SOP

• 📃Enroute
• Unit General Operating Procedures
• Chapter 1 - General Operation Procedures
• Chapter 2 - South control
• Chapter 3 - North control (Tel-Aviv ACC)
• Chapter 4 - Pluto control [WIP]
• Annex A | Standard Instrument Arrivals (STARs)
• 📃Ben Gurion
• GEN | General Operating Instructions
• GEN | BGN ADC <-> BGN APC LoA
• ADC | Aerodrome Control
• APC | Approach\Departure Control
• APC | TMA Control
• APC | BGN RADAR OPERATING PROCEDURES
• APC | ANNEX
• VATIL - CVACC || LOA
• VATIL JorvACC LOA
• GEN | נהלי כלליים - General Procedures
• העברת מכ"ם -- RADAR TRANSFER
• עדכון נהלים - Update of procidures
• Berifing Area
• TI - 26 - 10 - 01
• TI - 26 - 10 - 02
• TI - 26 - 10 - 03
• TI - 26 - 10 - 04
• TI - 26 - 10 - 05
• PI - 26 - 10 - 06
• PI - 26 - 10 - 07
• TI - 26 - 10 - 08
• TI - 26 - 10 - 09
• TI - 26 - 10 - 10
• TI - 26 - 10 - 11

📃Enroute

Unit General Operating Procedures

CHAPTER 1 Operating Procedures

1.1 Initial Clearance

1.1.1 Departure Clearances 

All traffic from within the LLLL FIR will depart on a standard departure, either IFR, CVFR, or Military ATS, as detailed in the SOP.
Elsewhere, clearances shall be coordinated with the relevant Radar position whose departure is within their area of responsibility

1.1.2 Arrival Clearances

Aircraft inbound to airfields within the Tel-Aviv FIR should be cleared for their route/STAR by the sector that controls them before entering the TMA/CTR of their destination airport.

The responsibility for issuing said clearance varies depending on the sector being controlled, according to the table below:

Sector	Destinations
Tel-Aviv ACC	LLBG (arrival from the west) LLHA (International)
Pluto ACC	LLIB LLHA (Domestic)
South ACC	LLER LLBG (arrival from the south) LLNV (see standing agreement)

1.1.2.1 Confirmation of STAR by Flight Crew

When an aircraft is transferred between Tel Aviv -> Ben Gurion, there is no need to report STAR.  They are expected to continue to fly their flight-planned route.
                                    If the previous controller has instructed the aircraft to fly a heading, the pilot will report the heading.

Where the reported STAR is correct, the controller does not need to reiterate the STAR to the pilot. Their report may be taken as confirmation that the pilot will follow the STAR, as reported.

Where the reported STAR is incorrect, the controller shall proceed as follows:

• If the routing and STAR need amending, the controller shall pass the routing and STAR instruction to the pilot in full and receive a full readback and confirmation that they can follow said route.
• If the STAR is from an outdated AIRAC cycle, the controller shall ascertain whether the pilot has the updated/correct STAR, and if yes, re-clear them on this up-to-date STAR.

If the pilot does not report the correct STAR, the controller shall pass the route to the aircraft and obtain a readback.

1.2 Use of "Expect level" Clearances

Many published STAR charts advise pilots of the levels that they should expect ATC to issue. Agreements between
Split sectors often require that certain climb/descent profiles be adhered to  maintain the correct
sector coordination sequence.

• Normally, use a single transmission where the expected flight level  – for
  example, “ELY2431, expect 10,000 level by AMMIT, report when ready for descent”

1.3 Holding Phraseology

To reduce instances of incorrect direction holding, controllers are to use the following phraseology when
instructing aircraft to hold: “(callsign) hold at (name), (left/right) hand turns, (as published)”.
For example: “ELY40 hold at PIKOG, left-hand turns, as published”.
If there is no published hold or the direction given differs from the published hold, controllers shall also
specify the inbound course and leg time/distance.

If the pattern is used while the traffic is descending or climbing, you may add at the end of the instruction the altitude clearance, for example:  “ELY2431 hold at AZERE, right-hand turns, as published, descend to FL210”.

1.4 Assumption of Electronic Aircraft Tags

The following procedures apply to all transfers of aircraft tags (Israel's internal & external).

1.4.1 Between Radar-Equipped Controllers

Controllers shall only ‘accept’ the transfer of an aircraft tag from a sending controller when the aircraft has
‘checked in’ on the receiving controller’s frequency

The transfer of an aircraft tag from a LLLL radar-equipped unit to another LLLL radar-equipped unit shall indicate
to the receiving controller that the aircraft has been identified, their Mode A code validated, and their Mode C
readout verified. However, aircraft outside of controlled airspace received from APC units should be instructed
to squawk IDENT in accordance with section 1.5.2 below.

1.4.2 Aircraft from Unstaffed Airspace

For aircraft coming from unstaffed airspace, controllers should assume the tag after sending a ‘contact me.’
request. This signals to other controllers that they are trying to contact the aircraft.

1.4.3 Departures

Controllers should not assume aircraft tags for departures until they have checked in on the frequency.
Additionally, tags of departing aircraft will not be assumed by APP controllers unless it is their responsibility to
complete identification, validation, and verification (IVV).

1.5 Surveillance Procedures

In general, the transfer of an aircraft’s tag from a LLLL radar-equipped unit to another LLLL radar-equipped unit
shall indicate to the receiving controller that the aircraft has been identified, its Mode A code validated, and
its Mode C readout verified.

1.5.1 SSR Code Allocation

Code allocation for non-local traffic is managed by the TOP-SKY Plugin. Departures joining the ATS\CVFR route
network transferred to the Area control center (ACC) from units using local SSR codes should be allocated a new general code. 
For example, traffic departing Herzliya northbound with 5102 (T\A 8 SSQ).

1.5.2  Validation of SSR Mode A Codes

The display of a DUPE error (indicating a non-discrete code) on any aircraft’s tag requires the controller to
identify and validate the aircraft’s identity before issuing executive instructions, except for an initial
climb. The controller shall assign and validate a new, discrete Mode A code as soon as practicable and before transferring the aircraft to the next controller.

CHAPTER 2 Provision of Air Traffic Service

2.1 Roles and Responsibilities

▪ Provide the appropriate ATS within their stated Area of Responsibility (AoR) to ensure a safe, orderly, and expeditious
flow of air traffic.
▪ Provide Flight Information Services (FIS) where appropriate.
▪ Verify flight data, including updating and managing the flight progress strip (data block).
▪ Maintain a listening watch and conduct standard radiotelephony communication with aircraft.
▪ Provide ATS to aircraft using radar within the airspace of the relevant AoR and FIS, as
appropriate, in accordance with local procedures.
▪ Where appropriate, identify aircraft, validate, and verify SSR data on first contact or as soon as
possible thereafter.
▪ Assist aircraft in an emergency (except where the simulation of the emergency is denied in
accordance with VATSIM Code of Conduct B63).
▪ Coordinate with Military ATC as required.
▪ Individually coordinate the movement of aircraft into and out of the sector unless said aircraft are operating under the terms of a Standing Agreement.
▪ Issue releases to airfields as appropriate.
▪ Allocate or obtain levels at holding stacks.
▪ When necessary, initiate a suspension of local Standing Agreements.
▪ Issue clearances to aircraft to join, leave, or cross regulated/controlled airspace.
▪ When aircraft are accepted into the sector, ensure separation exists in accordance with this
SOP.
▪ Confirm all data transfer, revisions, and estimates have been effected as required in the local
instructions

2.2 Flight Information Services

Controllers shall provide Flight Information Service (FIS) to all known aircraft within their Area of Responsibility (AoR) in accordance with Israel AIP (PAMAT) "א-07." This service includes:

• Weather Information: Providing information regarding known severe weather conditions.

• Navigation Assistance: Assisting pilots who observe severe weather and request to deviate from their route. The controller shall facilitate the deviation while considering safety limitations and current air traffic.

2.3 Area Control Service

2.3.1 General Operating Requirements

• Clearances: Any pilot operating within controlled airspace is mandatory to obtain a clearance from the appropriate ATC unit before executing any action that requires such clearance.

• Inability to Comply: Pilots who are unable to comply with an issued clearance must immediately notify the ATC unit and request an amended clearance.

• Flight Plans: All flights within the Tel Aviv FIR must file a flight plan and obtain an ATC clearance, maintaining continuous radio contact with the relevant unit.

• Cruising Levels: IFR cruising levels must be maintained in accordance with the Table of Cruising Levels in AIP ENR 1.7.

2.3.2 Coordination of Special Activities and Emergency Simulations

Certain activities require specific coordination and prior approval from the ATC unit before they can be initiated:

• Emergency Simulations: Practices of abnormal situations (e.g., forced landings, priority requests, communication failures, or loss of orientation) within a CTR or on traffic routes must be coordinated and approved as a simulation before commencement.

