Advanced Procedures

London FIR

Advanced Procedures

The following are advanced procedures in use at Gatwick. They are above and beyond the level of ATC required to control online at IVAO. A number of people however, like to make their controlling as true to real life as they possibly can, so these procedures are here to fulfil the needs of those people. If you do not want to follow these procedures, you do not have to.

Gatwick Support Controller (KK SPT):

During periods of high traffic loading, it may be necessary for a Support controller to log on and help. For the purpose of IVAO, the Gatwick Support position can only be opened when the two director positions are manned, and the traffic situation dictates it should be open.

Position	IvAc Callsign	Radio Callsign	Frequency
KK SPT	EGKK_SPT_APP	Gatwick Director	126.825

The responsibilities of the SPT controller are:

Accepting inbound releases (Discussed later)
Telephone Co-ordination
Responding to aircrafts first call on frequency
Laddering the stacks down

This leaves the INT Director to concentrate purely on vectoring aircraft from the stacks.

Inbound Releases:

In reality, every aircraft is released over the telephone at a specific level. This can be simulated on IVAO also.

A release message contains:

Callsign
Flight Level
Release Point

Example of a release phone call between BIG and KK SPT:

"Gatwick"

"Biggin, TIMBA release, BAW123 FL90"

"BAW123, FL90"

"AIC101 FL100"

"DLH634 FL110"

"BAW1145 FL120"

"Correct"

"Roger"

Telephone Co-ordination:

KK SPT takes care of the telephone co-ordination. This can be simulated through the IVAO Intercom. Example of telephone co-ordination with BIG to let them know you have a free level in the stack:

"Biggin"

"Gatwick - The BAW123 is leaving TIMBA this time, so you can drop the FCA634 down to FL80"

"Ok, Re-release FCA634, FL80 at TIMBA"

"FCA634 FL80"

"Correct"

"Roger"

Responding to aircrafts first call on frequency:

So that the director can concentrate on the vectoring, KK SPT answers the first call from aircraft on frequency, and telling them to enter the hold/continue in the hold if need be:

"Gatwick Director, Good morning BAW773, descending FL90 to WILLO, we are a 737 with Hotel, 1017"

"BAW773, Gatwick, Thank you enter the hold at WILLO, delay is about 15 minutes"

"Hold at WILLO, BAW773"

And another:

"Gatwick Director, Good Evening BAW222, Descending FL90 to TIMBA, we are an A320 with Tango, 1001"

"BAW222, Gatwick, at TIMBA orbit to the right, back to TIMBA to leave TIMBA heading 310 degrees, 220kts"

"Roger, at TIMBA orbit right back to TIMBA to leave heading 310, speed 220, BAW222"

Laddering the stacks:

KK SPT is responsible for keeping the stacks laddered down, making sure there are no unnecessary gaps:

"DLH877 descend FL90"

"Descend FL90, DLH877"

"BAW123 descend FL100"

"Descend FL100, BAW123"

One of the most difficult things when KK SPT is open is managing the RT. Both controllers are active on the same voice frequency. It is important that you keep an eye on what the director is doing, so you can guess when you think the director needs to speak - The RT is ultimately his as he has to be able to use it exactly when he needs to.

Flight Progress Strips:

Example of a Gatwick strip:

Stack - The stack the aircraft is inbound to
Stack Time - The time the aircraft is estimated to reach the stack
Revision Number - The revision number of the strip. When any changes to the flight are made, a new revision is printed
Computer Identification Number - A unique number for that flight so the computer systems can recognise it
Callsign - The callsign of the aircraft
SSR - The assigned SSR code for the flight
Vortex/Aircraft Type - The Wake vortex category and type of aircraft
TAS - The filed True Airspeed filed in the flightplan for the cruise
Route - Departure and Destination aerodromes
Date - The date of the flight
Sector Number - Each workstation is given a number. The Sector Number shows which workstation the strip should be sent to

Aircraft Type - When the pilot confirms aircraft type, this should be ticked. If it is incorrect, the type should be crossed out and the correct one written on
Final Speed - When applying speed control, the last speed you give the aircraft before transferring to tower should be entered here
Release Level - When the TMA sectors call you up with a release level for the aircraft, that level should be written here
QNH - When you pass the QNH to the aircraft, the last two numbers of the QNH should be entered here
Weather - When the pilot confirms the ATIS he has copied, this box should be ticked
Flight Levels - All Flight Levels assigned to the aircraft should be circled. When the aircraft has left/passed a level, that level should be crossed out
Altitudes - All altitudes assigned to the aircraft should be entered here.
Hold - If the aircraft is instructed to hold at the stack, a "H" should be entered here
Headings - All headings assigned to the aircraft should be entered here
Speeds - All speeds assigned to the aircraft should be entered here (When writing a speed, the first two digits of the number should be written, followed by a K - 220kts would be 22K, 150kts would be 15K, e.t.c)

Flight Strip Holders:

The paper strips are put into coloured strip holders. The colour defines the Wake Vortex category of the aircraft.

Heavy aircraft are in orange strip holders.
Upper Medium aircraft are in blue and white striped strip holders, to stand out
Lower Medium, Small and Light aircraft are in blue strip holders.

Handing Over/Taking Over and operational position:

To try and make the switching over of controllers in one position as smooth as possible, a formal handover must be completed. This can be done via the Intercom.

PRAWNS:

PRAWNS is the hand over/take over checklist:

P = Pressure (High/Low - Min Stack)
R = Runway(s) in Use
A = Airports (ILS - Gaps - Frequencies)
W = Weather (Visibility - Avoidance - Winds)
N = Non-Standard/Priority Info (EATs and Holding - Navaids - Danger Areas)
S = Strips to Display

Work through the checklist to complete a successful handover/take over.

Only take over the position when you completely understand the traffic situation and what the previous controller was planning to do.

The person who handed over the position should try and be available for about 5 minutes after the handover, just in case a problem arises.

Example of a handover:

OK, Pressure is high, Min stack FL70. Landing 26L. ILS is working, gaps are 3 miles or vortex, frequencies standard. Visibility is good, no weather avoidance, winds are Westerly at about 10 knots.. No EATs being issued, delay is about 15 minutes, all navaids are working, no danger areas active. Ok now we have got the DLH descending down to 4000ft, just about to be handed to FIN. He is being followed by the BAW84C, also descending to 4000ft. The BMI is leaving the stack this time, heading 310, followed by the AIC, both 220kts.

Ok, I have control

Roger