atmm geneva adc/apc - ivao switzerland
TRANSCRIPT
ATMM GENEVA ADC/APC AIR TRAFFIC MANAGEMENT MANUAL
Training Department
17.06.2021 2
REVISION L IST
DATE UPDATED BY REVIEWED BY UPDATE DESCRIPTION
02 APR 20 CH-TAC - Initial release
[…]
23 MAR 21 CH-TC, CH-TAC - AIRAC 2103, Aurora as primary client, labelling, layout update
21 APR 21 CH-TC, CH-TAC - AIRAC 2104, CPDLC usage
17 JUN 21 CH-TC, CH-TAC - AIRAC 2106, omnidirectional departures, phraseology
Contact information: [email protected]
List of changed items since 21 APR 21:
• Added aborted take-off phraseology (S2 4.5.1) • Added reference to omnidirectional departures and defined use case (S2 5.3.6) • Corrected traffic information phraseology (S2 7.4.7) • Removed recommended spacing on final (S3 6.9)
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TABLE OF CONTENTS FOREWORD .......................................................................................................................... 7
SELF-STUDY SPLIT ............................................................................................................... 8
SECTION 1 - OVERVIEW ..................................................................................................... 10
1. GENERAL INFORMATION .......................................................................................... 11
1.1 Airport data ............................................................................................................... 11
1.2 Situation .................................................................................................................... 11
1.3 Terrain ....................................................................................................................... 11
2. ATC FACILITIES ........................................................................................................... 12
2.1 ATC Positions ............................................................................................................ 12
2.2 Position Limitations.................................................................................................. 13
2.3 Facility Ratings and prior requirements ................................................................. 13
2.4 CPDLC ........................................................................................................................ 14
3. AERODROME INFORMATION.................................................................................... 14
3.1 Aerodrome diagram ................................................................................................. 14
3.2 Runway Data ............................................................................................................. 14
3.3 Radio Navigation ...................................................................................................... 15
3.4 Altimetry .................................................................................................................... 15
SECTION 2 – AERODROME CONTROLLER ....................................................................... 16
1. DUTIES AND RESPONSIBILITIES................................................................................ 17
1.1 General ...................................................................................................................... 17
1.2 Flight strip management ......................................................................................... 17
1.3 Delivery Controller (LSGG_DEL) ............................................................................... 18
1.4 Apron Controller (LSGG_A_GND) ............................................................................ 19
1.5 Tower Controller (LSGG_TWR) ................................................................................. 19
2. RUNWAY USE ............................................................................................................. 20
2.1 Runway concept ....................................................................................................... 20
2.2 Intersection departures ........................................................................................... 20
3. AIRPORT CONDITIONS .............................................................................................. 21
3.1 Runway reports ........................................................................................................ 21
3.2 Low Visibility Procedures ......................................................................................... 21
3.3 Cold weather operation ........................................................................................... 21
3.4 ATIS ............................................................................................................................ 22
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4. TRAFFIC MANAGEMENT ............................................................................................ 23
4.1 Parking positions ...................................................................................................... 23
4.2 Start-up and pushback ............................................................................................ 24
4.3 Taxi ............................................................................................................................ 25
4.4 Runway crossings ..................................................................................................... 27
4.5 Line-up and take-off ................................................................................................. 28
4.6 Conditional clearances............................................................................................. 29
4.7 Emergency management ........................................................................................ 30
5. IFR DEPARTURES ........................................................................................................ 34
5.1 Coordination with APP controller ........................................................................... 34
5.2 Separation between departures ............................................................................. 34
5.3 Departure routings .................................................................................................. 37
5.4 Initial IFR clearance .................................................................................................. 39
6. IFR ARRIVALS ............................................................................................................. 43
6.1 Wake turbulence ...................................................................................................... 43
6.2 Missed approaches .................................................................................................. 43
7. VFR FLIGHTS ............................................................................................................... 45
7.1 General ...................................................................................................................... 45
7.2 Special VFR ................................................................................................................ 45
7.3 Night VFR ................................................................................................................... 46
7.4 VFR Traffic management and voice ........................................................................ 46
7.5 Departure release .................................................................................................... 54
7.6 Helicopters ................................................................................................................ 54
SECTION 3 – APPROACH CONTROLLER ........................................................................... 60
1. DUTIES AND RESPONSIBILITIES................................................................................ 61
1.1 Geneva Arrival (LSGG_APP)...................................................................................... 61
1.2 Geneva Final (LSGG_F_APP) ..................................................................................... 61
1.3 Geneva Departure (LSGG_DEP) ............................................................................... 61
2. AREAS OF RESPONSIBILITY ....................................................................................... 61
2.1 Runway 04 in use ..................................................................................................... 62
2.2 Runway 22 in use ..................................................................................................... 63
3. SEPARATION ............................................................................................................... 64
3.1 Reduced Horizontal Separation .............................................................................. 64
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3.2 Transition altitude and level .................................................................................... 64
4. ADJACENT AIRPORTS ................................................................................................. 65
4.1 Lyon (LFLL) ................................................................................................................ 65
4.2 Chambéry (LFLB) ...................................................................................................... 65
4.3 Annecy (LFLP) ............................................................................................................ 65
4.4 Annemasse (LFLI) ..................................................................................................... 66
5. IFR DEPARTURES ........................................................................................................ 68
5.1 General ...................................................................................................................... 68
5.2 Coordination with tower .......................................................................................... 68
5.3 Shortcuts ................................................................................................................... 68
5.4 Handoffs.................................................................................................................... 69
6. IFR ARRIVALS ............................................................................................................. 70
6.1 General ...................................................................................................................... 70
6.2 Coordination ............................................................................................................. 71
6.3 Holdings .................................................................................................................... 71
6.4 Speed restrictions .................................................................................................... 72
6.5 Standard Arrival Routes (STAR) ............................................................................... 73
6.6 Radar vectors ............................................................................................................ 74
6.7 Final interception ..................................................................................................... 75
6.8 Visual approaches .................................................................................................... 77
6.9 Wake turbulence ...................................................................................................... 78
6.10 Spacing on final approach in case of LVPs ............................................................. 78
6.11 Missed approaches .................................................................................................. 78
7. FLIGHT RULES CHANGE ............................................................................................. 79
7.1 IFR pickup .................................................................................................................. 79
7.2 IFR cancellation ......................................................................................................... 79
8. TRANSIT FLIGHTS THROUGH THE AREA OF RESPONSIBILITY................................ 81
9. VFR FLIGHTS ............................................................................................................... 82
10. LOCAL IFR FLIGHTS ................................................................................................ 84
10.1 Departure .................................................................................................................. 84
10.2 Arrival ........................................................................................................................ 84
ANNEX I – DEFINITIONS ................................................................................................... 85
ANNEX II – COORDINATION DURING EVENTS ............................................................... 86
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ANNEX III – FRENCH PHRASEOLOGY .............................................................................. 89
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FOREWORD The present document contains all normal and abnormal procedures for Geneva (LSGG). It is meant as the reference document for the Aerodrome and APP at this airport. The information described here overwrites all information present on other supports (website, handysheet, etc…), except for the forum.
As a controller in IVAO Switzerland Division shall overtake unstaffed understations, note that every time it is mentioned “Apron controller”, it is meant the controller currently in charge of Apron.
When explanations regarding radar client setup and/or use are written, they refer to Aurora, except when explicitly indicated.
This document is meant to be used on IVAO only. In no cases should the here described procedures be used in real life.
ICAO DOC 4444 shall be used as a reference in case further information is needed.
We would like to thank every person who has contributed to this manual by giving information on the real-life procedures. A special thanks to Valentin Forveille and Francis Siegfried for the precious help!
On behalf of IVAO Switzerland,
Valentin Novello (CH-TC) Léa Rouiller (CH-TAC)
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SELF-STUDY SPLIT Here are the parts of this ATMM which should be studied for each training. Simply click on each title to reach the chapter.
A S 1 T R A I N I N G ( D E L I V E R Y ) SECTION 1 – OVERVIEW 1. General information 1.1 Airport data 1.2 Situation 1.3 Terrain 2 ATC Facilities 2.1 ATC Positions 2.2 Position Limitations 2.3 Facility Ratings and prior requirements 3 Aerodrome information 3.1 Aerodrome diagram 3.2 Runway Data 3.3 Radio Navigation 3.4 Altimetry
SECTION 2 – AERODROME CONTROLLER 1 Duties and Responsibilities 1.1 General 1.2 Flight strip management 1.3 Delivery Controller (LSGG_DEL) 2 Runway use 2.1 Runway concept 3 Airport Conditions 3.4 ATIS 5 IFR Departures 5.3 Departure routings 5.4 Initial IFR clearance
A S 2 T R A I N I N G ( A P R O N ) All AS1 chapters, plus:
SECTION 2 – AERODROME CONTROLLER 1 Duties and Responsibilities 1.4 Apron Controller (LSGG_A_GND) 3 Airport Conditions 3.3 Cold weather operation 4 Traffic management 4.1 Parking positions 4.2 Start-up and pushback 4.3 Taxi 4.4 Runway crossings 7 VFR Flights 7.1 General 7.2 Special VFR 7.3 Night VFR 7.4 VFR Traffic management and voice
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A S 3 – A D C T R A I N I N G ( T O W E R ) All AS1 and AS2 chapters, plus:
A P P I N T R O – A P C T R A I N I N G ( A P P R O A C H ) All AS1, AS2, AS3 and ADC chapters, plus:
SECTION 3 – APPROACH CONTROLLER Whole
SECTION 2 – AERODROME CONTROLLER 1 Duties and Responsibilities 1.5 Tower Controller (LSGG_TWR) 2 Runway use 2.2 Intersection departures 3 Airport Conditions 3.1 Runway reports 3.2 Low Visibility Procedures 4 Traffic management 4.5 Line-up and take-off 4.6 Conditional clearances 4.7 Emergency management 5 IFR Departures 5.1 Coordination with APP controller 5.2 Separation between departures 6 IFR Arrivals 6.1 Wake turbulence 6.2 Missed approaches 7 VFR Flights 7.5 Departure release 7.6 Helicopters
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SECTION 1 - OVERVIEW
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1. GENERAL INFORMATION
1 .1 A I R PO R T D A T A
Name: Geneva
ICAO code: LSGG
IATA code: GVA
Coordinates: 46°14′18″N 006°06′34″E
Radio Communication language: English (French)
Official Website: https://www.gva.ch
1 .2 S I T U AT IO N
Geneva is located in western Switzerland, just east of the French border. The airport was built just north of the town of Geneva. The lake Geneva lays in close proximity. Although well-equipped, Geneva can be a tricky airport due to the proximity to terrain.
To the north are the Jura mountain chain and to the south the Alps.
The Geneva airspace, as well as the LSAG FIR, extends over French territory. In real life, a night curfew is enforced, with no movements between 00:30 and 06:00 local time.
1 .3 T ER R A IN
• 8NM to the S the terrain reaches 4500ft AMSL (Mont Salève) • 20NM to the SW the terrain reaches 4400ft AMSL • 6NM to the N the terrain reaches 5700ft AMSL • 20NM to the S lay the alps
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2. ATC FACIL ITIES
2 .1 A T C PO SI T IO N S
Here are all available positions for Geneva. Note that some positions can be opened only under certain conditions (refer to chapter 2.2). Each position requires a specific ATC rating; some are subject to prior requirements (refer to chapter 2.3).
When connecting, the Air Traffic Controller shall enter the station designator in the connection window, under “Callsign”. The frequency has to be entered in the COMMbox (//FREQ). The position name shall be written as specified here in the ATIS box, under “ATC Position”. Any mistyping in those fields may lead to difficulties of the pilots to initiate voice communication with the ATC.
Station designator
Frequency Callsign Area of Responsibility
LSGG_DEL 121.680 Geneva Delivery Departing IFR Traffic
LSGG_A_GND 121.855 Geneva Apron South Apron; North Apron
LSGG_TWR 118.700 Geneva Tower IFR, VFR in the CTR
LSGG_DEP 119.530 Geneva Departure IFR departures, traffic transiting in the departure side of TMA
LSGG_APP 136.255 Geneva Arrival IFR arrivals, traffic transiting in the arrival side of the TMA
LSGG_F_APP 120.305 Geneva Final ILS Area, Final intercept
LSAS_FSS 124.700 Swiss Info Flight information in Switzerland
LSAG_INS_CTR 124.225 Swiss Radar
See Swiss Radar Manual
LSAS_LM1_CTR 133.405 See Swiss Radar Manual
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2 .2 P O S IT IO N L IM IT AT I O N S
To ensure an efficient and clear handling of the traffic, some ATC positions may be opened only if another position is online. Others may be opened only if requested so by the Staff. The table below describes all those conditions.
If, during the controlling session, the conditions are no longer met for the position to remain open, the controller has to close his position as soon as practicable.
Station Condition
LSGG_DEL NONE
LSGG_A_GND NONE
LSGG_TWR NONE
LSGG_DEP If TWR and APP are online
LSGG_APP NONE
LSGG_F_APP Only during events, and with approval of the staff.
LSAS_FSS NONE
LSAG_INS_CTR NONE
LSAS_LM1_CTR NONE
2 .3 F AC IL I T Y R AT IN G S AN D PR IO R R E Q U IR E M EN T S
To ensure safe and efficient traffic handling, each position requires a minimum ATC Rating. Furthermore, some positions also require introductory training. Note that during training, exams or events, the staff may decide to temporarily change the required rating for one or some of the facilities.
Note that regardless of the controller’s rating, a training is required for each new position at Geneva.
Note that any member of the Switzerland staff has the right to connect as an observer to check your controlling proficiency. If insufficient skills are observed, you will be asked to attend to a new training.
Station Rating Prior requirements
LSGG_DEL AS1 AS1 training LSGG
LSGG_A_GND AS2 AS2 training LSGG
LSGG_TWR AS3 AS3 training LSGG
LSGG_APP, F_APP, DEP ADC APP intro training LSGG
LSAS_FSS ADC FSS intro training
All _CTR positions APC ACC intro training
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2 .4 C PD L C
Only the station responsible for Delivery can be connected to CPDLC, using the ID LSGG.