• Special Flights: Formation flights, calibration flights, and photography flights require prior coordination and approval from the ATC unit.

2.4 Prioritisation of Services

1. Controllers shall prioritise the provision of services as follows:

   1. Emergency Situations: Aircraft in a state of emergency or those executing an approved emergency simulation.

   2. IFR Traffic: Provision of Air Traffic Control service to IFR flights operating on ATS routes.

   3. CVFR/VFR Traffic: Provision of services to controlled VFR flights within their defined areas.

   4. Information Services: Provision of Flight Information Services (FIS) to other participating aircraft.

2.4.1 Top-Down Service Provision

In the absence of local ATC, Area Controllers shall provide a top-down service at aerodromes within their AoR
where an Air Traffic Control service would normally be provided. Provision of ATS to airborne traffic should generally take priority over top-down service provision.

Where necessary, controllers may reduce the extent of the top-down service by permitting aircraft to self-manoeuvre or depart at their discretion. Aircraft should be instructed to maintain a listening watch on the frequency and must not be transferred to Unicom.

While some top-down service degradation is permitted, when the overall traffic workload (En Route and top-down) is such that safety, efficiency, or the experience of pilots is compromised, Area Controllers are to reduce
their coverage area. It is recognised that during events, reducing coverage may not be possible.

CHAPTER 3 Local Separation Standards

3.1 General

Separation shall be applied in accordance with Israel AIP Part "א"  Section א, Chapter 1, Separation
Standards.

Standard vertical or horizontal separation shall be provided between:

• IFR flights and VFR flights;
• IFR flights and other IFR flights
• Special VFR flights and other Special VFR flights.

3.2 Vertical Separation

Vertical separation exists when the vertical distance between aircraft is never less than the prescribed
minimum. The vertical separation minima are:

• Between aircraft flying subsonic:
  • Up to FL410 apply 1000 ft;
  • b. Above FL410, apply 2000 ft.
• Where at least one of the aircraft is flying supersonic, the vertical separation required is 5000ft

3.3 Separation Based on ATS Surveillance System Information

3.3.1 Radar Separation Minima

The standard minimum horizontal radar separation to be applied across all of LLLL sectors is 5 NM, except LLBG_APP
where the use of 3 NM has been approved.

Where there is a requirement for an increase in separation or spacing between aircraft before transfer, this
shall be noted in the relevant section(s) of this document.

3.3.2 Ensuring Radar Separation

The minimum radar separation is an absolute minimum. Therefore, aircraft should not be permitted to fly on
their own navigation where the minimum separation is not ensured. As a guide, it is recommended that where
planned separation is less than 10 NM, aircraft should be on assigned headings to ensure separation. This may
be reduced to 7 NM where the use of 3 NM lateral separation has been approved.

It should be noted that due to the nature of VATSIM, headings may need to be assigned where planned
separation is greater than required, where there is the possibility of differing aircraft performance. When
operating at or close to the radar separation or surveillance monitored separation minima, controllers shall
monitor the flights for any unforeseen discrepancy.

Greater separation may be required for wake turbulence separation purposes.

The use of adequate speed control may be used in place of headings for aircraft flying in trail.

3.3.2 Surveillance Monitored Separation 

"Own navigaion"

Radar monitoring of traffic on ATS routes (including SIDs, STARs, and associated holds) or FRA directs is
permitted, subject to the following conditions:

• Traffic must be established on the route centreline, or following radar vectoring / within FRA, more
  than 7 NM (or 5 NM where 3 NM radar separation is approved) from the adjacent route and cleared
  to a navigational fix.
• Aircraft must be radar vectored if any significant route deviations are observed by the controller.
• Where turbulence or weather systems are reported, the controller must consider re-establishing
  Positive radar control to counter track deviation.
• Controllers should, where possible, ensure that the routes’ centrelines or the associated navigational
  fix’s symbols are displayed when radar monitoring is in use.
  

3.3.3 Use of 3 NM Radar Separation

The use of 3NM Radar separation is approved only at LLBG_APP

3.4 Wake Turbulence Separation Requirements

Minimum of 5 NM between a HEAVY (including a SUPER) and a MEDIUM (UPPER and LOWER), SMALL
or LIGHT aircraft following or crossing behind at the same level or less than 1,000 ft below.

3.5 Minimum Separation Between Sectors

Controllers shall not route or vector unknown traffic closer than 2.5 NM from a sector boundary without prior
coordination with the adjacent sector controller.

3.6 Separation Requirements Against Holding Aircraft

A minimum of 5 NM radar separation shall be applied between holding aircraft and en-route aircraft/aircraft
approaching the holding facility. This may be reduced to 3 NM radar separation, provided that all conditions are met 
relating to its use are met.

Note: Controllers should use caution when applying radar separation to aircraft approaching/passing
other holding aircraft, considering factors such as variable rates of climb/descent, hold entry patterns,
hold protected areas, and weather conditions (particularly prevailing wind).

CHAPTER 4 ALTIMETER SETTING PROCEDURES AND METEOROLOGY

4.1 Altimeter Setting Procedures

4.1.1 Transition Altitude

CHAPTER 5 GENERAL COORDINATION REGULATION

5.1 Standing Agreements

A Standing Agreement is a procedure specifying conditions (and restrictions, as required) under which an
aircraft may enter another sector/controller’s airspace without individual coordination.

Aircraft must be individually coordinated when they cannot be transferred in accordance with a Standing
Agreement and are not deemed coordinated. Controllers may agree on temporary (amendments
to) Standing Agreements.

5.1.1 Conditions

An aircraft operating under a Standing Agreement shall be:

• cleared to, or at, an agreed level before transfer of communication; and
• on an agreed route or heading.
  

5.1.2 Transfer of Control and Communication

Unless specific restrictions are specified in the agreement, transfer of control of the aircraft under the terms of a
Standing Agreement is coincident with the transfer of communication.

The offering controller must ensure that any potential conflict with aircraft either in or entering their own
airspace is resolved before transfer of communication.

The receiving controller must continue the flight in the same general direction, not climb a descending aircraft
or descend a climbing aircraft, nor stop the aircraft at an intermediate level while it remains in the offering
controller’s airspace.

If traffic on a Standing Agreement will pass through an intermediate controller’s airspace without
communication  (e.g., LLHA departures to the west (transfer to Tel Aviv but passing through Pluto)), transfer of control is normally effective at the receiving controller’s AoR boundary. Unless otherwise stated, any turns or climb/descent must be
coordinated with all controllers concerned.

5.1.3 Release for Climb or Descent

When transferred under a Standing Agreement, traffic is released for climb/descent (never both) to the
top/bottom of the offering controller’s airspace, unless the agreement specifies otherwise. On VATSIM, this
allows climb/descent into bandboxed sectors, but not for the traffic to enter another controller’s airspace.

Note: Traffic that has entered the receiving controller’s airspace must not then re-enter the offering
controller’s airspace during further climb or descent. This is more likely in bandboxed scenarios.

5.1.4 Release for Turn

When transferred under a Standing Agreement, traffic is released for a turn in the same general direction
against known traffic, including if transferred on a heading, and unless the agreement specifies otherwise. The
receiving controller must be informed if an aircraft is transferred on a heading against traffic, unknown to
them. Any turn must not take the aircraft into a third controller’s airspace without prior coordination.

If a release for turn is individually or electronically coordinated for an aircraft, the turn must not be greater than 
than 45, unless a specific direction is agreed.

5.1.5 Level By Instructions

If no “level by” point is specified, the level must be reached prior to the aircraft entering the receiving sector.
However, the traffic does not have to be level at the time of the transfer of communication.

A climbing/descending agreement is indicated by an arrow. This means the aircraft does not need to be level
by the sector boundary and may continue to climb/descend to that level within the next sector’s airspace.

↑↓ | Indicates a climbing/descending agreement.

Where specified in an agreement, the “level by” point should be included in the descent clearance to ensure
the correct sector sequence. If the level specified cannot be achieved by the aircraft, the pilot in command
shall inform ATC immediately. ATC is responsible for further coordination with the appropriate sector(s).

Where an agreement for climbing outbounds specifies a level-by-point, controllers shall monitor the climb rate
and intervene/coordinate as required. Optionally, the “level by” point may be specified in the clearance.

5.1.6 Additional Coordination Requirements

If an aircraft that would normally be transferred to a sector on a Standing Agreement is routed to avoid that sector 
entirely, controllers should notify the original sector that the traffic has been ‘skipped’.

Aircraft following a route for which an inbound Standing Agreement exists, but at a level higher than the 
aircraft’s RFL must be individually coordinated.

5.2 Deemed Coordination of En-Route Traffic

Traffic that has reached the RFL indicated on the flight plan by the sector boundary is deemed to have been
coordinated and may be transferred by silent handover, provided that:

• The aircraft is at a correct level for the direction of flight;
• The RFL has not been changed within 30 NM of the AoR boundary; and
• No objection has been raised by the receiving controller.

