approach Control RADAR service may be provided within those portions of the Piarco Approach Sector under RADAR cover, vertically from SFC to FL155, and laterally within the sector boundaries. 3.4.3 Application of Radar Control Service 3.4.3.1 Radar identification is achieved according to the provision specified by ICAO, which can be found in related documents in the Piarco FIR section on the VATCAR training website. 3.4.3.2 The minimum horizontal radar separation is: 5 NM within the Piarco Approach Sector and 10 NM in all other areas 3.4.3.3 Radar control service when provided in the Piarco CTR may consist of the following services: i. radar separation of arriving, departing and en-route traffic ii. radar vectoring when required iii. assistance to aircraft crossing controlled airspace iv. warnings and position information on other aircraft considered to constitute a hazard (unresponsive pilots) v. information to assist in the navigation of aircraft vi. radar monitoring of arriving, departing and en-route traffic to provide information on any significant deviation from normal flight paths. 3.4.4 Piarco SSR codes allotment Piarco Approach and Piarco Radar shall assign SSR codes as stipulated in the table below. Controlling ATS Units International SSR Codes Domestic SSR Codes Local SSR Codes Piarco ACC 3000 3077 6000 6077 (TTZP_S_CTR) 4200 4277 5000-5077 Piarco CTR 7200-7277 4400-4477 0400-0477 International flights: Flight originating from an aerodrome in Piarco CTR and going to a destination outside the Piarco FIR boundary. Domestic flights: Flight originating from and aerodrome in the Piarco CTR and flying to another TMA/CTR inside the Piarco FIR. Local flights: Flight within the Piarco CTR.
3.5 Holding 3.5.1 If the Piarco CTR becomes overloaded holding aircraft at one of the designated hold within the Piarco CTR airspace and area of control. If necessary Piarco APP will request Piarco ACC to hold aircraft en-route, or may request VFR traffic to hold and or remain outside of controlled airspace. 3.5.2 IFR flights entering and landing within a terminal control area will be cleared to a specified holding point and instructed to contact approach control at a specified time, level or position. The terms of this clearance shall be adhered to until further instructions are received from approach control. If the clearance limit is reached before further instructions have been received, holding procedure shall be carried out at the level last authorized. 3.5.3 Due to the limited airspace available, it is important that the approaches to the patterns and the holding procedures be carried out as precisely as possible, therefore controllers are advised to allow arriving to be on their own navigation or direct to the holding fix. In the hold standard speeds are to be applied refer to the table below. 4. Priorities One of the biggest problems people have in ATC is prioritizing their tasks. Because time is so limited you have to be able to know when to do the right thing. There are times when some tasks needs to be done urgently and other tasks can wait, getting this wrong can increase your workload enormously and affect yours and other Adjacent ATCU. There is really no way to teach this, common sense plays a big part when prioritizing. One of the main tasks for most Approach/Departure Units it to handle Air Traffic that is transiting their airspace into the airspace of Adjacent ATCU. By letting aircraft go into the hold it has a knock on effect within the whole CTR, and can affect Adjacent Units as well. The first and foremost thing priority wise though, is getting aircraft onto final (whether you are using standard procedures or vectoring). So start you radar scan there, work through the aircraft systematically starting with the number one inbound. Check if there is anything you need to do, turn it on final? Descend it? Adjust its speed? Transfer it to Tower? Then move on to the next aircraft, ask yourself again anything I need to do? Descend it? Turn it? And so on, keep asking yourself anything I need to do to this aircraft, if not then move onto the next one. When you are done start the process again, move back to the first one and then move through systematically. That way you don t forget any aircraft and end up with them shamefully out of position. Use quiet times to work out on pre planning, before any aircraft calls you, you should know exactly what to do with it. Use the information provided in the lessons to guide you with your decision making in the early stages until you become more comfortable with what you are trying to achieve. Treat every aircraft on a first come first served basis do not keep an aircraft waiting because it would be awkward to fit in the sequence. If an aircraft is
number 1 followed by another faster aircraft, why should the first aircraft be penalized? Slow the second one down. Aircraft are provided with the same service regardless of how big it is, how fast it flies, or if it is your Friend or Senior VATSIM/VATCAR/Piarco FIR staff members. Everybody gets the same service. At the same time, though don t be afraid to make use of any gaps in the sequence to slip another aircraft in. The following aircraft won t be penalized and you make more efficient use of the gaps, that way you are maximizing the use of the airspace and runway. Training Department Piarco FIR VATSIM/VATCAR