When a controller change occurs, which modifies the station responsible for Delivery, the controller who is no longer responsible for Delivery must manually disconnect from CPDLC.
3. AERODROME INFORMATION
3 .1 A ER O D R O M E D I AG R A M
This diagram is meant as an overview of the Airport and its available runway lengths.
3 .2 R U N W A Y D AT A
This subchapter describes the relevant data about the Runways.
RWY Width [m] TORA [m] ASDA [m] TODA [m] LDA [m] Surface
04 50 3900 3900 3960 3570 Concrete
22 50 3900 3900 3960 3900 Concrete Figure 1 - RWY Data
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3 .3 R AD I O N A V IG AT I O N
Here are the main navigation aids used for the Geneva Area.
ID Frequency Name
SPR VOR 113.90 Saint-Prex
GVA VOR 115.75 Geneva
PAS VOR 116.60 Passeiry
GLA NDB 375 Gland Figure 2 - VOR
RWY CRS Frequency ID FAF altitude CAT Ceil req RVR req
04 044° 110.90 INE BELKA 6000ft I 210ft 550m
22 224° 109.90 ISW GG808 4000ft I 200ft 550m
Figure 3 - ILS Data
If Low Visibility Procedures are in operation:
RWY CRS Frequency ID FAF altitude CAT Ceil req RVR req
04 044° ***UNSUITABLE***
22 224° 109.90 ISW GG808 4000ft IIIb 0-50ft 75m
Figure 4: ILS minima with LVPs
3 .4 A L T I M E T R Y
In Geneva, transition altitude is always 7000ft.
The transition level is depending on the QNH:
• QNH lower or equal to 990: FL90 • QNH higher than 990: FL80
SECTION 2 – AERODROME CONTROLLER D E L , G N D , T W R
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1. DUTIES AND RESPONSIBIL ITIES
1 .1 G EN ER AL
Each controller shall:
1. Be conscious of his area of responsibility 2. Know and comply with the procedures described in this document and the IVAO
Rules and Regulations 3. Regularly check the forum (ch.forum.ivao.aero) for latest updates about
procedures, NOTAMs, events, etc… 4. Download each month the latest Handysheet/ATMM updated with the latest AIRAC 5. Make sure the Aurora sectorfile is always up to date, or else download the latest
one 6. Ask for advice/Request a training if he feels that his knowledge or skills are not
sufficient to control a position 7. When connecting to the network, make other controllers aware of his presence:
1. Via private Chat with the adjacent controllers 2. Via ATC channel in the COMMbox
8. Fill out his ATIS properly, according to the ATMM/Handysheet and the other stations on the airport. The runways in use are responsibility of TWR when online.
9. Before disconnecting, handoff all traffics to the appropriate controller or to UNICOM.
10. Before disconnecting, make other controllers aware of the station being closed.
1 .2 F L IG H T ST R I P M AN AG EM EN T
Each time the controller gives instructions to a pilot, the flight strip has to be updated accordingly.
1 . 2 . 1 W A Y P O I N T F I E L D
The “WAYPOINT” field shall include:
• Assigned SID once the flight plan is checked before the pilot asks his clearance. For MEDAM5A, enter “MEDAM5A 22”.
• For VFR flights, the VFR route the pilot requests. For Route E, enter “RTE E”. For circuit patterns, enter “PAT”
• Any cleared waypoint. For direct ESAPI, enter “ESAPI” • The arrival procedure once the traffic is cleared. For AKITO3R, enter “AKITO3R 22”. • Any holding instruction. For hold over VADAR, enter “H-VADAR”. For hold over GE,
enter “H-GE”. • Any heading assigned. For heading 040, enter “H040”
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• The cleared approach: o “04I” for ILS RWY 04 o “04L” for LOC RWY 04 o “04R” for RNAV RWY 04 o “04V” for VOR DME 04 o “04S” for visual approach 04.
• If a go around is flown, enter the instructions given. For follow published missed approach, enter “MAPP” or “GA”.
• The arrival stand. For stand 10, enter “10”.
1 . 2 . 2 A L T I T U D E F I E L D
The “ALTITUDE” field shall include:
• All cleared altitudes shall be written with 3 digits as well (070 for 7000ft) • The initial climb clearance, as soon as the pilot has received his IFR clearance. For
FL90, enter 090 • Any cleared altitude/FL after that • Once the pilot is cleared for the approach, the Altitude field shall read “APP” • If the pilot executes a missed approach, the initial cleared Altitude shall be written
(normally 7000ft, so 070) • The landing clearance. Once given, enter “LND”.
1 . 2 . 3 S P E E D F I E L D
The “SPEED” field shall include:
• Any speed restriction assigned to the pilot. • FAS in case the pilot is instructed to fly final approach speed.
The “SPEED” field shall be cleared as soon as ATC speed restriction no longer applies.
1 .3 D EL I VER Y C O N T R O L L ER ( L SG G _ D EL )
Note: in real life, there is no Geneva Delivery position. The delivery function is assumed by the Ground controller, who is also responsible for the apron north of the RWY. On IVAO, for FRA and simplification purposes, the Delivery position is used and is only responsible for IFR departure clearances.
The Delivery Controller, despite usually being inexperienced at the beginning, plays an important role in the safe operation of a flight along its route.
Delivery, when available, is the first station to be contacted by the IFR departing aircraft. Sometimes, a radio check will be asked by the pilot. The controller shall inform the pilot in case his communications are not understandable (volume too low).
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The delivery controller shall:
1. Check the flight plan route (see chapter 5.4.2) 2. Assign a departure runway and procedure (SID), if necessary in coordination with
the Arrival/Departure controller (see chapter 5.1) 3. Give the IFR initial clearance, including squawk assignment (see chapter 5.4.5) 4. Check for correctness of the readback 5. Sequence the flow of aircraft in coordination with TWR and APP and inform the
crew of the possible delay (chapter 5.1) 6. Once the pilot is ready for start-up, transfer him to:
a. A_GND if online b. To the next higher controller (up to and including Swiss radar) if A_GND is
offline, or release the traffic to UNICOM if nobody’s online.
1 .4 A PR O N C O N T R O L L ER ( L SG G _ A _ G N D )
Apron controller is responsible of the start-up, pushback and taxi of aircraft. He plays an important role in the efficient operation of all aircraft parked and maneuvering on his area of responsibility. The taxi routings shall be as short as possible, taking into account taxiway restrictions and occupancies. To avoid excessive fuel consumption during taxi, an aircraft shall not be cleared for start-up unless the controller knows he will be able to take-off within a reasonable delay. It is particularly relevant during general de-icing procedures, or in the time where the runway is being changed.
The Apron controller shall:
1. Deliver the start-up and pushback (if necessary) clearance in sequence (see chapter 4.2)
2. Deliver the taxi clearance according to taxiway restrictions 3. Ensure efficient and safe movement of traffic on the apron 4. Assign gates/sectors for arriving traffic 5. Transfer the traffic to TWR when they are approaching a runway for departure,
soon enough as to ensure a continuous roll
If Delivery is offline, Apron overtakes all the responsibilities described in chapter 1.3.
If TWR is offline, Apron transfers the traffic to the next higher ATS Unit (up to Swiss Radar). If nobody else online, Apron releases the traffic to UNICOM.
1 .5 T O W ER C O N T R O L L ER ( L SG G _ T W R )
TWR has a lot of responsibilities. He is the one in charge of determining the runways in use, according to the prescriptions in chapter 2.1. He is responsible of the safe and efficient operation of every aircraft within the CTR. He is in charge of implementing the operational limitations in case of low visibility (LVPs) or cold weather (general de-Icing procedures). If applicable, he is competent for closing a runway for safety reasons. TWR is responsible of helicopter traffic on the Apron and within the CTR, from start-up and taxi until leaving the zone.
TWR shall:
CTR
LSMD
TR 2
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1. Ensure a safe operation on the runway 2. Ensure sufficient radar separation for departing and arriving IFR traffics within the
CTR. 3. Ensure the minimum wake turbulence separation for all arriving or departing
traffics. 4. Ensure that VFR and helicopter traffic are operated in such a manner that they
don’t represent a danger for other VFR or IFR traffic. 5. Ensure the safety of VFR/IFR traffic crossing the CTR 6. Transfer the departing IFR traffics to the next responsible station as soon as
possible once 2000ft AMSL is reached, latest at 5000ft. 7. Transfer the arriving IFR or VFR traffics to Apron once at taxi speed, or latest once
the runway is vacated.
Geneva TWR overtakes the responsibilities of Delivery and Apron, if unstaffed.
2. RUNWAY USE
2 .1 R U N W A Y C O N C EP T
The preferential runway is 22. Runway 04 should be used whenever the tailwind factor on 22 is 8kt or more, or whenever there’s a distinct Bise (north-easterly wind) tendency. Keep in mind that, in low visibility operations, only runway 22 is suitable (ILS CAT II/III).
As real life is never wrong, taking a look to www.flightradar24.com or listening to the real ATIS (+41 22 417 40 81) is always a good idea.
2 .2 I N T ER SEC T IO N D E P AR T U R ES
Intersection departures can be granted on pilot request, whenever the traffic situation permits and efficient sequencing can be achieved.
Traffic from the north Apron (usually light aircraft) depart by default from intersections Y or Z unless the pilot requests otherwise. If that is the case, the pilot requesting more runway length should cross the runway and use the south Apron taxiways to reach his requested departure position.
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3. A IRPORT CONDITIONS
3 .1 R U N W A Y R EPO R T S
Runway reports, if any, are published in the METAR and in the ATIS of the airport. In real life, the airport authority is responsible of measuring the level of contamination of runways.
• Runway designator • Type of contamination • Contaminated portion of the runway • Thickness of the contamination • Braking action
The runway report gives information for the pilots about the expected runway state, and how good they may be able to brake after touchdown. By taking a look to the runway reports, the ATC is able to anticipate braking distances required by the pilots.
The runway report can be obtained via the METAR or by calling the phone number for the ATIS directly. The integration of the runway report in the ATIS is at the controller’s discretion.
3 .2 L O W V I S I B IL I T Y PR O C ED U R ES
Usually, every ILS is operated in category I. In this case, pilots have to be able to see the runway when reaching the decision height (usually 200ft AAL). If ceiling (BKN or OVC clouds) lays lower than 200ft AAL and/or RVR is lower than 550m, the ILS has to be operated in category II/III, which lowers the decision height by achieving a higher precision of the ILS. Note that only the ILS 22 is approved for category II/III operation. In this case, runway 04 is not suitable for landing.
To achieve this higher degree of precision, the controller has to guarantee that the ILS sensitive area, extending from the runway to the CATII/III holding points, is free from any object, aircraft or vehicle if a traffic is less than 2NM final on the same runway. If this is not the case, the traffic on final has to go around (ordered by the ATC). The runway is considered as vacated only when the landing traffic has taxied completely beyond the CAT II/III holding point.
To inform the pilots that they are authorised to use a lower decision height and that they have to vacate the runway beyond the CAT II/III holding point before reporting runway vacated, the remark “LOW VISIBILITY PROCEDURES IN OPERATION” has to be integrated to the ATIS.
3 .3 C O L D W EA T H ER O PER AT I O N
If the temperature lies below 0°C and visible moisture is present (rain, freezing rain, snow, fog), general de-icing procedures are activated. This is indicated in the ATIS as “GENERAL
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DEICING PROCEDURES IN OPERATION”. The controller responsible for start-up clearance asks all pilots if they need de-icing before giving the start-up clearance.
3 .4 A T I S
The ATIS gives important weather and operational information about the airport to the pilots. Therefore, ATIS of all stations on the airport should have the same data displayed (TL, RWYs in use, Type of approach, remarks, etc…). The controller in charge of delivery can add “DATALINK AVAILABLE” in his remarks, if he is using the IVAO datalink clearances tool (datalink.ivao.aero).
You can listen to the real ATIS by calling +41 22 417 40 81 (no additional fees for national calls).
Here is an overview of the different fields of the ATIS.
Field Description Example
ATC position
Should always include the station name that is stated in table 1, Section 1, chapter General 2.1, under callsign. It must always be stated in full words.
Geneva Delivery
METAR station Defines which METAR will be shown in the ATIS. For Geneva, always LSGG.
LSGG
Take-off Runway used for take-off, according to chapter 2.1 Runway concept.
22
Landing Runway used for landing, according to chapter 2.1 Runway concept, as well as the type of approach used.
22 ILS
TRL Transition Level is based on QNH and reported according to chapter 3.4. Omit the first “0”.
80
TA Transition Altitude in Geneva is always 7000ft. 7000
Remarks
Remarks show relevant information regarding the airport and its safety are required. Example of possible remarks:
• LOW VISIBILITY PROCEDURES IN OPERATION • GENERAL DEICING PROCEDURES IN OPERATION • MOD ICING IN APP • SEV TURB REPORTED NE OF PAS AND ON FINAL APP
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4. TRAFFIC MANAGEMENT
4 .1 P AR K IN G PO S IT I O N S
Below is a graphic of all parking positions in Geneva and their uses. It is the responsibility of the Apron controller to assign a suitable parking position to arriving aircraft.
• Light blue: airliners • Dark blue: private jets / general aviation • Red: special purpose areas (maintenance and cargo)
Around the satellites (121-127, 31-34, 42-44), the parking is done in a counter-clockwise direction.
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4 .2 S T AR T - U P AND PU SH B AC K
4 . 2 . 1 G E N E R A L
The start-up and pushback clearance are delivered on pilot’s request by the responsible Apron controller. The start-up allows the pilots to start the engines. When giving the pushback clearance, the direction of the pushback shall be given.
Around the satellites (stands 121-127, 31-34, 42-44), on stands 61-68, and on the North Apron, only start-up clearance will be delivered, as the pilots don’t need any pushback. In case the pilot still needs a pushback, the pushback direction will be at pilot’s discretion.
Geneva Apron, hello, EZS56FE, ready for pushback and start up.
EZS56FE, Geneva Apron, hello, set squawk 5706.