Where the RFL is unusually low for the flight planned route, controllers should notify these flights to the next
sector individually.

Transfer of Control is at the receiving sector boundary, unless otherwise stated in this document.

5.3 Individual Coordination

Flights not deemed coordinated or subject to a Standing Agreement must be individually coordinated between sector controllers. An exit flight level should be offered, and other conditions may optionally be applied.

Departures from aerodromes not covered by Standing Agreements must also be allocated a level for
acceptance from the aerodrome/approach controller by the receiving sector.

Allow the receiving sector to identify the traffic before presenting the coordination request.

5.4 Transfer of Control and Communication 

Unless otherwise stated in this document:

•  transfer of control is effective at the common AoR boundary between the offering and receiving controllers
• transfer of communication shall take place no later than the sector boundary.

Aircraft must not enter a third controller’s airspace without coordination. This applies to all climb/descent and turn procedures detailed below and in sector instructions.

5.4.1 Release for Climb or Descent

Aircraft that are climbing/descending are released for climb/descent to the top/bottom of the transferring controller’s airspace.

5.4.2 Release for Turn

Traffic transferred on its own navigation is released for turn in the same general direction.

If an aircraft not operating under the terms of a Standing Agreement is transferred on a heading, any change
of heading, before entering the receiving controller’s airspace, must be coordinated unless otherwise
specified in sector procedures.

It is the responsibility of the receiving controller to ascertain if an aircraft is on a heading, and it should be
noted that aircraft may be transferred on a heading against traffic, unknown to the receiving sector

If a release for turn is individually or electronically coordinated for an aircraft, the turn must not be greater
than 45, unless a specific direct is agreed.

5.4.3 Full Release

A full release is an authorisation for the accepting unit to climb, descend and/or turn a specific aircraft according to the instructions above.

5.4.4 Conditions of Transfer

Aircraft transferred on a heading or with a speed restriction should have this recorded in the tag, with the pilot instructed to report their assigned heading and/or speed upon transfer of communication.

5.5 Handover

5.5.1 Silent Handover

Unless otherwise stated in this document, transfer of control between a enroute controller and an external
ACC may take place by means of a Silent Handover (that is, without prior coordination) provided that:

5.5.2 Radar Handover

Where the conditions for Silent Handover are not met, transfer of control by radar handover, the transferring controller will transfer the TAG of Said traffic and wait for acceptance; only then may the transferring controller transfer the control of the traffic.

• If the aircraft concerned are following the same route, they are spaced by a minimum of 10 NM,
  constant or increasing. (See Note).
• If the aircraft concerned are on crossing tracks, the conditions detailed under (Reduced) Longitudinal
  Separation for the relevant ACC is met.
• The transferring controller places any speed control or vectoring instructions (within the terms of the
  agreement) in the tag and instructs the aircraft to report these on first contact with the receiving
  controller.
•  The receiving controller is informed, by means of XFL electronic coordination or otherwise, of any
  level restriction other than an aircraft’s requested flight level or those covered by Standing
  Agreement prior to transfer of communications.

Note: The 10 NM here is not a separation standard. It is the minimum spacing required for a silent transfer of control.

5.6 Coordination of Direct Routings

There is no requirement to coordinate a direct routing for an aircraft, provided that the direct issued:

• Is entered in the data block label and/or EuroScope sector list;
•  Ensures the aircraft will enter the receiving sector at the boundary with the offering sector, not
  through an intermediate sector; and
• Will not take the aircraft off route by more than 5 NM in the next or any subsequent sectors, or
  contravene any positioning requirements specified in a Standing Agreement.
  

If any of the above conditions cannot be met, coordination shall be effected by the offering sector with the
receiving sector, the original receiving sector if that has changed, and any intermediate sectors through which
The aircraft will transit.

5.7 Electronic Coordination

Electronic coordination requires less time to perform (usually a few seconds) and generally lower controller
workload.

Releases between controllers may be specified via the TOPSKY Plugin Enroute Release tag item.
Additionally, some neighbouring ACCs use TopSky, which has release functionality.

The main limitation of EuroScope electronic coordination is that they are only applicable to pre-defined
scenarios and can only be initiated by one adjacent controller. Also, it is not suitable for time-critical situations
where a timely response is essential

Where electronic coordination is used to agree a transfer level, this level is always assumed to be the level by the
coordination point (or sector boundary if no defined point).

5.8 Handing Over/Taking Over an Operational Position

A Controller taking over a position must be fully aware of all relevant information before they
accept responsibility for the operational position.
Controllers are recommended to use one of the following checklists as an aid when handing over and
taking over sectors.

5.8.1 WEST

5.8.1 PRAWNS

P	Pressure	Pressure Settings
R	Roles	Area Sectors – bandboxed? Splits? Frequencies?
		Top-down responsibilities
A	Airports	Runways
W	Weather	Turbulence, CB Activity, SIGMETs
		Avoidance
		Winds
N	Non-Standard Info	Holding
		Flow restrictions (e.g., MDI)
		Amended or cancelled standing coordination
		Military Activity
S	Situation	Transfer of TAGs
		Coordinated traffic

CHAPTER 6 TOP-DOWN COVERAGE

In the absence of the local ATC, the responsibility for top-down control is determined as follows:

ID	Sector/Position
TLV	Tel-Aviv Bandbox
TLV_D	Tel-Aviv Departures
TLV_A	Tel-Aviv Arrivals
BGN_A	Ben Gurion Arrivals
BGN_D	Ben Gurion Departures
BGN_T	Ben Gurion TMA
PLT	Pluto
PLT_W	Pluto West
PLT_E	Pluto East
STC	South

Aerodromes	Top-Down Priority (Left to Right, High to low)
Ben Gurion (LLBG)	BGN_D –BGN_T - TLV_D – TLV
Eilat (LLER)	STC – TLV
Rosh Pina (LLIB)	PLT_E - PLT – TLV_A - TLV
Haifa (LLHA)	PLT_W – PLT – TLV_A – TLV
Herzelia (LLHZ)	BGN_A – BGN_A – PLT_W – PLT – TLV_A - TLV

CHAPTER 7 CIVIL/MILITARY PROCEDURES 

Procedures relevant to multiple sectors are contained in this Chapter.

7.1 Apolo military control

To give a response to the following increase in mil TFC in the LLLL FIR, and to support the vIAF VSOA VATIL started applying LLMA c/s "APPOLO" and their splits "LIBA" for the north control and "SHANON" for the south control, as shown in the picture

Apolo control - Bandboxing/Splitting Procedures

LLMA_CTR "Apolo" 122.900 Mhz	LLMA_N_CTR "Liba" 132.850 Mhz
Bandbox	LLMA_S_CTR "Shanon" 122.900 Mhz

7.2 Military Route Corridors

7.2.1 General Procedures

Military corridors are established to enable the transit of the ATS route structure by Military traffic

7.2.1.1 Apolo control online
When Apolo control is online, they will coordinate with the relevant ACC controller to update on transit in the corridor or closure of civil airspace (as explained in each ACC).

It is both Apolo control and the relevant ACC requirement to maintain separation from the corridor or the T\A; the priority is for military or "National Mission."

7.2.1.2 Apolo control offline
When Apolo control is offline, aircraft/formations wishing to transit a corridor will call the local ACC (Pluto\South\Tel-Aviv) at least 5 minutes prior to transit, while setting the V-LARA application as required. Traffic should be identified, and Mode C verified, and may be offered a service outside of the corridor or Training Area, depending on workload or knowledge.

Clerance should be in the following format:
                                                    "C/S Follow the Corridor at an altitude of XXXft report entering the area."

7.2.2 Sea corridor "Derech Ha-YAM" (דרך הים)
highlighted in red
Apolo control Sector: Liba
Civil Sector: Pluto\Tel-Aviv\BGN TMA\South

Transit Altitude: 12000ft - FL500 (With exception to BGN TMA, which is split as per the following photo), for transit in lower altitude, Apolo will request deligation from Tel-Aviv ACC

7.2.3 Netofa corridor "Derech Netofa" (דרך נטופה)
highlighted in blue
Apolo control Sector: Liba
Civil Sector: Pluto

Transit Altitude: 12000ft - 30000ft

7.2.4 Galil corridor
highlighted in purple
Apolo control Sector: Liba
Civil Sector: Pluto

Transit Altitude: 12000ft - FL500

7.2.5 Bikaa corridor "Derech Bikaa" (דרך הבקעה)
highlighted in steel blue
Apolo control Sector: Liba
Civil Sector: Pluto

Transit Altitude: 12000ft - FL500

7.2.6 Hahhar corridor "Derech Hahhar" (דרך ההר)
highlighted in brown
Apolo control Sector: Liba\Shanon
Civil Sector: Pluto\South\Tel-Aviv

Transit Altitude: 12000ft - FL500 (south of BGN-TMA), 18000ft - 26000ft (Above BGN-TMA)

7.2.7 Hahhar Hanistar corridor "Derech Hahhar Hanistar" (דרך ההר הנסתר)
highlighted in yellow
Apolo control Sector: Shanon
Civil Sector: South

Transit Altitude: 8000ft - 11000ft

7.2.8 Plugot corridor "Derech Plugot" (דרך פלוגות)
highlighted in desert yellow
Apolo control Sector: Shanon
Civil Sector: South

Transit Altitude: 12000ft - FL500

7.2.9 Hanegev corridor "Derech Hanegev" (דרך הנגב)
highlighted in pink
Apolo control Sector: Shanon
Civil Sector: South

Transit Altitude: 12000ft - FL500

7.2.10 Hanegev Hamurhevet corridor "Derech Hanegev Hamurhevet" (דרך הנגב המורחבת)
highlighted in Olive
Apolo control Sector: Shanon
Civil Sector: South

Transit Altitude: 12000ft - FL500

Chapter 1 - General Operation Procedures

1.1 Sectors and Sector Groups

Tel Aviv control manages en route traffic in the Tel Aviv (LLLL) FIR. 

