Part 2 General Standards and Procedures

CHAPTER 1 AIR TRAFFIC SERVICES AND UNITS

1. The objectives of Air Traffic Services are to:

a) prevent collisions between aircraft in the air;
b) assist in preventing collisions between aircraft moving on the apron or the
maneuvering area, and between aircraft and obstructions on the
maneuvering area;
c) expedite and maintain an orderly flow of air traffic;
d) provides advice and information useful for the safe and efficient conduct of flights;
e) notify appropriate organizations regarding aircraft in need of search and rescue aid and assist such organizations as required.

2. An aircraft is known or believed to be in a state of emergency, including being subjected to unlawful interference (IVAO not allowed), shall be given priority over other aircraft.

CHAPTER 2 GENERAL OPERATING PROCEDURES

Issuing Clearances

1. ATC units shall issue clearances to meet the objectives of collision prevention and maintaining an orderly and expeditious flow of air traffic.
2. A controller has no authority to withhold a clearance for other than traffic reasons, the safety of the public, and the freedom of IVAO users.

Contents of a Clearance

An Air Traffic Control Clearance shall include:

1. Aircraft identification,
2. Clearance limit,
3. Route of flight (including SID or STAR as appropriate),
4. Level of flight for entire or part of route (including level changes),
5. Special instructions.

The clearance may be issued as an initial clearance or as an amendment to a previous clearance.

Syntax:

(A/c callsign) cleared to (destination) via (ATS route or Flight Planned Route), (SID name) departure, squawk (transponder code)

Example:

CPA520, Cleared to Narita, OCEAN 2A, SQ3301.

Clearance Limit

1. Clearance limit shall consist of either of the following:

a) an aerodrome, or 

b) a Reporting Point, or

c) controlled airspace boundary.

2.An aircraft will be cleared for its entire route to the point of first intended landing only when it will continue to fly in controlled or advisory airspace on leaving the Hong Kong FIR.

Route of Flight

1. The “Route of Flight” element of the Clearance shall be issued with the phrase “Cleared via flight plan route”, provided that it is used for an initial clearance only, and the route required by ATC is the same as the flight plan route requested by the pilot.
2. Overflights shall where possible be cleared on the most direct route through the Hong Kong TMA. Aircraft arriving and/or departing within the Hong Kong TMA shall follow the STARs and SIDs for the appropriate route as published in the AIP Hong Kong.

Assignment of Cruising Levels

1. An aircraft may be instructed to change the level at a specified time, place, or rate.
2. An aircraft maintaining a cruising level shall have priority over aircraft requesting that level. When two or more aircraft are at the same level, and vertical separation needs to be established, the preceding aircraft shall normally have priority.
3. CDC shall check Flight plan requested FL are in compliance with HKAIP ENR 1.8 7030 Flight Level Assignment Scheme (FLAS), Final level is decided by ATC in upper FIR airspace i.e. Area control.

Transfer of Control

1. Transfer of control is achieved when a flight, which is operating in accordance with the co-ordination procedure, has reached the position or level agreed between the transferring and accepting units.
2. Transfer of control normally takes place:

a) At an agreed reporting point,

b) On an estimate for an FIR boundary,

c) At or passing an agreed level,

d) While the aircraft is climbing or descending to a previously agreed level provided that the transferring controller has ensured that standard separation will exist between the transferred aircraft and all others for the remainder of the climb or descent. 

3. Under no circumstances shall an aircraft be transferred at a point when it is not laterally or vertically clear of other aircraft that are still being kept by the transferring unit.

Note: Transfer of Communication takes place within Your Sector at designated Point Specified in the 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

1. 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.
2. 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.
3. 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 of Agreement (LoA)

Example:

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

1. Controllers should normally use the appropriate hand-off functions when effecting a transfer of radar control between Sectors.
2. 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 Letters of Agreement(LoA)

Division of Airspace

Nomenclature of Radar position

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
TMS(R) A080 , if aircraft A090 ,TRS jurisdiction
TMS(L) A080 , if aircraft A090 ,TRW jurisdiction
TMW F250/120+ , MCU F120/SFC [inside TMW]
TRW includes APP/DEP F250+ , TMW F250+

Nomenclature: TRE, pronounced as TR East. TRK, TRC pronounced as TRK, TRC respectively.

Parallel Runway operations

1. 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.
2. 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.
3. 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

1. There are two modes of segregated parallel runway operation, simultaneous mode, and co-ordinated mode:
   

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

1. The normal mode of operation is Simultaneous Mode except when the weather conditions are such that Safeguarding or Low Visibility Procedures are implemented.
2. 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.
3. 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:

a) Departures can be released in the available ‘window’ under prevailing conditions;

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);

c) The following factors shall also be taken into account:

i) rapidly changing weather conditions, e.g. passing showers, including Their frequency and severity;
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.

2 The departure cut-off point in para 4.5.1 b) above shall be:
i) 4 NM for Runway 07 VOR approaches;
ii) 5 NM for Runway 25 VOR approaches; or
iii) 4 NM for ILS/LOC/RNAV approaches when the landing aircraft is not able to follow the standard missed approach procedure.

3 Cargo operators are required to indicate in item 18 of their flight plan the remark,'RMK/CARGO'.

4 General aviation operators are required to indicate in item 18 of their flight plan the remark, 'RMK/BAC PARKING'.
5 The normal landing runway is RWY07L or 25R.

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