Squawk 5706, EZS56FE.
EZS56FE, push back and start-up approved, facing west.
Push back and start-up approved, facing West, EZS56FE
4 . 2 . 2 O U T B O U N D D E L A Y S
As to avoid excessive fuel consumption, the start-up clearance shall be delivered only when it is believed that the pilot will be able to take-off within a reasonable delay. Therefore, no start-up clearance shall be given provided that:
• The airport is closed • The pilot has not set his assigned squawk • 6 or more aircraft are waiting for departure at the holding point of the cleared
departure runway • The pushback area behind the aircraft or the taxi-area in front of the aircraft is
occupied by another aircraft • The pushback area behind the aircraft or the taxi-area in front of the aircraft will shortly
be used by a taxiing aircraft • The cleared departure runway is or will be closed • During runway changes, the pilot is not ready for start-up 10 minutes or less before
the runway change. In this case, the pilot must be transferred back to Delivery to get a new clearance for the new runway in use.
Whenever the ATC denies a start-up request, the reason and expected delay shall be communicated to the pilot.
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Geneva Apron, hello, EZS1509, ready for pushback and start up.
EZS1509, Geneva Apron, stand by. Expect start-up in 5 minutes due to traffic congestion.
Standing by, EZS1509.
4 .3 T A X I
4 . 3 . 1 T A X I W A Y R E S T R I C T I O N S
Taxiways can be restricted in case their width or their obstacle clearances do not permit taxi of large aircraft. Those restrictions shall be taken into account when choosing the taxi path of the aircraft.
In Geneva, the general limitations are:
• All taxiways north of the runway: max wingspan 21.5m (up to CRJ2) • All taxiways south of the runway: max wingspan 65m (up to B777, B787, A330)
The following taxiways are further restricted:
• Link A and Link D: max wingspan 36m (up to A320, B737) • Link 0, Link 1, Link 2, Link 3 and Taxiway Inner (between Link 0 and Link 4): max
wingspan 48m (up to B763) • Taxiway F only usable in CAT I conditions and by Medium aircraft (except B757).
4 . 3 . 2 R O U T I N G S
The controller in charge of Apron is free to choose any route for any aircraft, as long as he respects the taxiway restrictions. However, to avoid excessive fuel burn and time consumption, the taxi of the aircraft shall always be planned as short as possible, avoiding blocked taxiways being used for pushback, for example.
Example: one or more aircraft are being pushed onto Taxiway Inner. The controller shall redirect taxiing aircraft via Outer.
To ensure an efficient flow of traffic, the aircraft shall be handed off to the higher controller before it reaches the clearance limit, to ensure a continuous roll if possible:
• When runway 22 is in use, departing traffic shall be handed off from Apron to the next controller after they pass Taxiway Charlie.
• When runway 04 is in use, they should be handed off whenever no conflict is possible with other ground traffic anymore, normally after they pass Taxiway Echo.
Below you will find taxi phraseology examples for Apron, with EZS89VV as an inbound traffic going to stand 121 (facing north, entry from Inner) and SWR74EL outbound from stand 127 (facing west, no pushback).
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Outbound traffic on stand 127:
Geneva Apron hello, SWR74EL, stand 127, request start-up.
SWR74EL, Geneva Apron hello. QNH1019, start-up approved.
Start-up approved, QNH1019, SWR74EL.
Inbound traffic vacating runway 22, on Taxiway Delta:
Geneva Apron, hello, EZS89VV on Delta.
EZS89VV, Geneva Apron hello. Taxi to stand 121 via Outer, Link 1, Inner.
Taxi via Outer, Link 1 and Inner to stand 121, EZS89VV.
Outbound traffic on stand 127:
SWR74EL, ready for taxi.
SWR74EL, behind the easyJet A320 crossing right to left on Outer, make a sharp right turn, taxi via Outer to holding point A runway 22.
Behind the easyJet A320 crossing right to left on Outer, sharp right turn, taxi via Outer to holding point A runway 22, SWR74EL.
Outbound traffic abeam Taxiway Charlie:
SWR74EL, contact Tower on 118.700.
118.700, SWR74EL.
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4 .4 R U N W A Y C R O S S IN G S
4 . 4 . 1 G E N E R A L
If runway crossing is necessary (aircraft repositioning, or traffic on north Apron requesting more runway length), it will be handled by TWR. If no upper station is online, Apron will inform the traffic that the crossing at pilot’s discretion, giving information about traffic departing or on final.
Crossings will be done via Y and C, or via Z and E. Given the angle between these taxiways, the crossing can’t be done as fast as on straight taxiways. Take this into account when giving a crossing clearance with traffic on final.
To ensure a safe and efficient traffic flow, there are a few rules that have to be respected:
• No conditional clearances (behind the Airbus on short final…) • Flying traffic has priority over ground traffic • No crossing clearance if the Runway is considered occupied: • The runway is considered occupied when a landing or take-off clearance has been
issued • The runway is “free” again once the landing or taking off aircraft has passed beyond
the intersection on which the crossing is intended to happen.
Example: Traffic from the north Apron on Taxiway Yankee, requesting intersection Bravo for departure runway 22. On Apron frequency:
Geneva Apron hello, JFA86, request start-up, and for information we require intersection B for departure.
JFA86, Geneva Apron, roger. Start-up approved.
Start-up approved, JFA86.
JFA86, ready for taxi.
JFA86, taxi to holding point Y runway 22 via Y, expect intersection B.
Taxi to holding point Y runway 22 via Y, JFA86, roger.
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Apron has to inform TWR that this traffic requires crossing and intersection B. Once this is done:
JFA86, for crossing contact Tower on 118.700.
118.700, JFA86.
On TWR frequency:
Geneva Tower, JFA86 on Y.
JFA86, cross runway 22 via Y and C, then taxi via A to intersection B runway 22.
Cross runway 22 via Y and C, then taxi via A to intersection B runway 22, JFA86.
As this is after Taxiway Charlie, and if there are no conflicts with traffic owned by Apron, TWR may keep the traffic for departure – no need for a back and forth to Apron again.
4 .5 L IN E- U P AN D T A K E- O F F
Usually, the controller should confirm the pilot is ready for departure before giving the line-up clearance. Once ready, the pilot can either be instructed to line-up and wait, or directly be given the take-off clearance.
The wording “take-off” shall only be used to issue or cancel a take-off clearance. In all other situations, the wording “departure” is used.
Geneva Tower hello, EZS26LC, holding point A runway 22, ready for departure.
EZS26LC, Geneva Tower, hello. Hold position, expect departure in 2 minutes due to inbound traffic.
Hold position, EZS26LC.
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EZS26LC, line-up and wait runway 22.
Line-up and wait runway 22, EZS26LC.
EZS26LC, wind 300/04, runway 22, cleared for take-off.
Cleared for take-off runway 22, EZS26LC.
4 . 5 . 1 A B O R T E D T A K E - O F F
The controller should only consider instructing an aircraft to abort its take-off roll if absolutely necessary. In that case, the phraseology is as follows. The call should be repeated 2 times in the same transmission.
EZS26LC, stop immediately - EZS26LC, stop immediately.
Stopping, EZS26LC.
4 .6 C O N D IT IO N AL C L E AR AN C ES
When there is an arriving traffic on short final and a departing traffic reaching the holding point is ready for departure, a conditional clearance can be issued so that the departing traffic lines up immediately after the arrival has landed.
When doing so, it is important that the traffic causing the condition (i.e. the landing traffic) is properly visible and positively identified by the pilot. The controller must mention the aircraft type and company (if applicable), as well as its position, and must first confirm that the pilot has the landing traffic in sight.
EZS1387, do you have the Swiss A330 on short final in sight?
Affirm, EZS1387.
EZS1387, behind the Swiss A330 on short final, line up runway 22 and wait, behind.
Behind the Swiss A320 on short final, line up runway 22 and wait behind, EZS1387.
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4 .7 E M ER G EN C Y M AN AG EM EN T
4 . 7 . 1 G E N E R A L
TWR controllers and above must be able to properly handle an emergency. The ASSIST pattern should be used as a basis for emergency handling. It is especially useful for distress situations – MAYDAY – but which can also provide a good reference for PAN-PAN handling.
Acknowledge Separate Silence Inform Support Time The first three items (Acknowledge-Separate-Silence) should be done immediately. The following three are done continuously throughout the emergency/urgency.
TWR controllers can normally not give any vectoring instructions, but if there is an imminent danger of collision with terrain or traffic, an avoidance heading can exceptionally be given to the concerned traffic.
4 . 7 . 2 U R G E N C Y ( P A N - P A N )
An urgency is a condition where a concern about safety exists, requiring timely but not immediate assistance.
A PAN-PAN traffic should be given priority and support, and every precaution should be taken so that his chances of going around are extremely low. The controller must be aware that a PAN-PAN can quickly upgrade to a MAYDAY if the situation is not controlled and the traffic not given priority.
4 . 7 . 3 D I S T R E S S ( M A Y D A Y )
A distress is a condition where a serious and/or imminent danger exists, requiring immediate assistance. There is no definition of which exact situation demands a PAN-PAN or a MAYDAY, it is up to the pilot’s judgement.
The pilot will declare his distress situation by stating, if time permits:
• “MAYDAY, MAYDAY, MAYDAY” • Station being addressed • Callsign • Nature of the emergency • Position, level • Pilot’s intentions and requests
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Acknowledge
Here is an example with an A320, EZS26LC, having an engine failure on the initial climb, on the KONIL5J departure.
First, the controller will acknowledge the call.
MAYDAY, MAYDAY, MAYDAY, Geneva Tower, EZS26LC, right engine failure, 3500ft, continuing on KONIL5J departure, request vectors for ILS runway 22.
EZS26LC, MAYDAY copied at time 12, roger, expect vectors for ILS runway 22.
Do not overload the pilot with information at this stage, as he is probably busy handling the emergency situation.
Separate
Clear the airspace around the emergency traffic, as well as the runway he requested. As soon as the emergency traffic requests a runway, it must be considered blocked for the other traffic.
In the example, SWR2802 is on final for runway 22, and HB-PQN is a VFR on route E inbound to Geneva for landing.
SWR2802, go-around, I say again, SWR2802, go-around.
Going around, SWR2802.
HB-PQN, turn back, proceed to E, and orbit right over E.
Proceed to E and orbit right over E, HB-PQN.
Silence
It is important to free the frequency for the emergency traffic. Other traffics must be informed of the situation, and are told not to transmit until the controller calls them. When doing this, it is important to keep an eye on the other traffics, including transferring them to the required frequency when needed, in order to lower the load on the controller handling the emergency.
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All stations, emergency in progress, radio silence. Do not call, I will call you.
SWR2802, follow published missed approach procedure runway 22, climb 7000ft, contact Arrival on 136.255.
Published missed approach, 7000ft, 136.255, SWR2802.
Inform
Inform those who need to know and those who can help. Inform the adjacent stations of the situation and what you need from them (stop arrivals, stop departures, etc.).
In case the traffic is on TWR frequency, unable to change frequency (due to too much workload, or system failure) and requesting vectors, TWR must request vectors from APP. APP will give every vector and altitude needed to TWR who will transmit them to the pilot, stating the APP’s callsign in his call.
The pilot should be asked to report persons on board and endurance, for coordination with the emergency services, if time permits. He should not be asked to squawk 7700 if the situation is really time-critical (engine failure, fire, etc.)
On TWR frequency:
EZS26LC, from Geneva Arrival, stop climb 4000ft, once at 4000ft, turn right heading 050, vectoring for ILS 22, expect base turn abeam PETAL.
Stop climb 4000ft, once at 4000ft turn right heading 050, vectoring for ILS 22, EZS26LC MAYDAY.
EZS26LC, if you have time, report persons on board and endurance.
152 persons on board, 2h30 endurance, EZS26LC MAYDAY.
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Support
Support the pilot in any way possible. Giving him quick information about the airport conditions (in the event he’s coming from elsewhere, and/or wasn’t planning to land in Geneva), such as QNH and wind.
Time
Don’t clutter the frequency for non-necessary transmissions, don’t overload the pilot with information (just the basic, quick, necessary ones).
4 . 7 . 4 C O M F A I L
Detailed communication failure procedures are usually described for each airport, in case of a complete loss of radio communication.
On IVAO, we mostly practice the loss of transmission case, which means the pilot can still receive ATC transmissions but not transmit. The squawk ident function is used as a readback by the pilot.
HB-PIG, if you read, squawk ident.
HB-PIG, join downwind runway 22. Squawk ident to acknowledge.
HB-PIG, wind 220/07, runway 22, cleared to land, no need to acknowledge.
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5. IFR DEPARTURES
5 .1 C O O R D IN AT IO N W IT H AP P C O N T R O L L ER
Local IFR flights must be coordinated prior to the IFR clearance being delivered. APP (in conjunction with DEP, if online) will determine:
• If the local IFR traffic can be accepted, given the current traffic situation, and if yes: • Which SID should be given to the local IFR traffic, or • Vectored departure instructions that the Delivery controller should relay to the pilot.
If no departure is possible during the next 10 minutes, APP gives an expected delay to the delivery controller.
Any other departure by an aircraft requesting a departure runway other than the runway in use by the ATIS must be also coordinated.
In order to permit a departure between two arrivals, a separation of 6 NM is recommended between the two arrivals, with the second one at 160kts or less. If required, TWR can coordinate that with APP.
5 .2 S E P AR A T IO N B E T W E EN D EPA R T U R ES
TWR uses time separation to ensure the safety of the departures. To calculate the minimum separation time between two departures, the controller in charge of TWR shall apply the following:
Speed specific separation (if applicable) +/- Departure specific separation.
This total, or the minimum wake turbulence separation minima, whichever is longer, shall be used as time-based separation.