Israeli airspace is divided into three main sector groups based on their geographical position.

• South control: Southbound of LLBG TMA
• Tel Aviv control: Over the sea for International flights
• Pluto control: over land north of the LLBG TMA

VATSIM Callsign	Radio C/S	Group	Frequency
LLLL_CTR	Tel Aviv Control	Tel Aviv	121.400
LLLL_D_CTR	Tel Aviv Control	Tel Aviv	122.950
LLLL_A_CTR	Tel Aviv Control	Tel Aviv	121.400
LLLL_E_CTR	Tel Aviv Control	Tel Aviv	132.025
LLSC_CTR	South Control	South	120.900
LLGV_CTR	Hagav	South	128.350
LLGV_N_CTR	Hagav North	South	128.350
LLGV_S_CTR	Hagav South	South	121.150
LLPT_CTR	Pluto	Pluto	119.150
LLPT_W_CTR	Pluto West	Pluto	119.150
LLPT_E_CTR	Pluto East	Pluto	134.650

1.2 LLLL Bandboxing/Splitting

The table below shows the three main groups spliiting proceduresa, including ownership of sectors.

Chapter 2 - South control

2.1 Area of Responsibility

South control (LLSC_CTR) is the south sector of LLLL FIR, covering from the south line of TMA LLBG down to Eilat city. 
Also in this sector are seven AF bases and a few uncontrolled airstrips. The sector is going from ground level to unlimited (if mil-certified, if not until FL370).

The sector splits mainly into Flights over the ATS route (mainly at the J10 airway, etc.) The parent unit, as shown above, is LLSC_CTR.

2.1.1 Sector Frequency

South control is operating on 120.900

2.2 General Operating Procedures

2.2.1 Common ATS traffic routing

The main traffic is either northbound or southbound, with little to no east-westbound. The traffic normally passes through the J10 airway. In the sector are some shortcuts which may be approved under the following conditions

Remark: The bold identification may indicate the most preferred shortcuts for traffic management

2.2.2 Route restrictions

Due to a high amount of traffic in the vicinity of the south sector, most of the airways are limited to the upper limit of FL370 and the lower limit of 5000 to 6000ft.

2.2.2 ATS controlling restrictions

Due to a small maneuver area within the J10 corridor, the controller may not vector any traffic; instead, the controller MAY give direct instructions to any FIX over the route/sector.
Vectors shall be the last resort in any situation for IFR traffic

2.2.2 Initial Route Clearance and transfer of control (IFR)

South control shall issue route clearance (including STARs) in accordance with GEN 1.1. See Annex A for a list of
STARs, and as required in Chapter 2.3

2.3 Standing Agreements

2.3.1 Tel-Aviv (LLLL)

Separation: Each transfer of control will be with at least 10NM of separation between two planes with the same performance. If the lateral separation cannot be accomplished, a vertical separation of 1000ft (and steady) is required.

Altitude hold: When control is transferred to Tel Aviv while the traffic is on J10 airway, Tel-Aviv will transfer the traffic when holding coordinated altitude until leaving the said airway.

2.3.1.1 From Tel Aviv to South control

Altitude agreement

To	Agreement	Conditions
LLER\LLOV	29,000 ft at SIVAK	20NM lateral separation (RWY19) 30NM lateral separation (RWY01)
LLNV	19,000 ft at SIVAK

Transfer of control

Position	Conditions
DONAG
SIVAK
ASSIF	If "ASSIF Shortcut" is active

2.3.1.2 From South to Tel Aviv control

Altitude agreement

Transfer of control

Position	Conditions
YOLCO
SIVAK

2.3.2 Ben Gurion (LLBG)

Minimal Segregation zone: Both South control and Ben-Gurion will maintain a segregation zone of 2.5NM of the south border of Ben Gurion TMA (except for J10 airway or transfer of control)

WT separation from the segregation zone: When traffic that requires WT radar separation, each station will maintain half the required separation from the South border of Ben Gurion TMA

ASSIF&J10 routing: When the ASSIF shortcut is active, the J10 airway north of the join position of the shortcut will be assumed as a Northbound airway, while the approved shortcut will be assumed as a southbound airway

2.3.2.1 South to Ben Gurion

Altitude agreement

From	Agreement	Conditions
ASSIF	10,000/8,000 at ASSIF
AMMIT	10,000/8,000 at SIVAK

Transfer of control:

Position	Conditions
5NM Before AMMIT	Clear of conflict
10NM Before ASSIF	If "ASSIF Shortcut" is active and there is an entry from ASSIF

STAR allocation: South control will allocate STAR to Ben Gurion, as explained in ANNEX A.
When no STAR is available, the south control may route the traffic with one of the following options:
1. TOMAL - ADLOD
2. ASSIF - ADLOD (If requested by Pilot or from Ben Gurion UNIT) and with the following conditions:
a. The route to ASSIF is Clear down to 8000ft 
b. The traffic will be transferred as soon as possible

2.3.2.2 Ben Gurion to South

Altitude agreement

From	Agreement	Conditions
LLBG\LLHZ	9,000 ft at TOMAL/ASSIF 8000 ft at BIRIM	*IAS of 250kts *Stedy at the requested Altitude

Required Separation:
              Two international flights: When two planes are flying southbound for an international flight, they may be transferred with 10                                                            minutes of separation.

              Two LLER inbound flights: The two airplanes shall be separated by at least 5 minutes when in the same performance                                                                           group.

              Any other flights:

General	Lateral	Vertical	Other instructions
Following with same or reduced speed from precciding	5NM	No requirement	No need
Following with faster speed from precciding	15NM or greater	No requirement	No need
	Less than 15NM	1000ft or greater	No need
		none	Coordination is required

Transfer of control:

Position	Conditions
TOMAL	Clear of conflict
ASSIF	If "ASSIF Shortcut" is active and Holding Altitude as instructed
BIRIM	If "Q30 Shortcut" is active and Holding Altitude as instructed

2.3.3 Nevatim (LLNV)

2.3.3.1 Nevatim to South

Altitude agreement

From	Agreement	Conditions
MZD (Northbound)	↑6000 at MZD
KINAR (Southbound)	↑7000 at KINAR

Transfer of control

Position	Conditions
10NM Before ENOKO	Clear of conflict

2.3.3.2 South to Nevatim

Altitude agreement

From	Agreement	Transfer
South of KINAR	6,000 ft at MALUQ
North of MZD	6000 ft at MZD

Transfer of control

Position	Conditions
2NM south of SUKOT	From the south
MZD	From the north

STAR allocation: South control may not allocate any STAR to Nevatim

2.3.3 Eilat (LLER)

STAR allocation: South control will allocate STAR to Eilat, as explained in ANNEX A.

2.3.3.1 From Eilat to South

Altitude agreement:

From	Agreement	Conditions
LLER SID	↑5000ft	RWY01
	↑8000ft	RWY19

Transfer of control:

Position	Conditions
Airborne passing 3500ft	RWY 01 in use
Facing North	RWY19 in use

2.3.3.2 From South to Eilat

Altitude agreement:

From	Agreement	Conditions
SHANI	6000ft at NURIT	RWY01
	6000ft at ESHEL	ADIVI-APP RWY01
	5000ft at NURIT	RWY19

Transfer of control:

Position	Conditions
SHANI

Approval of RNP-VIS (ADIVI\NURIT): May be approved for Israeli airline only with the request of the flight crew ONLY

2.4 Coordination and Procedures with Adjacent Units, Sectors, and Airfields

2.4.1 Tel Aviv

• Inbound traffic to Nevatim: Should be coordinated to be transferred TOMAL at a steady altitude of 17,000ft
• Inbound Traffic to SIVAK: Tel Aviv may be reported in advance of 10 minutes before crossing SIVAK
• Outbound Traffic From Nevatim: South may coordinate climbing to 14,000ft

2.4.2 Ben Gurion

• Crossing SIVAK at 6000ft may be coordinated (For traffic entering LLBG_TMA)
• Entry to South from BIRIM may be coordinated and will be approved at an altitude of 8,000ft only

2.4.3 Nevatim

• Release of departing traffic: Nevatim is required to request release from South control twice for each traffic, once 5 minutes before departure and once 1 minute before departure

2.4.4 Shanon\Hagav\Appolo

When active, the following coordination is required

• Each holding pattern on J10 airway will need to be approved via MIL-control
• Each climb before entering J10 airway will need to be approved via MIL-control
• Each departure from LLRM will be coordinated with South control
  The best practice is to approve ZFR\KINAR (due to active airways) 

2.5 En-route Holding Procedures

MZD Hold

When a high amount of traffic is inbound to LLBG\OJAI, and the LLBG_APP is not yet able to receive it South control may use this hold to regulate the traffic and give better separation

ZFR Hold

When the time separation to LLER is too tight, this pattern and the next one may be used for sequencing

Shayo Hold

The second holding is used to moderate LLER traffic, lower in priority due to RNAV requirement and a higher lower limit that will require a steep descent.

