356
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Changes
→Co-ordinated mode
[[File:Example-of-transfer-of-commmunication-and-transfer-of-control.png|Illustration of Transfer of control and Transfer of Communication]]
Note: Transfer of Communication takes place within Your Sector at designated Point Specified in the [[Letter of Agreements|Letters of Agrrement]] (LoA). When Aircraft Reaches FIR Boundary or The designated Transfer Point Specific in the LoA Transfer of Control is initiated.
=== Transfer of Communication ===
# An accepting air traffic control unit which is in communication with an aircraft not having yet reached the stage of transfer of control shall not alter the clearance without the approval of the transferring unit. For example, CPA520 to RJAA, at around 10NM from ENVAR, transfer of communication can be done, while the transfer of control is not yet completed, do not alter the clearance of the aircraft.
# Notwithstanding that the label has been accepted by the adjacent sector, transfer of communication should not be prematurely initiated especially when that aircraft still constitutes traffic to other aircraft under your control.
# In IVAO, as a guideline, transfer of communication shall be executed 10 NM prior to reaching the next sector area unless otherwise stated in the [[letters Letter of agreementAgreements|Letters of Agreement]] (LoA)ExmapleExample:
TFC Departing VHHH, Landing RCTP on V3 M750 shall Transfer Control at '''ENVAR'''.
=== Airspace sectorisation===
==== General ====
Approach and Enroute ATC Procedures within the Hong Kong FIR are based on the use of radar echo limits of normal radar coverage. The procedures have additionally been designed to keep co-ordination to a minimum.
====Handoff Process ====
# Controllers should normally use the appropriate hand-off functions when effecting a transfer of radar control between Sectors.
# The process of transferring radar control of aircraft between sectors normally follow four stages:
1) Offering
2) Accepting
3) Communication
4) Transfer of control
'''Offering'''
If a hand-off is not accepted then the offering controllers
shall keep the aircraft within their own Sector.
Note: Refer to VRC documentation on handoffs.
'''Accepting'''
IVaC1 Have an option for auto-accept handoff.
Controllers should accept hand-offs promptly to avoid
additional co-ordination or vectoring.
'''Communication'''
Example: CPA520, contact Taipei control 129.9.
It is a good habit to transfer earlier, like 10 NM prior next sector for better coordination for the next sector controller to plan Communication transfer should normally be effected before an aircraft enters the next Sector.
'''Control'''
After the aircraft reaches an agreed point or level to transfer control, the responsibility for the next sector controller. The receiving controllers shall not alter the route, speed, or level of the aircraft until after it has entered the Sector.
Note. For IVAO purpose, Please ensure that prior to offering a handoff, proper separation is established lateral separation of Enroute 10 NM, Approach airspace 5 NM and vertical separation 1000 ft in a general situation when rules and regulation is not stipulated in the [[Letter of Agreements |Letters of Agreement(LoA)]]
=== Division of Airspace ===
==== Nomenclature of Radar position ====
{| class="wikitable sortable"
|-
! Abbreviation !! Name !! RTF and Freq
|-
| TRE ||
Terminal Area Control - East
||
Hong Kong Radar 118.925
|-
| TME ||
Terminal Arrivals Radar Control-East
||
Hong Kong Radar 126.5
|-
| TMS ||
Terminal Arrivals Radar Control-South
||
Hong Kong Radar 126.3
|-
| TMW ||
Terminal Arrivals Radar Control-West
||
Hong Kong Radar 127.55
|-
| TRS ||
Terminal Area Control-South
||
Hong Kong Radar 132.15
|-
| TRC1 ||
Terminal Area Control-Center
||
Hong Kong Radar 122.95
|-
| TRC2 ||
Terminal Area Control-Center 2
||
Hong Kong Radar 125.325
|-
| TRW ||
Terminal Area Control-West
||
Hong Kong Radar 127.1
|-
| TRK ||
Terminal Area Control-East ( north split)
||
Hong Kong Radar 121.3
|-
| APP || Approach ||
Hong Kong Approach 119.1
|-
| FAD || Director ||
Hong Kong Director 119.5
|}
==== Jurisdiction of Airspace====
TME A 080, if aircraft at A090, TRE jurisdiction <BR>
TMS(R) A080 , if aircraft A090 ,TRS jurisdiction <BR>
TMS(L) A080 , if aircraft A090 ,TRW jurisdiction <BR>
TMW F250/120+ , MCU F120/SFC [inside TMW] <BR>
TRW includes APP/DEP F250+ , TMW F250+ <BR>
Nomenclature: TRE, pronounced as TR East. TRK, TRC pronounced as TRK, TRC respectively.