5 . 2 . 1 S P E E D S P E C I F I C S E P A R A T I O N
Aircraft are divided into three different speed categories, depending on their climb performance and speed. The speed specific separation must be applied to provide separation for aircraft which will follow a common initial climb, or whose procedures are intersecting. Here are the three categories:
1. Piston (DA40, P28A, DA42, C172, DR40, etc…) 2. Turboprops (PC12, SB20, DH8C, etc…) and RJ1H 3. Jets (A320, B777, SF50, etc…) and DH8D
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The speed specific separation minima are the following:
5 . 2 . 2 D E P A R T U R E S P E C I F I C S E P A R A T I O N
When the first aircraft is on a KONIL#J departure (# being the current designator number), off runway 22, the separation for the second aircraft (if he’s on any other SID) may be reduced by 30 seconds.
If both traffic will be following the same SID, the first traffic must be at least 5NM out before the second one is cleared for take-off, in order to facilitate the next station’s longitudinal separation.
5 . 2 . 3 W A K E T U R B U L E N C E S E P A R A T I O N M I N I M A
In order to produce lift, an aircraft moves a huge amount of air around its wings. The resulting vortex is called wake turbulence. As the intensity of the wake turbulence depends directly on the weight of the aircraft, four wake turbulence categories have been defined:
• Light (L): for aircraft with a MTOM of 7000kg or less • Medium (M): for aircraft with a MTOM between 7001-135999kg • Heavy (H): for aircraft with a MTOM of 136000kg or more • Super Heavy (S): for the A380.
The wake turbulence category is defined in item 9 of the flight plan. On Aurora, the wake turbulence category is displayed in front of the ground speed.
If an aircraft takes off behind a heavier aircraft (i.e. an aircraft from an upper category), the minimum time is 2 minutes. If an aircraft other than an A380 takes off behind an A380, the minimum time is 3 minutes. If the aircraft takes off behind a heavier aircraft and its take off position is further than the first one (intersection take off), 1 minute is added to the minimum separation time.
Speed categories Separation
If the first departing traffic is
2 categories faster
Than the second one
No separation
1 category faster 1 minute
Same category 2 minutes
1 category slower 3 minutes
2 categories slower 5 minutes
First traffic SID Following traffic SID Separation
All except KONIL#J All No correction
KONIL#J All except KONIL#J – 30 seconds
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5 . 2 . 4 P R A C T I C A L E X A M P L E
Note that those times are intended simplify the duties of DEP controller and avoid conflict for departures.
With time, the separations are made with experience. However, to acquire the systematic, here are a few examples of the calculations of these time-based separations.
Case 1: A320 departing from runway 22 for a KONIL#J departure, followed by a B737 departing on a DIPIR#A departure.
In this case, both aircraft are in the same wake turbulence category, therefore, no such minima must be applied. As both aircraft are of same speed category, the B737, must wait 2 minutes from the time the first aircraft begins to move.
But according to chapter 5.2.2, the B737 departing behind an A320 for a KONIL#C, a subtraction of 30 seconds time may be made to the standard speed separation. Therefore, the B737 may receive its clearance 1 minute and 30 seconds after the first one started take-off roll.
Case 2: A320 departing from runway 04, followed by a SB20.
The SB20 (turboprop) is one category slower than the A320 (jet). On runway 04, there are no SIDs allowing to reduce the separation. Both aircraft are Medium wake turbulence category. Therefore, it is the speed separation, 3 minutes, which must be applied.
5 . 2 . 5 S E Q U E N C I N G
In order to achieve the most efficient traffic flow, it can be useful to sequence departures according to their SID. Two aircraft (A and B) with the same SID need a certain longitudinal separation, as stated in 5.2.2 Departure specific separation.
Therefore, if there is a traffic (C) with a different SID, it is efficient to insert him between A and B, so that only the standard separation (speed specific, departure specific, or wake turbulence) has to be applied.
This can be achieved either by the Apron controller (using taxiway layout and hold short instructions), or by TWR by using intersection departures (intersection B for runway 22, F or E for runway 04) in order to sequence the traffics as needed.
Succeeding aircraft Preceding aircraft Separation minima
Medium
Following a
Heavy 2 min
Light Heavy 2 min
Light Medium 2 min
Medium A380 3 min
Light A380 3 min
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5 .3 D EP AR T U R E R O U T IN G S
5 . 3 . 1 R N A V / N O N - R N A V S I D S
SIDs can be RNAV or non RNAV. A non RNAV SID can be assigned to an RNAV equipped aircraft, but the opposite is not possible. Therefore, it must be verified that the aircraft is RNAV equipped (letter ‘R’ in the equipment field of the flight plan). In Geneva, KONIL#J, MOLUS#A and MOLUS#N departures are RNAV. Therefore, if an aircraft requests a clearance for one of these SIDs without the proper equipment, the controller must verify (if workload permits) that the pilot is able to fly the SID.
5 . 3 . 2 P R E F E R E N T I A L S I D S
Some waypoints have more than one SID in their name. For these, the conditions and preferential one are listed below. # is to be replaced by the current designator number.
Runway 04:
• BELUS: #N • DEPUL: #T • MEDAM, ROCCA:
o #N if QNH ≥ 1013 o #P if QNH 990 – 1012 o #Q if QNH < 990
Runway 22 :
• KONIL: o #J for Light and Medium aircraft o #A for Heavy aircraft
• MEDAM, ROCCA: o #A if QNH ≥ 1013 o #B if QNH 990 – 1012 o #C QNH < 990
5 . 3 . 3 A L T E R N A T I V E D E P A R T U R E R O U T I N G S
A particularity in Geneva is that some SIDs are only available on one of the two runways. A table is available on the Handysheet, showing which SIDs should be given in that case.
Pilots should not be asked to change their flight plan for that; the route is only there for controller awareness. This route can be communicated to the pilot on request. Usually, however, Swiss Radar (or DEP) will give the aircraft a direct that is on his route as soon as possible, to resolve any potential route problems.
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5 . 3 . 4 M O L U S D E P A R T U R E ( R U N W A Y 2 2 )
When runway 22 is in use, the MOLUS departure should not be used for L and M aircraft because it can cause conflicts with arriving traffic. However, if the traffic situation is really low and the APP controller accepts, it can be exceptionally given.
It is, however, given to Heavy aircraft without restriction.
5 . 3 . 5 L O C A L I F R F L I G H T S
All local IFR flights must be coordinated prior to giving the IFR clearance. APP and DEP will decide which SID shall be assigned.
• For runway 22, the KONIL#J SID (KONIL#A for heavy aircraft). The pilot should expect a right-hand base abeam PETAL at 4000ft. This allows for a much more efficient track than a vectored departure on runway 22, where the pilot would have to climb to minimum 6000ft (MRVA) before any turn can be executed.
• For runway 04, the SPR#N SID. The pilot should then expect vectors to final 04.
In case no instruction is received at the SID end point, the pilot is expected to hold there as it is his clearance limit.
If APP/DEP cannot accept the traffic right away, the traffic shall be given the estimated delay.
5 . 3 . 6 O M N I D I R E C T I O N A L D E P A R T U R E S
Omnidirectional departures OMNID#N (RWY 04) and OMNID#A (RWY 22) have been implemented in LSGG on June 17, 2021. They are described on the corresponding chart.
They must only be assigned to non-RNAV equipped or unable RNAV aircraft, and when navaids are unserviceable, rendering the conventional SID unusable. Where this is the case, omnidirectional depatures should be privileged over vectored departures, as they have a prescribed COMFAIL contigency.
When cleared for an omnidirectional departure, traffic should be informed of the expected routing after departure (the Delivery controller must coordinate with APP and CTR prior to issuing the clearance in order to get this expected routing).
5 . 3 . 7 V E C T O R E D D E P A R T U R E
In special cases, such as local IFR flights, vectored departures can be used. The Delivery controller shall coordinate with the APP controller (in conjunction with DEP, if online). The APP (DEP) controller decides of the instructions.
A vectored departure shall only be given if the pilot is unable to follow a SID, or if the weather or traffic situation makes a vectored departure more efficient or safe than a SID. Priority should be given to omnidirectional departures over vectored departures, as they have a prescribed COMFAIL contingency.
The simplest form of vectored departure is to climb on runway track to the MSA (7000ft in Geneva on runway track).
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No instrument turns may take place below the applicable MRVA. Visual turns can be approved by Departure, stating the altitude until which visual ground contact must be maintained.
As vectored departures imply no clearance limit, they should be avoided and a SID assigned instead (see 5.3.5 Local IFR flights).
5 .4 I N IT I AL IF R C L E AR AN C E
5 . 4 . 1 G E N E R A L
The IFR clearance is valid for 30 minutes, or until the next runway change. Once the clearance has been readback correctly by the pilot, the controller will instruct him to report when ready for pushback and/or start-up. Only then will the aircraft be transferred to the next station.
5 . 4 . 2 C H E C K I N G T H E F L I G H T P L A N
Check for following items:
• Callsign corresponds to what the pilot says • Flight rules are Y or I • The wake turbulence category corresponds to the aircraft type • The departure aerodrome is LSGG, spelled correctly • The destination aerodrome is the one the pilot requested • The route is correctly written (FIX AWY FIX or FIX DCT FIX) • The first point of the route is a SID exit point for LSGG • Check the remarks section for any additional information (for example: LOCAL ILS TRG)
5 . 4 . 3 S I D A S S I G N M E N T
SIDs are assigned by the Delivery controller. Usually, the SID is the connector between the runway used for take-off and the first airway. It provides a protected routing against other procedures, terrain and ensures the aircraft is remaining within controlled airspace.
See the table provided on the Handysheet for a summary of all SIDs and their use, as well as chapter 5.3 Departure routings for detailed explanations.
5 . 4 . 4 I N I T I A L C L I M B C L E A R A N C E
For any SID in Geneva, the initial climb is FL90 (except for KONIL#D, which is 7000ft).
The initial climb clearance shall be filled in the Cleared Altitude label (as 090) once the traffic has correctly readback the clearance, as a reminder and as an indication to other controllers that the aircraft has been cleared.
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5 . 4 . 5 S Q U A W K A S S I G N E M E N T
Departing IFR flights: 5701-5777. Those squawk codes are unique, meaning one of these can only be given to one single aircraft.
Departing IFR flights with Sierra transponder to destination LS--, LIM-, LF--, LH--, LO--, LK--, EB-- ED--, EH-- : 1000
Squawk 1000 can be given an unlimited number of times, as long as the destination is one of those listed above and the transponder is a mode S or more. Squawk 1000 should be given whenever possible, to minimize use of the unique codes.
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5 . 4 . 6 P H R A S E O L O G Y
Standard IFR clearance:
Geneva Delivery, SWR2801, A221, stand 83, request IFR clearance to Zürich, Information X.
SWR2801, Geneva Delivery hello, cleared to Zürich via the MOLUS4N departure, runway 04, initial climb FL90, squawk 1000.
Cleared to Zürich via the MOLUS4N departure, runway 04, initial climb FL90, squawk 1000, SWR2801.
SWR2801, readback correct, report ready for pushback and start-up.
Wilco, SWR2801.
SWR2801, ready for pushback and start-up.
SWR2801, QNH1018, contact Geneva Apron on 121.855.
121.855, SWR2801.
Vectored departure:
Geneva Delivery hello, EZS26LC, stand 63, request clearance for local IFR flight, information B.
EZS26LC, Geneva Delivery hello. Standby for coordination.
Standing by, EZS26LC.
EZS26LC, are you ready to copy your clearance?
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Affirm, EZS26LC.
EZS26LC, cleared for local IFR flight out of runway 22, after departure climb on runway track to 7000ft, expect vectors for ILS 22, squawk 1000.
Cleared for local IFR flight out of runway 22, after departure climb on runway track to 7000ft,, squawk 1000, EZS26LC.
EZS26LC, readback correct, report ready for start-up.
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6. IFR ARRIVALS
6 .1 W AK E T U R BU L E N C E
The separation between two arriving traffic is usually done by APP. However, TWR must maintain those separations. If the arriving traffic are from the same category or the following is heavier than the leading, no wake turbulence separation has to be applied. However, the minimum radar separation when two traffic are established on the same ILS at less than 10 NM from touchdown, the minimum separation is 2.5 NM.
Separation is achieved:
• By APP with radar vectors and speed restrictions • By TWR with speed restrictions only. Note that the maximum speeds a controller can
assign to a traffic established on an ILS is 180kts to 6 NM final, and 160kts to 4 NM. The minimum speed is the final approach speed.
The following minimum separations have to be applied:
In case the minimum wake turbulence separation or the minimum radar separation is lost, one of the traffic must be instructed to perform a missed approach. In normal operations, the traffic with the higher altitude is the one to go around.
If no separation is prescribed, a separation of 4-5 NM is recommended to ensure efficient flow of traffic.
6 .2 M I S SED A PPR O AC H E S
After a go-around or a touch-and-go, an IFR traffic follows the published missed approach procedure for the corresponding approach. A go-around is a demanding maneuver. Whether a go-around is ordered by ATC or announced by the pilot, time must be given to the pilot to execute the procedure. This time is used to coordinate with the controller responsible for the approach.
Succeeding aircraft Preceding aircraft Separation minima
Heavy
Following a
Heavy 4 NM
Medium Heavy 5 NM
Light Medium 5 NM
Light Heavy 6 NM
Heavy A380 6 NM
Medium A380 7 NM
Light A380 8 NM
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Once coordination is made, the traffic is, unless APP instructs otherwise, instructed to follow published missed approach procedure and climb to the corresponding initial altitude (7000ft).
Labelling shall be done in accordance with chapter 1.2.
Thereafter, traffic is transferred to APP.
SWR89KJ, going around.
SWR89KJ, roger.
Leave the pilot time to execute the maneuver before giving further instructions.
SWR89KJ, follow published missed approach procedure, climb 4000ft, contact Arrival on 118.005.
Follow published missed approach procedure, climb 4000ft, 118.005, SWR89KJ.
6 . 2 . 1 E M E R G E N C Y V E C T O R I N G
In exceptional cases, and where safety is greatly improved by doing so, TWR may issue emergency vectors to traffic. Traffic must be instructed to “remain VMC and maintain own separation to terrain”. Meteorological conditions must allow the pilot to do so. Traffic must be transferred to APP as soon as possible.
This must only be used as a last resort, to avoid a collision.