Chapter 3 - North control (Tel-Aviv ACC)

3.1 Area of Responsibility

North control (LLLL_CTR) is the North sector of LLLL FIR, covering from the south line of TMA LLBG up to the northern border of the FIR above the coast and above the TMA.

The sector is splitting into 3 main sectors: Inbound to LLBG\LLHA\OJAI (LLLL_A_CTR); outbound of LLBG\LLHA\OJAI (LLLL_D_CTR); Crossing traffic at the sector (LLLL_E_CTR).

Also, there is an area between N71 airway and zukko, "The triangle which is in deligation."

3.2 General Operating Procedures

3.2.1 Route Restrictions

General	Pre-Approval condition	Explanation	Range
OVR 28-29	Approval (If connected) From MIL-Control	Clear of conflict	TALMI L53 SUVAS ZUKKO N134 SALAM
OVR 35 -UNL	Approval (If connected) From MIL-Control	Clear of conflict	TALMI L53 SUVAS ZUKKO N134 SALAM
SID PATZAEL	Coordination from MIL-CONTROL	When activated from MIL-Control 14000ft-16000ft East Block of TMA	Maintain 12,000ft for inbound from AMMAN to LLLL
NAT SHORCUP	none	Approval per traffic from MIL-control	Lateral crossing MERVA H14 NAT Z91 SALAM
9K-13K	none	Request for closure from military control	Coastline -> TAPUZ
YAM	V-LARA without requests	Area is clear	MERVA
Jordanian East	Coordination from MIL-CONTROL	Request for closure from military control	11000ft-15,000ft
Jordanian West	Coordination from MIL-CONTROL		14,000ft-16,000ft

Figure 1: East-West Jordanian closure

3.3 Standing Agreements

3.3.1 Haifa (LLHA)

3.3.1.1 from Haifa to Tel-Aviv

Altitude agreement:

From	Agreement	Conditions
GALIM	↑3000ft at GALIM to 5000ft	Clear of conflict (Option A)
	5000ft at GALIM	Clear of conflict (Option B)

Transfer of control:

Position	Conditions
GALIM	Steady and clear of conflict

3.3.1.2 from Tel-Aviv to Haifa

Altitude agreement:

From	Agreement	Conditions
GALIM	5000ft at GALIM	Clear of conflict

Transfer of control:

Position	Conditions
10NM Before GALIM	↓ 5000ft

3.3.2 Ben Gurion (LLBG)

3.3.2.1 From Ben Gurion to Tel-Aviv

STAR allocation: Tel Aviv control will allocate STAR to Ben Gurion, as explained in ANNEX A.

Altitude agreement:

From	Agreement	Conditions
LLBG SID	↑8000ft	Clear of conflict

Transfer of control:

Position	Conditions
Airborne passing 3500ft	VIA SID

3.3.2.2 From Tel-Aviv to Ben Gurion

Altitude agreement:

TO	Agreement	Conditions
LLBG	↓5000ft	RWY26/21/12/08
	↓6000ft	RWY30

Transfer of control:

Position	Conditions
2NM before AMMOS	RWY26/30/21
2NM before PURLA	RWY08
2NM before NINET	RWY12

3.3.3 South Control

Separation: Each transfer of control will be with at least 10NM of separation between two planes with the same performance. If the lateral separation cannot be accomplished, a vertical separation of 1000ft (and steady) is required.

Altitude hold: When control is transferred to Tel Aviv while the traffic is on J10 airway, Tel-Aviv will transfer the traffic when holding coordinated altitude until leaving the said airway.

3.3.3.1 From Tel Aviv to South control

Altitude agreement

To	Agreement	Conditions
LLER\LLOV	29,000 ft at SIVAK	20NM lateral separation (RWY19) 30NM lateral separation (RWY01)
LLNV	19,000 ft at SIVAK

Transfer of control

Position	Conditions
DONAG
SIVAK
ASSIF	If "ASSIF Shortcut" is active

3.3.3.2 From South to Tel Aviv control

Altitude agreement

Transfer of control

Position	Conditions
YOLCO
SIVAK

3.3.4 Pluto

Inbound to LLHA: There are 4 main ways to enter Haifa, as will be coordinated with PLUTO
Pluto shall perform tactical clerances to avoid conflict.

• Option A: YAM is open, and the Sea military corridor is open: Entry via GALIM 3000ft
• Option B: YAM is open, and the Sea military corridor is active: Entry via GALIM 5000ft
• Option c: YAM is active, and the Sea military corridor is closed: Entry via GALIM 3000ft and MERVA 5000ft
• Option c: YAM is active, and the Sea military corridor is active: Entry via GALIM 5000ft and MERVA 5000ft

3.3.4 Nicosia

3.3.4.1 From Tel Aviv to Nicosia

Altitude agreement

Transfer of control

3.3.4.2 From Nicosia to Tel Aviv

Altitude agreement

Transfer of control

Note: All traffic from Nicosia FIR to LLLL FIR should be transferred to LLLL_CTR (or LLLL_E_CTR for overflights if LLLL_CTR is offline. If both offline, LLBG_APP for arrivals. If all offline, Unicom).

Spacing & Overflow Agreements:

• Separation: Two or more aircraft with less than 15NM separation at the same direction will be separated by vertical separation of 2,000 ft.

• Overflow: If Tel-Aviv ACC declares overflow, Nicosia will hold traffic between FL210 to FL340 at AZERE (Right, Inbd 172, 1.5 min, max IAS 300kts) or PIKOG (Left, Inbd 123, 1.5 min, max IAS 300kts). Transfer of control occurs only after leaving the hold.

3.3.5 Amaan

•  All traffic shall hold cleared altitude 5NM Prior to transfer [unless said otherwise]
• All traffic shall be separated with lateral separation of 10NM at least unless maintaining vertical separation. 
• When transfer of control is performed the traffic shall be with 45 deg of clear area until entering the receiving units' airspace
• Transfer of control will be 5NM before SALAM while holding cleared altitude

3.3.5.1 From Tel Aviv to Amman 

3.3.5.2 From Amman to Tel Aviv

Inbound	Altitude	Condition
MOUAB	FL350 or above
Departing TRFC	12,000ft at MOUAB Cleared ↑ 14,000 Higher levels maybe coordinated especially when 08’s OJAI ops or 06 OJAM ops in use. Maximum allowable is per ATC (usually FL280)

3.4 Coordination and Procedures with Adjacent Units, Sectors, and Airfields

3.4.1 Haifa (LLHA)

Departing from LLHA:

•  Before start-up clearance, LLHA will request SSQ code for the departing traffic
• Haifa will request RELEASE (10 min) from Tel-Aviv

Inbound to LLHA:

• Tel-Aviv will update Haifa more than 4 min prior to arrival about the ETA to position GALIM
• Tel-Aviv will update Haifa If the inbound traffic is unable to cancel IFR.
  

3.4.2 Ben Gurion (LLBG)

3.4.3 South (LLSC)

• Inbound traffic to Nevatim: Should be coordinated to be transferred TOMAL at a steady altitude of 17,000ft
• Inbound Traffic to SIVAK: Tel Aviv may be reported in advance of 10 minutes before crossing SIVAK
• Outbound Traffic From Nevatim: South may coordinate climbing to 14,000ft

3.4.4 Pluto (LLPT)

• Each flight departing from PLUTO airspace toward Tel-Aviv airspace shall be coordinated in advance 

3.4.4 Nicosia (LCCC)

Departing from Tel-Aviv (Outbound to Nicosia):

• Direct Routings: Tel Aviv ACC is authorized to give direct routing to VELOX without prior coordination.

• Coordination Requirement: Direct routings to any other waypoints require prior coordination with NICOSIA ACC.

Inbound to Tel-Aviv (Overflights from Nicosia):

• Altitude Coordination: Overflight traffic (East/South bound) that needs to cross N71 Airway below FL330 must be coordinated in advance with LLLL FIR.