[[File:Division of-airspace.png]]
==== Parallel Runway operations ====
# When both runways are available, the default mode of operations at HKIA is segregated, i.e. one runway is used for arrivals and one runway for departures.
# The north runway (RWY 07L/25R) is formally nominated as the landing runway and the south runway (RWY 07R/25L) is formally nominated as the departure runway. Under certain traffic conditions, as determined by ATC, arriving aircraft (Cargo or Passenger) may be directed to the south runway to reduce overall airborne delay.
# Independent parallel approaches are not permitted for IFR arrivals. Such that radar separation minima are not applied in the adjacent ILS approach. The appropriate in trail spacing should be applied between traffic on final approach to the same runway and the appropriate radar, separation shall be applied between traffic on the final approach to the adjacent runway.
====Segregated Parallel Runway Operations====
# There are two modes of segregated parallel runway operation, simultaneous mode, and co-ordinated mode: <BR>
a) during simultaneous mode departing traffic from the south runway may take-off without reference to landing traffic on the north runway, except in the case of a missed approach which deviates from the published procedure;
b) during co-ordinated mode departing traffic from the south runway shall only take-off when there is the required separation from landing traffic on the north runway.
====Simultaneous Mode====
# The normal mode of operation is Simultaneous Mode except when the weather conditions are such that Safeguarding or Low Visibility Procedures are implemented.
# If, however, the track-keeping capability of an aircraft is adversely affected due to whatever reason, in particular, significant weather cells in the approach path, or significant crosswind, etc., the Coordinated Mode shall be used. As a guideline, the Simultaneous Mode shall not be used when the crosswind the component is 30 kt or more.
# During Simultaneous Mode, ILS and LOC approach/missed approaches RWY 07L/25R are '''deemed''' separated from same-direction RWY 07R/25L SID tracks provided both aircraft follow published procedures. In the event of deviation (beyond acceptable tolerances) by either aircraft, separation is not assured and positive recovery action must be taken. Normally this shall be resolved by the coordinated action of the two AMCs before both aircraft are handed off separated to DEP. If the departing aircraft has already been transferred to DEP, AMN shall coordinate recovery actions with DEP.
====Co-ordinated mode====
1. When the co-ordinated mode is in operation the ASU shall nominate the spacing on the final approach – 5 NM or 6 NM. Subject to wake turbulence separation requirements, 5 NM spacing may be used provided:<BR>
a) Departures can be released in the available ‘window’ under prevailing conditions;<BR>
b) AMS can observe the landing traffic in order to efficiently release the departure in accordance with the co-ordinated mode procedure, (an IFRdeparture on the south runway shall not commence take off from the time an IFR arrival for the north runway is within 3 NM from the landing threshold until it has landed);<BR>
<BR>
c) The following factors shall also be taken into account:<BR>
i) rapidly changing weather conditions, e.g. passing showers, including Their frequency and severity;<BR>
ii) adverse weather conditions that may affect the response time of departing aircraft, e.g. significant weather in the departure area;
iii) the average ground speed of arrivals, e.g. tailwind factor.<BR>
<BR>
2 The departure cut-off point in para 4.5.1 b) above shall be:<BR>
i) 4 NM for Runway 07 VOR approaches;<BR>
ii) 5 NM for Runway 25 VOR approaches; or<BR>
iii) 4 NM for ILS/LOC/RNAV approaches when the landing aircraft is not able to follow the standard missed approach procedure.<BR>
<BR>
3 Cargo operators are required to indicate in item 18 of their flight plan the remark,'RMK/CARGO'. <BR>
<BR>
4 General aviation operators are required to indicate in item 18 of their flight plan the remark, 'RMK/BAC PARKING'. <BR>
5 The normal landing runway is RWY07L or 25R.<BR>
== CHAPTER 3 SEPARATION STANDARDS ==