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7. VFR FL IGHTS
7 .1 G EN ER AL
7 . 1 . 1 D E F I N I T I O N
VFR (Visual Flight Rules) is a set of regulations defining an operation in weather good enough to permit navigation with reference to the ground. Visual Meteorological Conditions (VMC) are the minimum weather conditions for VFR and are defined in each airspace class (see the IVAO documentation on VFR minima). A VFR flight must remain in VMC. In CTRs class D, this implies no ceiling (BKN or OVC) below 1500ft AAL and a visibility of 5000m or more. If this minimum is not met, a special VFR clearance must be requested.
7 . 1 . 2 R E P O R T I N G
Normally, VFR must report over compulsory reporting points (defined on VFR charts), on downwind and on final. On IVAO, however, this knowledge is quite rare, and it is good practice to explicitely ask the pilot to report on those occasions.
7 .2 S P EC I AL VF R
When the pilot is unable to maintain VMC, he may request a Special VFR (SVFR) clearance to fly in or out of a CTR (not for patterns or enroute). If granted, this clearance allows him to fly in IMC conditions in the airspace concerned. However, the visibility may not be below 1500m.
SVFR must be separated from other SVFR and from IFR traffic. As Geneva applies reduced horizontal separation minima (RHSM), this separation is 3 NM horizontally, and 1000ft vertically. The responsibility of avoiding terrain and clouds remains with the pilot.
As the pilot requires an increased attention from the ATC, a start-up clearance must be requested by the pilot. The ATC gives him a Special VFR Clearance, containing, amongst others, departure instructions and Squawk.
SVFR initial contact on Apron frequency:
Geneva Apron, HB-PQN, GA sector, information V, request start up for special VFR to Lausanne, route N, information B.
HB-PQN, Geneva Apron, start up approved, special VFR. QNH997, squawk 7041, report ready for taxi.
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Start up approved, QNH997, squawk 7041, wilco, HB-PQN.
As soon as on TWR Frequency:
Geneva Tower, HB-PQN, holding point Z runway 04, ready for departure, outbound N.
HB-PQN, Geneva Tower, cleared to N. After departure, maximum 3500ft, follow route N. Wind 030/5kts, runway 04 intersection Z, cleared for take off.
Cleared to N, after departure maximum 3500ft, follow route N. Runway 04 intersection Z, cleared for take off, HB-PQN.
In this special situation, TWR controller may give vectors to guarantee separation between SVFR traffic and IFR traffic.
SVFR is not approved by night. In this case, the pilot must state either by voice or in his flight plan that he is flying in daytime or with VMC.
7 .3 N IG H T VF R
Standard VFR is limited to daylight hours. However, pilots (in real life after a familiarisation) may fly VFR by night (NVFR).
In Geneva, NVFR must request a start-up clearance. The phraseology is identical to the SVFR.
7 .4 V F R T R AF F IC M AN AG EM EN T A N D VO IC E
7 . 4 . 1 I N I T I A L C O N T A C T F O R T A X I
Initial contact usually happens with Geneva Apron. Except if SVFR or NVFR, VFR traffic doesn’t need to receive a start-up clearance. Therefore, first contact will happen for taxi. Apron controller must then ensure the filed flight plan is correct. This includes: flight rules (V or Z), departing aerodrome (LSGG), route (Cities, VFR waypoints, VOR, airports, GPS coordinates).
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Geneva Apron hello, HB-PQN, Piper Saratoga at General Aviation sector, request taxi, information F.
HB-PQN, Geneva Apron, hello. Squawk 7045, QNH1018, taxi to holding point Y runway 22 via Y.
Squawk 7045, QNH1018, taxi to holding point Y runway 22 via Y, HB-PQN.
H-QN, report ready for departure.
Wilco, H-QN.
H-QN, ready for departure.
H-QN, contact Tower, 118.700.
118.700, H-QN.
7 . 4 . 2 T A K E - O F F C L E A R A N C E
On initial contact with Geneva TWR, the pilot gives his intended exit route. If, for any reason, the route is not available, TWR must suggest another one. The route must be confirmed by TWR controller while giving the take-off clearance.
If the route crosses the runway axis, explicit clearance must be given for this. This can be done when the aircraft is airborne.
Geneva Tower hello, HB-PQN, holding point Y runway 22, ready for departure, outbound route E.
HB-PQN, Geneva Tower. Line up runway 22 and wait, your departure in 2 minutes for wake turbulence separation.
Line up runway 22, HB-PQN.
H-QN, leave control zone via route E, report right-hand downwind. The wind 220/08, runway 22, cleared for take-off.
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Leave CTR via route E, runway 22, cleared for take-off, H-QN.
Right-hand downwind runway 22, H-QN.
H-QN, cross runway axis, follow route E.
Cross runway axis, follow route E, H-QN.
7 . 4 . 3 T R A F F I C L E A V I N G C T R
VFR traffic have to report when reaching the first waypoint out of the CTR of their route (E, N, S, W). TWR may spontaneously release or transfer the traffic as soon as it has passed the CTR boundary. If Arrival or upper stations are online and agree to do it, they can assure flight information service for the departing flight. In any case, the pilot must be instructed to squawk VFR or 7000 when leaving frequency.
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H-QN, E, 3500ft.
H-MT, squawk VFR, frequency change approved, flight information available on 124.700.
Squawk VFR, leaving frequency, H-QN.
7 . 4 . 4 T R A F F I C E N T E R I N G C T R F O R L A N D I N G
VFR Traffic wishing to land in Geneva have to contact TWR before reaching E, N, S or W. TWR must give them the instruction either to enter control zone via route E/N/S/W or to remain outside of the control zone. On initial contact, TWR will give the QNH and a squawk. Arrivals from E and S will proceed via SE and GE, arrivals from E and W will proceed via NW and GW.
TWR must give explicit clearance to join aerodrome circuit (i.e. to proceed beyond GW or GE), and where applicable, give explicit clearance to cross the runway axis. Overflying the city and the aerodrome must be done at 3000ft minimum; although this is written on the VFR charts, a reminder must be given to the pilot.
In case of very low traffic situation, a more direct routing can be approved by TWR (e.g. “From S, make a direct approach runway 04, report on final”).
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Geneva Tower, hello. HB-PNL, Evian, 3500ft, for landing via route E, information D.
HB-PNL, Geneva Tower, hello. Enter CTR via route E, QNH1019, squawk 7042.
Enter CTR via route E, QNH1018, squawk 7042, HB-PNL.
H-NL, orbit over SE, approximately 5 minutes delay due to inbound traffic.
Orbit over SE, H-NL.
H-NL, cross runway axis, minimum 3000ft until overflying the runway, join right-hand downwind runway 22.
Cross runway axis, minimum 3000ft until overflying the runway, join right-hand downwind runway 22, H-NL
H-NL, right-hand downwind runway 22.
H-NL, traffic one o’clock, 4 miles, easyJet A320, 4 miles final for runway 22.
Traffic in sight, H-NL.
H-NL, final runway 22.
H-NL, wind 250/04, runway 22, cleared to land.
Cleared to land runway 22, H-NL.
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7 . 4 . 5 T R A F F I C P A T T E R N S
VFR can execute traffic patterns for training purposes, with either full stop landing (vacating the runway and taxi back to the holding point), stop and go (stop on the runway and take-off from the same position), touch-and-go (touchdown, then take-off again in the same roll) or go-around. When the controller doesn’t need to know exactly which maneuver the pilot will use (not much traffic), he can use the term “option” as such: “Cleared for option”. This means that the runway is free for the pilot to use as he wishes (any of the options mentioned above).
Standard patterns are left-hand ones. If nothing is mentioned, “left-hand” is implied. To indicate a right-hand downwind or base, always explicitly say “right-hand”. The correct leg names for Geneva’s VFR patterns are described below:
When on a VFR arrival route, pilots can be instructed to join directly a certain leg of the pattern, in order to shorten their route, when this is needed for the traffic flow.
H-NL, turn right here on Z, contact Apron 121.855.
121.855, H-NL.
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Example: local VFR for patterns
7 . 4 . 6 T R A N S I T F L I G H T S W I T H I N T H E C T R
Transit flights within the CTR usually take place between via the VFR routes. The TWR controller instructs the pilot to follow the corresponding arrival route. When reaching GW or GE, the pilot must either be instructed to hold or to proceed to the opposite point (GW or GE). This is done by giving landmarks to follow, such as: “After GE proceed via threshold runway 04 to GW. Leave control zone via route E”.
7 . 4 . 7 T R A F F I C I N F O R M A T I O N
As VFR to VFR and VFR to IFR are not separated within airspace class D, traffic information must be given to the pilots, whenever deemed necessary. In general, any opposite traffic will be given as well as when the pilot follows closely a VFR traffic on the same route. As a guideline, IFR to VFR traffic information is given when traffic are less than 3 NM from each other, if it is believed a dangerous proximity could occur (e.g. IFR on short final runway 22, VFR on right-hand downwind runway 22).
Geneva Tower, hello. HB-PQN, holding point Y runway 22, ready for departure, for circuit patterns.
HB-PQN, Geneva Tower, hello. After departure join right-hand downwind runway 22, wind 200/07, runway 22, cleared for take-off.
After take-off join right-hand downwind runway 22, runway 22, cleared for take-off, HB-PQN.
HB-PQN, right-hand downwind runway 22 for touch-and-go.
H-QN, roger.
H-QN, final runway 22.
H-QN, wind 200/04, runway 22, cleared for option.
Cleared for option runway 22, H-QN.
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Traffic information should always include:
• The type of traffic • Position (either a defined point on a route or traffic pattern or a relative bearing) • Altitude (either absolute or relative, except if the position doesn’t necessitate it –
for example, “short final” or “just departed”)
Traffic information: opposite VFR.
HB-PIG, traffic information, Cessna 172, over NW, 3000ft, inbound for landing.
Traffic in sight, HB-PIG.
HB-KOP, traffic information, Diamond DA40, just departed runway 22, leaving via route N.
Looking out, HB-KOP.
Traffic information: VFR traffic departing on the same outbound route. In this case, traffic information will be given only to the following traffic, as the first one has no chances of seeing it.
HB-SGD, traffic information, Cessna 172, overhead the airport at 3000ft, also leaving via route S.
Traffic in sight, HB-SGD.
Traffic information: VFR traffic joining downwind runway 04 and IFR traffic on short final runway 04.
HB-SDO, traffic information, Iberia A320 on short final runway 04, report in sight.
Traffic in sight, HB-SDO.
IBE4510, for information, a single engine piston is joining downwind runway 04.
Traffic in sight, IBE4510.
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7 . 4 . 8 T R A F F I C M A N A G E M E N T
As TWR, you cannot give radar vectors (except when immediate separation has to be achieved). However, you may instruct to VFR traffic to, for example:
• “Make an orbit to the right over present position, report completed” • “Orbit to your right until advised” • “Orbit over GE” • “Extend downwind until advised” • “From present position, turn left to GW and hold” • “Traffic is a Cessna 172 on final, join final behind” • “Turn now left for base”
In case the pilot is lost, requires it or if needed for separation, TWR may issue radar vectors to guide the aircraft. However, radar vectors must stop on a base leg latest and the pilot has to be instructed to “remain VMC and keep own separation to terrain”. No vector that can endanger an aircraft must be given.
7 .5 D EP AR T U R E R E L EA S E
As VFR flights are very often light aircraft, the wake turbulence separation minima (time based) have to be applied.
If an IFR flight is waiting behind a departing VFR flight, the IFR may receive its take-off clearance as soon as the VFR has cleared the axis of the runway and it is known that it won’t be crossing the axis again.
7 .6 H EL IC O PT ER S
Helicopters under VFR are to be handled, when not otherwise prescribed, as normal VFR flights. However, there are a few differences concerning callsign and take-off procedures. In Geneva CTR, Helicopters are under responsibility of Geneva TWR. Zurich Apron must not handle helicopters.
7 . 6 . 1 H E L I C O P T E R C A L L S I G N S
The word „Helicopter“ has to be stated for each communication. Note that “Helicopter” might be replaced by the manufacturer (for example, “Bell”). Then, the registration will be used and shortened as for an aircraft. For example, HB-ZEN will be Helicopter HB-ZEN. Once both stations have pronounced it entirely, the shortened callsign will be Helicopter EN.
7 . 6 . 2 H E L I C O P T E R T A X I
There are three ways helicopter can taxi. If they are fitted with gear, they can roll on the ground just as airplanes do. If they are not, they can lift off and, by remaining in the ground effect (less than 5m from the ground), follow the given taxiways. This is what is called “Hover taxi”. “Air Taxi” refers to the same manoeuver, but allows the pilot to leave the ground effect and fly to the given place. Note that in Geneva, hover taxi and air taxi is only
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allowed along runways, taxiways and on the HEL parking. The instruction “Taxi” gives the pilot the freedom to choose between “Ground Taxi” or “Hover Taxi”.
Helicopter HBZEN, request taxi for departure runway 04.
Helicopter EN, taxi holding point Z runway 04, QNH1014.
Taxi holding point Z runway 04, QNH1014, Helicopter EN.
7 . 6 . 3 H E L I C O P T E R D E P A R T U R E S
For departure, helicopters are more flexible than aircraft. They can take-off from runways, but also directly from helipads, or even taxiways. For the designated areas (runways), an explicit clearance will be given. If the pilot wants to take-off or land on an area which is not designated (landing site away from the airport, taxiways, helipads, etc…) the ATC cannot guarantee that there is no inherent danger for the pilot. Therefore, in these cases, “at your discretion” will be added.
In no circumstances can a helicopter fly over parked or taxiing aircraft. No simultaneous operations (i.e. Landing or Take-off) are allowed on the HEL parking.
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Take-off on the runway:
Helicopter EN, ready for departure, outbound route W.
Helicopter EN, leave control zone via route W, wind 280/05, runway 22 intersection Y, cleared for take-off.
Runway 22 intersection Y, cleared for take-off, route W, Helicopter EN.
Take-off from the helipad:
Helicopter EN, ready for departure outbound route W.