General Routing Procedures:

• Traffic between Nicosia and Tel Aviv FIRs should route via the standard directional waypoints (Westbound: SUVAS-TEZAK/STEPA | Northbound: DAFNA/MERVA-VELOX/DESPO | Eastbound: IDAKU/LEDRA/BIRES-PIKOG/KEREN | Southbound: ZOMBA-AZERE/MERVA) unless coordinated otherwise between the controllers in charge.

3.3.5 Amaan

•  If traffic is unable to hold cleared altitude 5NM before transfer of control the adjacent unit
  shall be updated
• Inbound to Amman ACC (Enroute): Any traffic crossing below FL350 shall be
  coordinated
• Inbound to Tel Aviv ACC (Enroute): Any traffic crossing below FL360 shall be
  coordinated [Except for FL280]
  • FL280 may be closed due to MIL corridor, in this case Tel Aviv ACC will update
    Amman ACC with 10 min prior for closure. In that situation the block altitude of
    FL280 need to be coordinated. 

3.5 En-route Holding Procedures

AZERE Hold

One of the two main holding patterns within the "Triangle" area

PIKOG Hold

When the time separation to LLER is too tight, this pattern and the next one may be used for sequencing

Chapter 4 - Pluto control [WIP]

4.1 Area of Responsibility

4.2 General Operating Procedures

4.3 Standing Agreements

4.3.1 Haifa (LLHA)

Segregation zone: All military traffic shall maintain at least 0.5NM from LLHA_CTR unless inbound to the airport (Except from Haifa Training Area and the path between HASID-GILAM)

Transfer: All transfers of control and altitude agreements are per the CVFR\LSA\Helicopter Routes active charts

4.4 Coordination and Procedures with Adjacent Units, Sectors, and Airfields

4.4.1 Haifa

• Pluto shall coordinate any traffic that will cross above LLHA CTR at 3500 or 4000ft or below. In that situation, Haifa may lower its CTR to perform the flight above Haifa CTR
• All low altitude flights inbound or Outbound of Haifa CTR require coordination
• When "Mekomit" (Local) flight is active, Haifa shall coordinate with Pluto

GALIM-DAROM

• Any traffic flying northbound shall be coordinated with Haifa when passing at 1500ft
• In case traffic is required to join the path, Pulto will coordinate DAROM at an altitude of 2500ft
• Pluto is required to coordinate with any fast-moving aircraft with Haifa Tower
• In case there are two planes flying southbound, and the first one is at 2000ft while the second is at 1000ft Haifa shall coordinate with Pluto to avoid conflicts.

AAKKO

• Any traffic flying northbound shall be coordinated with Pluto when passing at 1500ft
• Any traffic flying northbound shall be coordinated with Haifa when passing at 2000ft

GILAM

• Any traffic flying Westbound shall be coordinated with Haifa when passing at 3000ft or at 2000ft

HASID

• Any traffic flying shall be coordinated with the receiving unit when passing at 3000ft or at 2500ft

Traning Areas

• Pluto may take control over the training areas; in that case, transfer of control will be at AFFEK

4.5 En-route Holding Procedures

Annex A | Standard Instrument Arrivals (STARs)

A01. Ben Gurion (LLBG)

 

A02. Eilat Ramon (LLBG)

📃Ben Gurion

GEN | General Operating Instructions

Required knowledge

1.     ANNEX 2
2.  ANNEX 11
3.  DOC 4444
4.   DOC 7030

CHAPTER 1 Altimeter Setting Procedures

1.1 Altimeter Setting Procedures

1.1.1 Departing Aircraft

Departing aircraft should state the ATIS INFO letter on first contact with DEL or the relevant controller. If they don't, it should be
issued by the DEL or the relevant controller. Aircraft should be informed of any subsequent change to the
QNH at the earliest opportunity.

1.1.2 Arriving / Transiting Aircraft

At or below the Transition Altitude, an aircraft’s vertical position will be controlled by
reference to the Ben Gurion QNH. Aircraft will be issued the QNH once cleared to descend to
an altitude by Tel Aviv or Ben Gurion APP. Aircraft should be informed of any subsequent change to the QNH at the earliest opportunity.

1.1.3 Transition Altitude/Level

The Transition Altitude (in the LLLL FIR) is 18,000 feet AMSL.
When flying above land, the transition altitude is set to 35,000ft.

Note: From here on, unless otherwise specified, vertical references are measured in ft are to be assumed as altitudes AMSL.

CHAPTER 2 All Weather Operations

2.1 Low Visibility Procedures (LVP)

2.1.1 Enforcement

Pilots will be informed when these procedures are in operation by ATIS or by R/T. 

ATC Low Visibility Procedures must be applied when the RVR is less than 800m (or visibility below 1200 meters).

2.1.2 Runway Visual Range (RVR)

The RVR is measured at three points along each runway: at the touchdown zone, mid-point,
and stop-end. The minimum RVR that can be measured is 50 m, and the maximum is 1500 m.

Only the touchdown zone RVR value is published in METARs; the remaining two RVR
values are ‘unknown’ to VATSIM network controllers. When LVP is in force, pilots should be
informed of the reported RVR and any subsequent updates.

CHAPTER 3 Description of Airfield

3.1 Aerodrome Geographical Data

3.2 ATC Communication Facilities

3.2.1 Aerodrome Control (ADC)

3.2.2 Approach Control (APC)

3.3 Logon Order

3.3.1 Aerodrome Control

TWR DEP is the primary tower and should be opened in the first instance. Before TWR is split,
RWY 21 must be in use, and there must not be a single RWY OP active.

GND West is the primary position, and after that, GND East may open, and only then BGN DEL.

3.3.2 Approach Control

APP may be staffed at any time.
When APP is staffed, TMA may split
DEP may open only when TMA is staffed, and the arriving RWY is 21/30(BG304)/26

DEP is last in priority to be staffed

3.4 Radio Navigation and Landing Aids

CHAPTER 4 Use of Runways

4.1 Preferential Runway System

Runway 26 is the preferred runway for departure.

Runway 21 is the preferred runway for arrival during the day, but due to Noise abatement procedures & winds, there is a rotation between RWY30, RWY21, and RWY12.

At night, RWY12 is the preferred runway for ARR due to noise-abatement procedures

Tailwind at or above 5KTS shall initiate a change of active ARR runway.

4.2 Change of Runway Configuration

When there is a change of runway configuration, TWR DEP shall initiate contact with DEP to agree on a last arrival and time for the runway change. DEP shall confirm with all APC stations about the change of configuration.

Based on this time, TWR DEP shall coordinate with GND\DEL as to the last departure. GND\DEL will re-clear any previously cleared aircraft that will now depart on the new runway.

TWR DEP shall inform DEP of the intended last 3 (if appropriate) departures before, and the first departure after, the runway change (callsign and routing).

DEP will inform TWR DEP when the runway change is completed.

4.3 Use of the Non-Duty Runway

Aircraft can land on the departure runway if technical or safety reasons preclude using the
nominated arrival runway or to try and avoid a missed approach.

Opposite-direction departures and approaches are not permitted except in an emergency.

CHAPTER 5 Use of STOP-BAR

Each controller shall use the system in the following procedure 

TWR - The controller will turn on or off the STOP-BARS of the active runways

GND EAST\GND WEST - The controller will turn on or off the STOP-BARS of the taxiways in his Area of control or of the active runways if he has permission to cross or enter said runways.

CHAPTER 6 Priority of traffic

Controllers at BGN airport shall follow the following sequence of priority:

1. Emergency - If the controller will accept the emergency
2. Plane in Final approach (Instrument approach) or in Final leg in VFR approach
3. Ambulance\red arrow (Military ambulance)\SAR (Search and rescue) - That traffic is not committed to CRM limitation
4. Firefighting traffic - Orange Arrow
5. Operational Police flights - Blue Arrow
6. VIP flights  - That traffic is not committed to CRM limitation
7. Commercial Passengers or Cargo flights
8. Non-operational Police flights
9. Electrical Arrow
10. Test Flight
11. Agriculture Flight
12. Green Arrow (IAF flight of VIP)
13. General Aviation flight
14. Training Flight
15. Any other type

Note: When a higher-priority flight crosses a cruising flight, there shall be considered a change of altitude for the lower-priority flight.

CHAPTER 7 Relief of controller

When a controller shift change is in motion the relieving controller shall connect as relief callsign (for example LLLL__CTR instead of LLLL_CTR). When the relieving controller is connected, the relieved controller shall initiate the briefing  in the following format:

	Weather conditions (Alerts, ATIS, Pilots reports)
	NOTAM and special information
	Runway configuration and sector management
	Runway conditions (Open\Close\Occupied)
	System status (ILS,GNSS,VOR)
	Traffic management and Traffic limitations
	Special Activity in the sector
	Traffic (Airborne, Ground, Expected)

GEN | BGN ADC <-> BGN APC LoA

1. Method

1.1 Directioning after takeoff or go-around

1.1.1 Shall be given to the plane as clearance before departure/go-around or after departure/go-around

1.1.1.1 The heading will be given by the TWR controller with the instruction of the APC controller

1.1.1.1.1 If the heading is given for safety reasons, the TWR controller will do so at his discretion and update the APC controller about the details of the clearance as soon as possible.

1.1.1.2 Directioning is approved in the following situations:

1.1.1.2.1 Safety

1.1.1.2.2 Weather bypassing

1.1.1.2.3 Bypassing of non-RNAV-capable plane

1.1.1.2.4 Optimize routing of prop-based planes, business jets, and helicopters

1.1.1.2.5 Optimize routing of regional traffic.

1.1.1.2.6 Go Around

1.1.2 Conditions for Directioning

1.1.2.1 When departing from RWY 30 or 26, the left turn will be limited to 1000ft

1.1.2.2 When departing from RWY 30 or 26, the right turn will be limited to 600ft

1.1.2.3 When departing from RWY 08, 12, or 08, the right turn will be limited to 1000ft

1.1.2.4 When departing from RWY 08, 12, or 08, the left turn will be limited to 600ft

1.1.2.5 When the visibility is 5 km or more, and the ceiling is 1,600 ft or greater

1.1.2.5.1 The turn is approved from each runway and to each sector

1.1.2.6 When the visibility is less than 5 km or/and the ceiling is below 1,600 ft 

1.1.2.6.1 The directioning is approved when departing/Go-Around from runway 30 or 26 only.

1.1.2.6.2 The turn from the extended centerline (of the DEP RWY) to the right until heading 330

1.2 Release

1.2.1 TWR will request a release from DEP before the departure of the plane.

1.2.1.1 Section 1.3 specifies the types of traffic that require a release before departure

1.2.2 TWR may take off traffic that got a release under the following conditions:

1.2.2.1 Wake turbulence (WT) limitations are followed (Further information at ADC sections)

1.2.2.2 Section 1.3 is followed - Minimum separation between planes departing to APC and at section 1.6 Responsibilities of following separation

1.2.2.3 Maintaining legal separation as published in (DOC 444 - Chapter 7 - Procedures for Aerodrome control service, section 7.9.12 - separation of departing aircraft, Section 7.9.3 Take-off clearance)

1.3 Stop Automatic Release, Automatic Release

1.3.1 The aerodrome shall be managed either in Stop Automatic Release or in Automatic Release

1.3.2 Unless APC advises otherwise to TWR, the aerodrome will be managed in Automatic Release in the following configurations: 08/08, 12/12, 26/12, 26/21, 26/26, 26/30, 30/30.

1.3.3 In the condition of Automatic Release, no Release is required for departing planes to APC except for:

1.3.3.1 Plane with different IFR (ALTITUDE and\or SID and\or after takeoff vectors) from the clearances written in section 1.12 Clearance Prior Taxi

1.3.3.2 Plane with VFR for climb above 2000 ft'

1.3.3.3 Plane departing with its preceding plane slower than it, a prop plane, or a plane that didn't follow SID.

1.3.3.3.1 If the preceding plane crossed the coastline or crossed 4000 ft, there is no requirement to request release from APC

1.3.3.4 Plane with clearance for heavy takeoff (See section 1.3.3.3.1)

1.3.3.5 Bedek flight

1.3.3.6 Plane that departs from "non-active" runway, except that the rule is for a plane departing from 30 when the airport is active at 26\30 configuration

1.3.3.7 The first plane departing after change of runway for departures

1.3.3.7.1 If 10 minutes have passed since the change of departure runway, no release is required

1.3.3.8 Plane departing on SID RIPUD when runway 21 is in use for landing or when RNP-X\ILS via LIMKO is in use 

1.3.3.9 International flight going to south ACC with separation lower than required in the LOA (10 min for same destination, 5 min for LLER)

1.3.3.10 In the condition of Stop automatic release, a Release is required before departure of each aircraft unless instructed otherwise by APC

1.3.3.11 Transfer between the operational modes will be via broadcast of AR/SAR on the ATC channel or via VACS message (APC to TWR)

1.3.3.12 APC may exclude certain flights from Stop automatic or resume automatic (For example: Stop automatic release for IFR only \ Aircrafts with SID DAFNA)

1.4 Minimum separation between two departing Traffic to APC from the same RWY unless approved otherwise by APC

1.4.1 Runway 26: 2NM from runway threshold unless following section 1.4.5 of this protocol

1.4.1.1 Under section 1.5.2, Runway 26 and Runway 30 shall be considered as the same runway

1.4.2 Runway 12: 2NM from runway threshold and preceding aircraft crossing 2500 ft while climbing

1.4.3 Runway 08: Crossed final of runway 30

1.4.4 If two departing aircraft from runway 26 or 30 in a row and both received SID DAFNA\MERVA: 3NM from runway threshold

1.4.5 Minimal separation between two departing aircraft from runway 26 or 30 that received either of the following SIDS: RIPUD\SALAM\TOMAL\MERVA\DAFNA\SUVAS:

1.4.5.1 1NM from runway threshold unless:

1.4.5.1.1 2 aircraft are supposed to go to Tel-Aviv airspace

1.4.5.1.2 2 aircraft are from category Heavy (D\E)

1.4.6 If two aircraft depart from runway 26 or 30 in a row and both receive SID RIPUD: 2NM from the runway threshold

1.5 VFR flight

1.5.1 DEL will provide VFR clearance as written in the relevant ADC sections and in the requirements in the LOAs with the adjacent ATS units

1.5.2 TWR will advise DEP controller about an airplane departing from the CTR

1.5.3 Flight that departs to Tel-nof ctr\ Palmahim\ Pluto at 2000ft or below, Flight to LLHZ via Mahlef Yarkon at 4000 ft, and departure flight to Tel-Nof at the CVFR route to Ayalon at 2500ft will require:

1.5.3.1 Advisory or coordination with the ATS unit shall be performed by the TWR controller as written in the LOA with the relevant unit

1.5.3.2 TWR will transfer the aircraft directly to the adjacent unit

1.5.3.3 Departure to Tel-nof TWR at the CVFR route of Ayalon 2500 ft shall receive Release

1.5.3.3.1 DEP controller may instruct TWR controller to send the departing aircraft to his FREQ

1.5.4 Departure to LLHZ at PARDS - GNYAM and a flight departing to APP\DEP at 2000ft or below:

1.5.4.1 TWR will transfer the departing aircraft to DEP

1.5.4.2 Advisory for LLHZ shall be via APP (Or DEP)

1.6 Responsibilities of following separation

1.6.1 APC controller

1.6.1.1 Will descend aircraft below 3000 ft above LLBG CTR with coordination with TWR, except for planes that perform an approach to the active runway or those that were coordinated separately

1.6.1.2 Will advise TWR about aircraft that perform a different approach from the one published in ATIS

1.6.1.3 Will coordinate with TWR the performance of an approach to a different runway from the one published in ATIS

1.6.1.4 Will coordinate with TWR entry of VFR to LLBG CTR

1.6.1.5 Will not approve approach inbound to runway 12 (straight-in approach) to pass GODED before departing aircraft from runway 30 is airborne

1.6.2 TWR controller

1.6.2.1 Will enforce seperation as defined in DOC4444 - CHAPTER 6 - Separation in the vicinity of aerodormes\6.1- Reduction in seperation minima in the vicinity of aerodormesץ

1.6.2.2 Will provide the required separation for planes that perform an approach to LLBG from other planes who are under his control

1.6.2.3 Will transfer aircraft departing to APC airspace to radio contact with APC as soon after take-off and clear of conflict from other aircraft in his airspace

1.6.2.4 Will not approve for departing airplane from runway 26 to start takeoff run after plane performing ILS\LOC\RNP 12 passed 10 DME unless acting on section 1.7

1.7 Reduction of separation minima between departing and arriving aircraft at 26/12

1.7.1 While performing reduction of separation in the vicinity of the Aerodrome between departing aircraft from runway 26 to arriving on runway 12, the departing aircraft shall cross the runway 26/12 intersection before the arriving airports crossed 5.7nm DME for runway 12 (rule of thumb: about 2000ft).

1.7.1.1 If the departing aircraft is CAT HEAVY (D\E) while the arriving aircraft is CAT LIGHT (A\B), the departing aircraft shall cross the intersection before the arriving aircraft cross DME 6 (rule of thumb: about 2090ft)

1.7.2 The TWR controller may perform a reduction in the following conditions

1.7.2.1 Visibility at or above 5KM

1.7.2.2 Reported ceiling at 2000 ft or greater

1.7.2.3 TWR can see both aircraft (TWR view) or identify them in SCOPE (Euroscope)

1.7.2.4 The departing aircraft got one of the following clearances

1.7.2.4.1 SID SUVAS\SALAM\DAFNA\MERVA\TOMAL\RIPUD

1.7.2.4.2 Initial heading of 255 (RWY heading) or southbound until heading 120.

1.7.2.4.3 VFR clearance to Netaim\Nezer Sarani\Ayalon 

1.7.3 TWR controller shall indicate the departing aircraft to remain on his FREQ until altitude crossing or until the departing aircraft is behind the arriving aircraft.