Helicopter EN, leave control zone via route W, wind 280/5, from helipad, depart at your discretion.
From helipad, depart own discretion, route W, Helicopter EN.
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7 . 6 . 4 H E L I C O P T E R A R R I V A L S
When instructing a helicopter to land on a helipad (landing at own discretion), TWR shall specify the assigned helipad number (helipad 1-6).
Helicopter landing:
Geneva Tower, Helicopter HB-ZEN, Cruseilles 3500ft, for landing via route S, information K.
Helicopter HB-ZEN, Geneva Tower, hello. Enter CTR via route S, report Palexpo, QNH1020, squawk 7043.
Enter CTR via route S, QNH1020, squawk 7043, Helicopter HB-ZEN.
Helicopter HB-ZEN, Palexpo, 2000ft.
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Helicopter EN, roger, orbit over Palexpo, one more arrival before yours.
Orbit over Palexpo, Helicopter EN.
Helicopter EN, cross runway axis, landing at your discretion on helipad 2, wind 240/07.
Cross runway axis, landing own discretion, helipad 2, Helicopter EN.
7 . 6 . 5 R E G A A N D O T H E R S P E C I A L F L I G H T S
REGA flights sometimes take place within the CTR Geneva. Usually, urgent REGA flights have priority over other traffic. If the helicopter is on an urgent mission, the callsign “REGA” will be used, followed by a number (e.g. “REGA1”). In this case, the most direct routings must be given without compromising safety of IFR flights. However, if the helicopter is used for repositioning or training, the callsign will be “REGA” followed by the two last letters of the registration of the helicopter. In this case, the traffic must be handled just as any other traffic.
It may also happen that the REGA helicopters transfer a patient from the airport to the “HUG” (Hopitaux Universitaires de Genève). However, as this is not part of the designated landing or take-off area, the landing will be at pilot’s discretion.
This chapter is also applicable to other helicopter flights requiring special handling.
Geneva Tower, REGA1, REGA helipad, information E, ready for departure direct HUG.
REGA1, Geneva Tower, QNH1010, squawk 7046.
QNH1010, squawk 7046, REGA1.
REGA1, wind 070/3, REGA helipad, departure own discretion, cleared to cross runway axis direction HUG. Next report on final.
REGA helipad, departure own discretion, cleared to cross
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runway axis direction HUG, wilco, REGA1.
When the helicopter is on final for the outside helipad:
REGA1, final HUG.
REGA1, landing own discretion, next report ready to leave HUG.
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SECTION 3 – APPROACH CONTROLLER A P P , D E P
1. DUTIES AND RESPONSIBIL ITIES
1 .1 G EN EV A AR R IV A L ( L SG G _ A PP )
• Handles all IFR arrivals, until they enter F_APP’s AoR (if F_APP is online) • Handles all traffic passing within his AoR (VFR and IFR) • Ensures a minimum separation of 3NM (horizontally) or 1000ft (vertically) with other
traffic to all traffic under his supervision and inside of the TMA (up to FL195, and including TMA 8 LFLL).
• Coordinates when required with adjacent controllers • If no other APP stations are online, overtakes the duties and responsibilities of DEP
and F_APP • Overtakes the upper Aerodrome Position available if offline • Handles missed approaches.
1 .2 G EN EV A F IN AL ( L SG G _ F _ A PP)
• Handles all IFR arrivals within his AoR, until they are established on final approach • Ensures an efficient traffic flow on final • Ensures that minimum separations (radar or wake turbulence) are guaranteed.
1 .3 G EN EV A D E P AR T U R E ( L SG G _ D E P)
• Handles all IFR departures • Handles all traffic passing within his AoR (VFR and IFR) • Ensures a minimum separation of 3NM (horizontally) or 1000ft (vertically) with other
traffic to all traffic under his supervision and inside of the TMA (up to FL195, and including TMA 8 LFLL).
• Coordinates when required with adjacent controllers.
2. AREAS OF RESPONSIBIL ITY Below are the areas of responsibilities for the APP stations in Geneva.
Without coordination, it is forbidden to let an aircraft descend or climb through the area of responsibility of another controller. Any direct to a waypoint in another controller’s area of responsibility also has to be coordinated.
Even if LSGG_APP is the only APP station online, it is of good practice to keep the area of responsibility of DEP free of any traffic to avoid potential collisions.
The areas of responsibility change according to the current runway in use.
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2 .1 R U N W A Y 0 4 IN U SE
The lateral limits of the AoR are those of the TMAs, plus TMA 8 LFLL.
The upper limit is generally FL155. Inside the “balcony” (dark red/dark blue zone below), the upper limit is FL195. The lower limit is that of the TMAs.
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2 .2 R U N W A Y 2 2 IN U SE
The lateral limits of the AoR are those of the TMAs, plus TMA 8 LFLL.
The upper limit is generally FL155. Inside the “balcony” (dark grey below), the upper limit is FL195. The lower limit is that of the TMAs.
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3. SEPARATION
3 .1 R ED U C ED H O R I Z O N T AL S E P AR AT IO N
As the radar coverage is especially good in Geneva, we are allowed to reduce horizontal separation to 3 NM (the standard being 5 NM). Therefore, the minima of separation are 1000ft vertically and 3 NM horizontally. Note that this is only valid within the TMAs of LSGG as well as TMA 8 LFLL, up to FL195.
On the ILS, between two aircraft established on the same localizer, a reduced separation of 2.5NM is allowed provided that the two concerned traffic are less than 10 NM final. Note that the radar wake turbulence minima must always be observed and complied with.
Composite separation is not to be applied.
3 .2 T R AN S IT IO N AL T IT U D E AN D L E VE L
Be aware that the Transition Altitude (TA) is separated from the Transition Level (TRL) 80 only when the QNH is equal to or higher than 1013 hPa.
In case of a TRL 90, the TA and TRL are vertically separated by 1000ft or more only when the QNH is equal to or higher than 980 hPa.
The following table summarizes the possible situations.
QNH TA TRL Separated
≥ 1013 7000ft FL80 Yes
991-1012 7000ft FL80 No
980-990 7000ft FL90 Yes
≤ 979 7000ft FL90 No
Example: in case of a QNH 1000, the TRL is 80. A traffic at FL80 and another one at 7000ft are in fact separated only by 650ft. To separate those two traffics, they must either be at 7000ft and FL90, or at 6000ft and FL80.
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4. ADJACENT AIRPORTS
4 .1 L YO N ( L F L L )
Runway 35R: ILS Runway 17L: ILS
Arrivals to Lyon (LFLL) remain with Swiss Radar.
• Cleared for MILPA5N (if runway 35 in use) / MILPA5S (if runway 17 in use) • MILPA at FL160; 5NM after MILPA, cleared FL120
Handoff to LFLL_APP or LFMM_NW_CTR.
4 .2 C H AM BÉR Y ( L F L B)
Runway 18: ILS Runway 36: Circling VPT
Arrivals to Chambéry (LFLB) shall be handled as such:
• SALEV at FL80 • SALEV1P • COLLO is the IAF for runway 18 • Intercept at D12.1 at 6500ft • If runway 36 is in use, circling VPT 36
The traffic should be transferred at COLLO, to LFLB_APP if online, LFLL_APP, or LFMM_NW_CTR.
4 .3 A N N EC Y ( L F L P)
Runway 04: RNP Z Runway 22: Circling VPT
Arrivals to Annecy (LFLP) shall be handled as such:
• SALEV at FL80 • SALEV1P • COLLO is the IAF for runway 04 • Final approach track intercept at IP04Z 3900ft • Final approach path intercept at FP04Z 3500ft • If runway 22 is in use, VPT 22.
The traffic should be transferred at COLLO, to LFLB_APP if online, LFLL_APP, or LFMM_NW_CTR.
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4 .4 A N N E M A S SE ( L F L I )
4 . 4 . 1 D E P A R T U R E
Annemasse (LFLI) is a VFR airport, but occasionally pilots will depart with a Z flight plan to join IFR inside LSGG TMA.
The pilot is expected to contact the station responsible for Geneva DEP before departure to request an IFR pickup clearance. DEP will instruct the traffic to proceed VFR to MOLUS or CBY (according to the flight direction), remaining out of LSGG C and D airspace.
The pilot will then switch back to the aerodrome frequency (or UNICOM, as appropriate) and contact DEP:
• As soon as airborne, if RWY 30 is in use • When leaving the aerodrome pattern, if RWY 12 is in use.
The altitude of IFR joining should be assigned according to the applicable MRVA and TMA limits.
Geneva Departure, hello, F-GFKR at Annemasse, PA28, request to join IFR after departure over MOLUS, information B.
F-GFKR, Geneva Departure hello, once airborne proceed VFR to MOLUS, remain out of class D and C airspace, contact me when leaving the aerodrome pattern.
Once airborne proceed VFR to MOLUS, remain out of class D and C airspace, will contact you when leaving the aerodrome pattern, F-GFKR.
Geneva Departure, hello again, F-GFKR, over Annemasse, 2500ft.
F-GFKR, Geneva Departure hello again, squawk 4241, QNH Geneva 1012.
Squawk 4241, QNH Geneva 1012, F-GFKR.
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F-GFKR, identified. Proceed to MOLUS, climb to FL90, IFR starts when passing 6000ft.
4 . 4 . 2 A R R I V A L
Occasionally, flights to Annemasse will perform an ILS (or other approach) runway 22, and cancel IFR at some point in the approach to proceed VFR to Annemasse. These traffics should be cleared normally for the ILS (or else) runway 22.
Coordination with Geneva TWR is required, due to the fact that the traffic may come close or even enter the CTR of Geneva. As long as coordination is made, no transfer to TWR is required.
F-GFKR, cleared ILS approach runway 22, report ready to cancel IFR.
Cleared ILS approach runway 22, wilco, F-GFKR.
Established ILS runway 22, request to cancel IFR, F-GFKR.
F-GFKR, IFR cancelled at time 55, remain VFR, VMC. Leave and remain outside C and D airspace, squawk VFR.
IFR cancelled at time 55, remain VFR, VMC. Leave and remain outside of C and D airspace, squawk VFR, F-GFKR.
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5. IFR DEPARTURES
5 .1 G EN ER AL
Traffics will be received from TWR as soon as they reach 2000ft AMSL. Traffic shall be identified by Geneva Departure. Maximum climb clearance is FL150 (FL190 for BALSI and DEPUL departures), according to traffic situation.
The identification is achieved as long as:
• The aircraft is visible on the radar screen • The callsign announced by the pilot corresponds to the callsign on the radar screen • The altitude announced by the pilot corresponds to the altitude displayed on the radar
within + or – 300ft. If the pilot doesn’t say the passing altitude, the controller reads the altitude displayed on the radar “Identified, passing 2400ft…”.
• If the aircraft is a Heavy, “heavy” shall be included in the identification (appended to the callsign in the first call of both pilot and controller: “SWR65 heavy”).
Geneva Departure hello, EZS13AD, passing 3600ft, climbing FL90.
EZS13AD, Geneva Departure, identified. Climb FL190, when passing 6000ft proceed direct RUMIL.
Climb FL190, when passing 6000ft direct RUMIL, EZS13AD.
5 .2 C O O R D IN AT IO N W IT H T O W ER
See Section 2 5.1 Coordination with APP controller.
Local IFR flights shall be approved by APP before the clearance is issued. APP should provide the SID or other departure to be assigned. If APP cannot accept the traffic right away, an estimated delay shall be passed to the pilot.
5 .3 S H O R T C U T S
All changes to route and SID must be coordinated with the station that will be affected by it. The directs below can be given without coordination because they remain within LSGG AoR.
SID Direct Altitude
ARBOS LEGVO 6000ft
BALSI (04) BALSI (22)
RUMIL BEVEN
6000ft
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DEPUL ARGIS / PAS 6000ft
DIPIR KELUK 6000ft
MEDAM ESAPI 6000ft
5 .4 H AN D O F F S
Depending on the departure route, handoffs must be done either to LSAG (or the station responsible for it) or LFMM_NW_CTR.
• BALSI and DEPUL departures: handoff to LFMM_NW_CTR around FL120, cleared to FL190
• All other departures: handoff to LSAG when passing FL80, cleared to FL150.
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6. IFR ARRIVALS
6 .1 G EN ER AL
IFR Arrivals will be received from the responsible ACC as soon as they are cleared for the STAR and down to FL160.
Radar identification has to be performed only if the traffics come from UNICOM. Traffic have to report the current ATIS identifier. If not, they will be advised to check the current ATIS information. If the aircraft is a Heavy, “heavy” shall be included in the identification (appended to the callsign in the first call of both pilot and controller: “SWR65 heavy”).
In Geneva, all RNAV (standard) STARs end on a downwind track, which means the pilots are supposed to continue on the downwind until instructed to turn base by ATC. On IVAO, however, most pilots don’t read the charts carefully enough, and it happens very often that they turn onto base without having received an instruction. To avoid that, when the traffic is on a downwind, he must be instructed to “maintain present heading”.
Geneva Arrival, hello, EZS32HE, FL190 descending to FL160, A319, information W.
EZS32HE, Geneva Arrival, hello, identified. Continue on the BENOT1P arrival, expect ILS runway 04, descend FL130.
Continue on BENOT1P, expecting ILS 04, descend FL130, EZS32HE.
EZS32HE, maintain present heading, descend FL80.
Maintain present heading, descend FL80, EZS32HE.
EZS32HE, turn right heading 320 for base, descend 7000ft, QNH1019.
Right heading 320, descend 7000ft, QNH1019, EZS32HE.
EZS32HE, descend 6000ft, turn right heading 020, cleared ILS runway 04, report established.
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Descend 6000ft, right heading 020, cleared ILS 04, wilco, EZS32HE.
EZS32HE, established ILS 04.
EZS32HE, maintain 180kts or more until 6NM, contact Tower 118.700.
180kts or more until 6NM, 118.700, EZS32HE.
In order to permit a departure, 6NM is recommended between two arrivals, with the first being stabilized at 180kt or greater and the second being stabilized at 160kts or less to avoid loss of separation.
6 .2 C O O R D IN AT IO N
Every arrival to the other runway than the one in use must be coordinated by APP controller and approved by TWR controller. Visual approaches are also to be coordinated with TWR.
Geneva Arrival coordinates with the responsible ACC controller in case any delay is necessary. In this case, ACC will let aircraft hold over the last published holding within his area of responsibility. Once airspace is less congested, Geneva Arrival gives authorization to ACC to let aircraft continue on the arrival route.
6 .3 H O L D IN G S
For each aircraft that receives the instruction to hold, the estimated approach time (EAT, time at which the aircraft is expected to leave the hold), shall be given. In case the EAT is in less than 10 minutes, the controller can give the expected number of holds to be flown (“Expect two holding patterns”). If the controller wants the aircraft to fly the published holding, the instruction shall be given to “hold as published”. The holding level shall be confirmed. DINIG, GOLEB, NEMOS and VADAR are holds commonly used by Swiss Radar on request of Geneva Arrival in case of airspace congestion. Marseille Control shall use the CBY hold for BELUS arrivals.
EZS32HE, hold at VADAR as published, FL110, Expected Approach Time 34.
Hold at VADAR as published, FL110, roger, EZS32HE.
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When it is time to leave the hold, cancel the hold explicitly and give the pilot further routing instructions (heading, direct…).
EZS32HE, cancel the hold, turn left heading 140, vectoring for ILS runway 22.
Cancel the hold, left heading 140, vectoring ILS 22, EZS32HE.
6 .4 S P E ED R E ST R I C T IO N S
In order to arrange a proper sequence, following speeds are recommended:
• 250-210kts below FL100 • 210kts when turning on a base or downwind leg (or handoff to LSGG_F_APP) • 180kts when established on localizer • 160kts between 8 and 5 NM final • Final approach speed from 5NM until touchdown
Note that whenever a traffic is instructed to reduce speed at 210kts (230kts for Heavy aircraft) and below, there is a good chance that the speed lays below minimum clean speed, meaning that the pilot will have to use flaps. A new speed increment thereafter might be refused by the pilot. A speed reduction at 210kts (230kts for Heavy aircraft) and below is not recommended when the aircraft is more than 40 NM from touchdown. In case of doubt, pilots may also be required to reduce to minimum clean speed.
EZS76ME, reduce minimum clean speed and report.
Reducing minimum clean speed, 208kts, EZS76ME.
Other speed reductions might be requested by ATC, such as:
• Speed 210kts or less • Speed 180kts or greater until 6 miles final (this is the highest value that can be ordered
when established on the final approach). • Speed 160kts or greater until 4 miles final (this is the highest value that can be ordered
between 6 and 4 miles from touchdown).
Once not required anymore, ATC shall inform pilots that no more speed restrictions apply to them.
Established ILS 22, EZS76ME.
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EZS76ME, 5 miles behind a company A320, reduce speed 180kts or less.
Speed 180kts or less, EZS76ME.
EZS1510, maintain 180kts or greater to 6NM final.
180kts or greater to 6NM final, EZS1510.
6 .5 S T AN D AR D AR R I VA L R O U T ES ( S T AR )
6 . 5 . 1 P R E F E R R E D S T A R S
Where there is more than one STAR available for one waypoint, the RNAV STARs are always preferred for equipped aircraft. Then, the following are preferred:
Runway 04:
• BENOT: #P (south) • ULMES: #P (south)
Runway 22:
• BENOT: #R
APP may approve or request the ACC controller to assign the alternative STARs if desired or needed.
6 . 5 . 2 S H O R T C U T S
When shortening the arrival route, keep in mind that jets have a very limited ability to slow down and descent at the same time (it’s pretty much one or the other).
Directs on the STAR can be given depending on the traffic situation and always according to the relevant MRVA. ATC can approve the use of high speed, which cancels the speed constraints on the STAR. This will enable the aircraft to descend more steeply. However, keep in mind that jets, in this case, will need a near level-off segment to bleed off the speed at some point.
6 . 5 . 3 D E S C E N T O N T H E S T A R
ICAO allows for the controller to clear the pilot down to a certain level, whilst following the altitude restrictions on the STAR (e.g. “Descent 7000ft via STAR”).
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In Switzerland, this procedure is NOT applied, and it remains controller’s responsibility to make the traffic descend according to the restrictions, or to explicitly cancel those restrictions as long as MRVA and TMA minimum altitudes are respected.
6 .6 R AD AR V EC T O R S
6 . 6 . 1 G E N E R A L
On arrival in Geneva, radar vectors are systematically used to instruct the pilots to turn onto base, as the STARs end on a downwind track. Usually, pilots will have been instructed to “maintain present heading” when on the downwind, so will already be under radar vectors.
When giving radar vectors, the reason shall always be stated (e.g. “vectors for ILS 04”, “for separation”, etc.) Once radar vectoring is terminated, the traffic will be instructed to resume own navigation (e.g. “resume own navigation direct SPR”, “cleared ILS 04”.)
When vectoring the aircraft away from its expected arrival track, the number of track miles should be communicated to the pilot in order for him to plan his descend accordingly. If the vectoring remains close to the expected track, there is no need for this.
EZS76ME, turn left heading 140, vectoring for ILS 22, 30 track miles.
Left heading 140, vectoring for ILS 22, EZS76ME.
Whenever a vector will take the aircraft across the final approach track, inform the pilot of this, and state what he can expect afterwards.
SWR56R, turn left heading 360, you will cross the localizer, afterwards expect left-hand vectors for runway 04.
Left heading 360, roger, SWR56R.
6 . 6 . 2 M R V A
MRVAs (Minimum Radar Vectoring Altitudes) are to be found on the sectorfile. In no cases can a controller give a shortcut or a radar vector below the MRVAs (risk of collision with terrain, risk of losing radio or radar contact, etc…). The traffic may descend below the MVAs only once he is established on the final approach course.
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6 . 6 . 3 A I R S P A C E U S E
Aircraft have to be kept within controlled airspace. If this cannot be assured, the pilot must be informed that he is entering airspace E: “You are now entering airspace E. Lookout for possible VFR traffic”. Note that letting an aircraft fly into E airspace jeopardizes flight safety. Therefore, the only reasons to let an aircraft descend into E airspace are the following:
• Emergency separation • Abnormal situation leaving no other choice to the pilot (icing, one engine out, etc…)
In no cases should the pilot be cleared to descend below the MRVA. If this was needed, the pilot has to be instructed to keep VMC and own separation to terrain.
Whenever possible, traffic shall be kept with a margin of 2.5NM laterally and 500ft vertically from E airspace.
6 .7 F IN AL IN T ER C E P T IO N
The difference between the final intercept heading and the final approach course should be no greater than 30°, and must be less than 45°. If, by clearing the pilot directly to the platform altitude, there is a risk that the pilot descends below the MRVA or below airspace C, the pilot must be instructed to first intercept the localizer. Once the pilot is established on the localizer, he shall be instructed to descend to platform altitude and cleared for the corresponding approach.
EZS1386, turn right heading 200, descend FL80, intercept localizer runway 22.
Right heading 200, descend FL80, intercept localizer runway 22, EZS1386.
EZS1386, descend 7000ft, cleared ILS approach runway 22, report established.
Descend 7000ft, cleared ILS approach runway 22, wilco, EZS1386.
The aircraft shall be established on the LOC/final approach course latest one nautical mile before:
• ILS 04, RNP 04: BELKA (6000ft) • VOR 04: D13.7 GVA (6000ft)
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• ILS 22, RNP 22, VOR 22: GG808 (4000ft)
For approaches to runway 22, interception can also be done at SPR at 7000ft, but the final approach point is GG808.
6 . 7 . 1 C A N C E L L E D / M I S S E D A P P R O A C H
If, for any reason, the traffic cannot continue with the approach after the approach clearance has been issued („cleared ILS/RNP runway 14“), there are two cases:
• If the traffic has not started descent below the platform (FAF/FAP) altitude, it is a cancelled approach.
• If the traffic has started descent below the platform (FAF/FAP) altitude, it is a missed approach.
In case of a cancelled approach, the traffic shall be explicitely instructed to cancel the approach clearance and kept in a protected area (on the final approach track and/or missed approach track) until above applicable MRVA. Then, the traffic can be vectored for a new approach.
SWR1386, we have problems with the ILS, request re-vectoring for RNP 14.
SWR1386, roger, cancel approach clearance, climb 5000ft.
Cancel approach clearance, climb 5000ft, SWR1386.
SWR1386, turn left heading 360, vectoring for RNP approach runway 14.
Left heading 360, vectoring for RNP approach runway 14, SWR1386.
If the traffic has already started descent below the platform (FAF/FAP) altitude, it will be handled as a missed approach.
SWR1386, established ILS 28.
SWR1386, I see you 3NM south of the approach track. Go-around, I say again, SWR1386, go-around.
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Going around, SWR1386.
As with a standard go-around, leave the pilot time to execute the proper maneuver before giving further instructions.
6 .8 V I SU AL A PPR O AC H E S
Visual approaches are quite common in Geneva by fair weather. They allow for a significantly shorter approach than the instrument procedures.
During a visual approach, the pilot is responsible for his own separation to terrain. When making the request, the pilot must confirm he has the airfield environment in sight (this also implies that visual contact can be maintained throughout the approach).
A visual approach can be granted at any point during the arrival, as long as the aircraft is inside APP AoR and will remain so, and visual contact with the airfield environment is confirmed. When clearing a traffic for a visual approach, the controller will clear the aircraft down to the lowest altitude possible according to MRVA, and state by which point the aircraft must be established on final. After that, the track to become established on final is left up to the pilot, who is then responsible for descent below the MRVA.
EZS45HE, field in sight, request visual approach runway 04.
EZS45HE, traffic Swiss A320 on final, 10 o’clock, 6 miles, report in sight.
Traffic in sight, EZS45HE.
EZS45HE, descend 7000ft, cleared visual approach runway 04 to be established latest at PAS, maintain own separation from preceding Swiss A320.
Descend 7000ft, cleared visual approach runway 04 to be established latest at PAS, maintaining own separation from preceding Swiss A320, EZS45HE.
Final runway 04, EZS45HE.
EZS45HE, contact Tower 118.700.
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118.700, EZS45HE.
6 .9 W AK E T U R BU L E N C E
The following minimum separations have to be applied:
In case the minimum wake turbulence separation or the minimum radar separation is lost, one of the traffic must be instructed to perform a missed approach. In normal operations, the traffic with the higher altitude is the one to go around.
If no separation is prescribed, a minimum of 6 NM is recommended if a departure is planned between two arrivals.
6 .1 0 S P AC IN G O N F I N AL A P PR O AC H IN C A S E O F L V P S
In case Low Visibility Procedures are in operation (CAT II/III are being used), the spacing has to be increased to a minimum of 6NM, and must be maintained until short final.
6 .1 1 M I S SED A PPR O AC H E S
In case of missed approach, or in case of a local IFR flight doing multiple ILS approaches, vectors to the south should be preferred, if traffic situation permits.
Succeeding aircraft Preceding aircraft Separation minima
Heavy
Following a
Heavy 4 NM
Medium Heavy 5 NM
Light Medium 5 NM
Light Heavy 6 NM
Heavy A380 6 NM
Medium A380 7 NM
Light A380 8 NM
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7. FL IGHT RULES CHANGE
7 .1 I F R P IC KU P
An aircraft flying VFR and wishing to change to IFR will request an IFR pickup on the appropriate frequency. The controller in charge will give a clearance limit, route, final or joining Flight Level, and IFR joining point (which can also be „now“).
Here is an example, with HB-PQN having a Z flight plan (VFR to IFR) from Yverdon to Geneva.
Geneva Arrival, hello, HB-PQN, Chavornay 4000ft, request IFR pickup to Geneva, FL80.
HB-PQN, Geneva Arrival hello, cleared to Geneva via SPR, climb FL80, squawk 1000. IFR starts when passing FL75.
Cleared to Geneva via SPR, climb FL80, squawk 1000. IFR starts when passing FL75, HB-PQN.
H-QN, fly direct SPR, expect ILS 22.
Direct SPR, expect ILS 22, H-QN.
7 .2 I F R C AN C E L L AT I O N
When flying under IFR and wishing to change to VFR, the pilot will request to cancel IFR. He must confirm that he is and can remain VMC.
HB-CHV, SPR 7000ft, VMC, request to cancel IFR and proceed via route N for landing in Geneva.
HB-CHV, IFR cancelled at time 13, proceed VFR to N, descend below TMA, Geneva QNH1012. Squawk VFR.
IFR cancelled at time 13, proceed VFR to N, descend below TMA, QNH1012, Squawk VFR, HB-CHV.
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Once traffic is below TMA:
H-HV, contact Tower 118.700.
118.700, H-HV.
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8. TRANSIT FLIGHTS THROUGH THE AREA OF RESPONSIBIL ITY
An aircraft that is crossing the area of responsibility of LSGG_APP (at or below FL155) has to be handed over from the responsible ACC or picked from UNICOM. On initial contact, APP controller shall issue a route clearance (to the last waypoint before the end of the area of responsibility) and altitude clearance.
For example:
• “Cleared direct to VADAR, FL130” • “Cleared to SOSAL via flight plan route, FL110”
In case there is no traffic within your area of responsibility, you may also let the traffic remain on ACC frequency.
Transit flights through the LSGG TMA can be in conflict with LSGG departure traffics if they are below FL100, as the departures are initially cleared to FL90. Therefore, if a transit flight needs to descend below FL100, coordination with DEP is required.
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9. VFR FL IGHTS VFR flights must obtain an explicit clearance to enter airspace C and D. This will be issued by the controller in charge of the area (TWR or APP), and valid only for his area. In airspace class C, VFR have to be separated from IFR flights by 3NM (horizontally) or 1000ft (vertically).
A clearance to enter airspace Charlie will include a transponder code, an identification, a Flight Level or altitude and a route clearance (or heading). Furthermore, instruction will be given to “remain VMC”. The route shall be requested by the pilot. If not, the route of the flight plan will be issued. Note that issuing IFR flight levels to VFR will make keeping the separation minima easier (FL80 instead of FL85).
Geneva Arrival, HB-PIG, Le Bouveret, 5500ft, request to enter C airspaces of Geneva, routing Vevey, Lausanne, Chavornay at FL105.
HB-PIG, Geneva Arrival hello, squawk 4251.
Squawk 4251, HB-PIG.
H-IG, identified, cleared to enter C airspaces of Geneva, route Vevey-Lausanne-Chavornay, climb to FL100. Remain VMC, report for any route or level change.
Cleared to enter C airspaces of Geneva, route Vevey-Lausanne-Chavornay, climb to FL100. Remain VMC, report for any route or level change, H-IG.
In case of airspace congestion, the controller may refuse VFR traffic.
HB-PIG, Geneva Arrival hello, due to traffic, remain below C airspaces of Geneva. Flight information available on 124.700.
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Whenever possible, VFR pilots will be cleared to follow their requested routing. If deemed necessary for separation or safety purposes, the APP controller might vector the VFR traffic, provided it has been identified. By doing so, the responsibility of maintaining the vertical and horizontal separation to clouds remains with the pilot. Therefore, the radar vectors should look like that:
HB-PIG, turn right heading 060 for separation, remain VMC at all times.
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10 . LOCAL IFR FL IGHTS
1 0 . 1 D EP AR T U R E
Local IFR flights (flights within the area of responsibility of LSGG_APP), have to be coordinated before receiving their IFR clearance.
APP (in conjunction with DEP, if online) shall define which SID (see section 2, 5.4.3 SID assignment), or which vectored departure, is to be assigned. Further route clearance will be issued by APP.
1 0 . 2 A R R I V AL
If the pilot is approaching for instrument approach training, the controller shall ensure the pilot is ready for the approach.
EZS26LC, Geneva Departure, identified. Climb FL90, report ready for the approach.
Further clearance will then be issued (heading, direct to, etc…).
If the pilot is still not ready when reaching the clearance limit, he might be sent to a waypoint in order to hold. This will give time to the pilot to prepare the approach and to the controller to focus on other traffic.
If the traffic is planning a touch-and-go, stop-and-go or low approach, the Approach controller shall give instructions for the pilot to follow after the maneuver (missed approach procedure / SID / vectors). This should be done as early as possible, in order to give the pilot time to insert and/or prepare the procedure, and must be done before the approach clearance is given.
EZS26LC, after touch-and-go on runway 04, climb on runway track to FL80.
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ANNEX I – DEFINIT IONS
AAL Above Aerodrome Level
ASDA Accelerate Stop Distance Available. Maximum distance available to apply take off power and come to a full stop after an interrupted take off.
CAT ILS Category (gives the abilities of the ILS, related to its installation/precision) Clear Air Turbulence
Ceiling Stands for BKN (broken) or OVC (overcast) clouds
FAF Final Approach Fix. The point at which the aircraft is usually established on the ILS. Usually includes an altitude.
Handoff Action of transferring a traffic to another controller. Includes the instruction to the pilot to change frequency and the transfer to another controller.
Handysheet Document produced and updated by the Swiss division. Used as a quick reference for the controller.
LDA Landing distance available. Length from the threshold to the end of the runway.
Release Refers to the moment at which the pilot is cleared for take off. Refers to the fact of transferring a pilot to UNICOM.
RVR Runway visual range. Stated METARs as R14/2000N, where 14 is the runway, 2000 is the visibility in meters, N is the tendency (N=Neutral, D=Down, U=Up).
RWY Runway
TODA Take off distance available. Includes the Take-off roll available and the clearway if provided.
TORA Take off roll available. Maximum distance available on the ground before the lift-off.
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ANNEX I I – COORDINATION DURING EVENTS This annex describes all the procedures to be used during Events. All the above described procedures remain valid.
P R I O R I T Y Stick to standard phraseology and spare some frequency time. Listen to the pilots’ readback. If you aren’t sure the pilot read back, confirm the information. If you didn’t understand what the pilot said, use “Say again”. If you need to give an important information to a pilot before the previous does his readback, use “BREAK BREAK” to separate the two transmissions.
Don’t forget, in case the situation becomes difficult because of the traffic, this order of priority is valid:
• Distress aircraft (MAYDAY) • Urgency aircraft (PAN PAN) • Aircraft in flight • Landing aircraft • Departing aircraft • Aircraft with engines running • Aircraft parked at gate
S T A N D B Y H A N D O F F S Again to spare some frequency time, all aircraft between DEL, A_GND and are handed off on « Standby ». This avoids the first call of the pilot and guarantees that when a communication is done, the pilot can taxi, line-up, take-off, etc…
In Aurora, the option “GTR” must be deactivated. Thereafter, no traffics will be shown on the Ground. When a traffic is received, it will simply appear on the screen, and the controller will know that he has to talk to it.
Here is an example of a standby handoff of an aircraft that just received its clearance:
SWR2805, readback correct. For start-up, monitor frequency 121.855 for Geneva Apron.
121.855, SWR2805.
As soon as Apron is ready to give a clearance to the aircraft, Apron will contact the pilot.
SWR2805, Geneva Apron, start-up and pushback approved, facing east.
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Push and start approved, facing east, SWR2805.
C O O R D I N A T I O N S T A N D A R D S During events, it is awaited that each controller is present on TeamSpeak 3 (ts3.ivao.ch). Controllers must not be muted and shall use Push-to-talk
3 Channels are usually used:
Channel A: LSGG_DEL, LSGG_A_GND, LSZH_TWR
Channel B: LSGG_APP, LSGG_F_APP, LSGG_DEP
Channel C: ACC Stations.
Controllers may move to other channels, but are expected to be on the assigned channel when traffic situation becomes difficult. The volume of TeamSpeak 3 shall be set lower than the volume of TeamSpeak 2, in order to give priority to traffics without having to mute oneself.
[ R F E ] G E N E R A L In case of problem while controlling, just raise your hand. A coordinator will help you.
[ R F E ] D E L I V E R Y C O O R D I N A T O R ( L S G G _ C _ D E L ) Delivery Coordinator plays a very important role in avoiding delays. Each time a traffic connects on the network, C_DEL assumes the traffic. He checks the gate, the flight plan (Departure, destination, EOBT). If correction is needed, he sends a chat directly to the pilot asking for corrections. He assigns a SID and the initial climb. Once the traffic is at SOBT-10 or CTOT-25, he hands off the traffic to DEL.
[ R F E ] G E N E V A D E L I V E R Y ( L S G G _ D E L ) Once a traffic is ready to receive its ATC clearance (earliest TOBT -10min), C_DEL (delivery coordinator) hands off the traffic to DEL. The flight strip is already filled by C_DEL. For squawk assignment, refer to the departure traffic sheet, where squawk are already assigned.
Once the traffic has received its ATC clearance, Geneva Delivery instructs him to monitor the Apron frequency. However, the handoff is made to C_GND. Check that no handoff message is sent (PVD, “Send handoff when on voice” unclicked).
If a traffic contacts DEL but the traffic is still with C_DEL, check the reason with the coordinator (use “stand-by” for the pilot). C_DEL will tell you the reason and you have to communicate that to the pilot. Either the pilot calls up too early, or he has been assigned a CTOT. The earliest clearance can be given at SOBT (scheduled off block time) -10minutes or at CTOT -25min.
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[ R F E ] A P R O N C O O R D I N A T O R ( L S G G _ C _ G N D ) Once a traffic has received its ATC clearance, LSGG_DEL hands off the traffic to C_GND. Once C_GND sees that traffic situation allows a pushback and start-up, C_GND hands off the traffic to the Apron controller. In case the waiting time for take-off exceeds 10 minutes (8 or more aircraft waiting at the holding point), C_GND delays departing traffic by assigning CTOTs (calculated take-off times). This must be integrated in the Drive Excel sheet.
[ R F E ] G E N E V A A P R O N ( L S G G _ A _ G N D ) Once a traffic is ready to pushback and start-up (means; it has received its clearance, is in its TOBT -5/+10 and traffic situation permits), Geneva Apron receives a handoff from LSGG_C_GND. Geneva Apron accepts the handoff and gives the pushback and start-up clearance as soon as possible. Keep in mind that traffic are only monitoring your frequency; you have to call them. Once the traffic is handed off to TWR, Apron controller marks it on the departure traffic sheet.
For arriving traffic, look at the separate gate sheet and direct the traffic to their respective gates. Each time a traffic receives taxi clearance to proceed to the gate, Apron controller marks it on the arriving traffic sheet.
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ANNEX I I I – FRENCH PHRASEOLOGY
N O M B R E S AFR2801 = Air France vingt-huit zéro un A321 = A trois-cent vingt-et-un QNH 1022 = Q N H mille vingt-deux Vent 240/10 = vent deux-cent quarante degrés, dix nœuds Piste 22 = piste vingt-deux Cap 180 = cap cent quatre-vingts Transpondeur 5712 = transpondeur cinquante-sept douze FL120 = niveau cent-vingt Vitesse 250kt = vitesse deux-cent cinquante nœuds Fréquence 121.855 = cent vingt-et-un décimale huit-cent cinquante-cinq
I N D I C A T I F S D ’ A P P E L
Station Indicatif d’appel
LSGG_DEL Genève Prévol
LSGG_A_GND Genève Trafic
LSGG_TWR Genève Tour
LSGG_DEP Genève Départ
LSGG_APP Genève Arrivée
LSGG_F_APP Genève Finale
LSAS_FSS Swiss Info
LSAG_INS_CTR Swiss Radar
LSAS_LM1_CTR
C L A I R A N C E I N I T I A L E Clairance IFR standard:
Genève Prévol, AFR2801, A321, position 10, demandons autorisation de vol à destination de Paris, information X.
AFR2801, Genève Prévol bonjour, autorisé pour Paris, départ SIROD7N, piste 04, niveau initial 90, transpondeur 1000.
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Autorisé pour Paris, départ SIROD7N, piste 04, niveau initial 90, transpondeur 1000, AFR2801.
AFR2801, correct.
AFR2801, prêts pour la mise en route et le repoussage.
AFR2801, contactez Genève Trafic fréquence 121.855.
121.855, AFR2801.
Départ sous vecteurs
Genève Prévol, ASR12, position 65, demandons autorisation pour vol local à destination de Genève, information B.
ASR12, Genève Prévol, je vous rappelle.
Roger, ASR12.
ASR12, êtes-vous prêt à copier ?
Affirme, ASR12.
ASR12, autorisé pour un vol local à destination de Genève, après départ piste 22, maintenez axe de piste, montez 7000 pieds. Transpondeur 1000.
Autorisé pour un vol local à destination de Genève, après départ piste 22, maintenons axe de poste, montons 7000 pieds, transpondeur 1000, ASR12.
ASR12, correct.
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D E M A R R A G E E T R E P O U S S A G E
Genève Trafic, AFR2801, prêts pour la mise en route et le repoussage.
AFR2801, Genève Trafic, QNH1022, mise en route et repoussage approuvés, face à l’ouest.
Mise en route et repoussage approuvés, face à l’ouest, AFR2801.
Retard :
AFR2801, Genève Trafic, prévoyez mise en route et repoussage dans 10 minutes, cause traffic à l’arrivée.
Roger, AFR2801.
R O U L A G E
AFR2801, demandons roulage.
AFR2801, laissez passer l’Airbus d’easyJet venant de votre droite, roulez point d’arrêt piste 04 via Inner, Link 1 et Outer.
Airbus en vue, laissons le passage, roulons point d’arrêt piste 04 via Inner, Link 1, Outer, AFR2801.
AFR2801, contactez Genève Tour, fréquence 118.700.
118.700, AFR2801.
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T R A V E R S E E D E P I S T E
Genève Tour, JFA86 sur Y pour traverser piste 22.
JFA86, Genève Tour, traversez piste 22 via Y et C, puis roulez intersection B piste 22.
Traversons piste 22 via Y et C, puis roulons intersection B piste 22, JFA86.
A L I G N E M E N T E T D E C O L L A G E
Genève Tour, EZS26LC, point d’attente A piste 22, prêt au départ.
EZS26LC, Genève Tour, maintenez point d’attente piste 22, trafic à l’arrivée.
Maintenons point d’attente piste 22, EZS26LC.
EZS26LC, alignez-vous piste 22 et attendez.
Nous alignons piste 22 et attendons, EZS26LC.
EZS26LC, le vent 300/04, piste 22, autorisé au décollage.
Autorisé décollage piste 22, EZS26LC.
A L I G N E M E N T C O N D I T I O N N E L
AFR2801, Airbus A220 de Swiss en finale piste 04, rappelez en vue.
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Swiss A220 en vue AFR2801.
AFR2801, derrière le Swiss A220 en finale, alignez-vous piste 04 et attendez, derrière.
Derrière le Swiss A220 en finale, nous alignerons piste 04 et attendrons derrière, AFR2801.
D E P A R T
Genève Départ, AFR2801, passons 3500 pieds, pour le niveau 90.
AFR2801, Genève Départ, identifiés. Montez niveau 150. Passant 6000 pieds, procédez direct SIROD.
Montons niveau 150, passant 6000 pieds, direct SIROD, AFR2801.
A R R I V E E
Genève Arrivée, AFR2801, A318, passons le niveau 190 en descente vers le 160, information M.
AFR2801, Genève Arrivée, continuez sur LUSAR1N, descendez niveau 120, prévoyez l’ILS piste 04.
Continuons sur LUSAR1N, descendons niveau 120, prévoyons l’ILS piste 04, AFR2801.
AFR2801, continuez cap actuel, descendez niveau 80.
Continuons cap actuel, descendons niveau 80, AFR2801.
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AFR2801, tournez à gauche au cap 140, descendez 6000 pieds, QNH1019.
Tournons à gauche au cap 140, descendons 6000 pieds, QNH1019, AFR2801.
AFR2801, tournez à gauche cap 070, autorisé approche ILS piste 04, rappelez établi.
Tournons à gauche cap 070, autorisé approche ILS piste 04, rappelons établi, AFR2801.