1.7.4 When all of the following, the TWR shall cancel take-off clearance:

1.7.4.1 Loss of SSR information (Advisory from APC or from TWR himself)

1.7.4.2 TWR doesn't have visual with the arriving aircraft (Euroscope does count in this situation)

1.7.4.3 The departing plane didn't start the take-off run

1.7.5 When the departing aircraft receives SID RIPUD, heading 120-210, or VFR clearance to AYALON, and in case of go-around, the TWR controller will give the going-around aircraft clearance to climb to 4000 ft on runway heading

1.7.6 APC controller:

1.7.6.1 Will transfer the arriving aircraft to contact with TWR until coastline

1.7.6.2 Will report immediately in case of losing SSR information (Losing radar contact)

1.8 Roles of TWR to APC

1.8.1 Will advise on the runway configuration

1.8.2 Will advise on any delay (On CRM conditions) or rejected takeoff

1.8.3 Will advise on go-around and report the clearance the plane received and/or will ask for further clearance

1.8.4 Will coordinate Clearance for IFR plane who isn't departing on SID

1.8.5 Will coordinate Departure of planes in reduced separation than written above

1.8.6 Will advise on taxi of ambulance flight or VIP

1.8.7 Will advise when runway closure is in effect

1.9 Roles of APC to TWR

1.9.1 Will annonce "Stop\Resume Automatic Release"

1.9.2 Will approve\reject Release request

1.9.3 Will coordinate landing on a non-active runway

1.9.4 Will advise landing on a non-active approach (As published in ATIS)

1.9.5 Will advise on entry of VFR flights to LLBG

1.9.6 Will provide clearance to IFR traffic who isn't departing on SID

1.10 Roles of DEL to APC

1.10.1 Will pass information about BEDEK flight (From BEDEK HELIPAD/APPRON only!) and will get clearance for the flight

1.10.1.1 The actual clearance will be given to the pilot only after APC approves the flight

1.10.2 Will update on the plane that requests ASSIF/BIRIM

1.10.3 Will update about planes that cannot follow SID requests

1.10.4 Will update about changes in the QNH and changes to the landing runway in the ATIS

1.11 Roles of APC to DEL

1.11.1 Will provide SSQ codes for VFR planes departing from LLBG (or approve AUTO assign code)

1.11.2 Will advice about start\ending of usage in Q30 (BIRIM) or T80/T84/T85 (ASSIF)

1.11.3 Will advise when BEDEK flight is (From BEDEK HELIPAD/APPRON only!)

1.11.4 Will pass the details of irregular departures from LLBG

1.12 Prior taxi clearance - IFR Flights

1.12.1 Plane that requests clearance with different flight rules than filed shall be fully checked on the following details: Arrival aerodrome, Route, Requested altitude.

1.12.2 Initial altitude for an IFR flight will be received by the runway and the SID:

1.12.2.1 4000ft for aircraft departing from runway 26/30 except for departure on SID RIPUD

1.12.2.2 6000ft for aircraft departing from runway 26/30 on SID RIPUD

1.12.2.3 5000ft for aircraft departing on runway 21/03/12/08

1.12.2.4 Different initial altitudes than written above will be given in coordination with APC

1.12.3 The controller (DEL) will give the clearance (SID) for IFR flights according to the flight plan unless coordinated otherwise with APC:

1.12.2.1 MERVA\DAFNA\SUVAS are for flights designated to transfer to Tel-Aviv ACC 

1.12.2.2 Clearances (SID) for flights designated to transfer to South or to Amman (OJAC\Jordan) shall be received according to the runway configuration as written below:

AMMAN ACC	DAROM ACC	CONFIG\ATS UNIT
NAT1D	NAT1D	12/12
RIPUD	RIPUD	26/12
RIPUD	RIPUD	26/26
RIPUD	RIPUD	26/30
SALAM	TOMAL	26/30 RNP-X\ILS30 LIMKO
RIPUD	RIPUD	30/30
SALAM	TOMAL	30/30 RNP-X\ILS30 LIMKO
SALAM	TOMAL	Any other RWY config

1.12.2.2.1 In case of a change of landing runway to runway 21 or when RNP-X is declared in use, the clearance of a departing plane that received RIPUD shall be amended to TOMAL\SALAM SID according to their ROUTE

1.12.2.3 For a plane that cannot follow the altitude requirement of 2400ft or above at MATOV from runway 26/30, the following clearance shall be given: climb to 4000ft and give limitation to cross 7 DME at or above 2200ft

1.12.2.3 GND\DEL will write on the scratch pad (TAG) 40H 

1.12.2.4 For a plane that cannot maintain the limit of 5000ft or above at MATOV when departing from runway 08, the following clearance will be given: Climb to 5000 ft with the limit to cross MATOV at a minimum of 4000ft

1.12.4 Clearance for a plane that isn't fulfilling the written criteria above shall be coordinated with APC

ADC | Aerodrome Control

APC | Approach\Departure Control

1. Area of responsibility 

1.1 If ILS 08 is in use, the "PIE" Area is also under the control of APP

1.2 If ILS--30\RNP-Z--30\RNP--26\ILS--26 and after coordination with PLUTO (LLPT_E), the sector below 6000 ft in the STAR+APP is under the control of BGN APC (further information about that in PLUTO LO)

1.3 When APC is divided into APP and DEP, the area of control is as published in the annexes and in the APC | GEN 

1.4 When Tel-Aviv ACC is offline, LLBG_APP will take control over the triangle area (at LCCC)

2. Method of control

2.1 The APC controller will provide RADAR services to traffic in his Area of responsibility 

2.2 The APC controller will issue a clearance to accept planes into BGN to Tel-Aviv or South or Pluto or Jordan when there is no Automatic Arrival

2.2.1 Automatic Arrival: when Approach can receive inbound Traffic

2.2.2 Stop Automatic Arrival: when Approach is unable to receive inbound Traffic; in that situation, APP will issue clearances to ACC to send inbound traffic to him or when APP is declaring SAA (BGN-TLV loa is disregarded)

2.3 The APC controller will issue a clearance to TWR when Stop Automatic Release is in effect.

2.3.1 Automatic Release: When A traffic is departing BGN and is in the range of pre-approved types of traffic

2.3.2 Stop Automatic Release: When A traffic is departing BGN isn't in the pre-approved types of traffic or if there has been a go-around or when the DEP (or APC) is declaring SAR. When SAR is in effect, each release is valid for 10 minutes.

2.4 The APC controller will perform TMA Roles and responsibilities when those aren't active

2.5 Roles regarding APC TMA

APP\DEP will inform TMA when there is a holding pattern active in GODED or BGN VOR

2.6 Roles and responsibilities when Split is in ACT (irregular due to regular split will include TMA)

2.6.1 APP controller 

• Will perform TMA duties in the area of KANER-NAT
  

2.6.2 DEP controller 

1. Is responsible for the departing traffic from BGN
2. Will perform TMA duties (except as mentioned above)

3. Standing Agreements 

3.1 Tel-Aviv (control)

3.2.1 From Ben Gurion to Tel-Aviv

STAR allocation: Tel Aviv control will allocate STAR to Ben Gurion.

Altitude agreement:

From	Agreement	Conditions
LLBG SID	↑8000ft	Clear of conflict

Transfer of control:

Position	Conditions
Airborne passing 3500ft	VIA SID

3.2.2 From Tel-Aviv to Ben Gurion

Altitude agreement:

TO	Agreement	Conditions
LLBG	↓5000ft	RWY26/21/12/08
	↓6000ft	RWY30 (VETEK1A)

Transfer of control:

Position	Conditions
2NM before AMMOS	RWY26/30/21
2NM before PURLA	RWY08
2NM before NINET	RWY12

3.1 Pluto (control)

Minimal Segregation zone: Both Pluto Control and Ben-Gurion will maintain a segregation zone of 2.5 NM from the north border of Ben Gurion TMA

WT separation from the segregation zone: When traffic requires WT radar separation, each station will maintain half the required separation from the North border of Ben Gurion TMA

Arrival Corridor: When ILS30 \ RNPZ30 \ RNP26 \ ILS26 is in use, and after coordination between Pluto and APC (APP) a corridorof 5NM for each side around the STAR\APP is transferred to BGN APC (APP).
Note: VFR (AZAM) south to MEHLAF EYAL will remain under PLUTO control

4. Logon Identification

4.1 Approach controller (APP)

Standard C\S: LLBG_APP

Relif C\S: LLBG__APP

4.2 Departure controller (DEP)

Standard C\S: LLBG_DEP

Relif C\S: LLBG__DEP

APC | TMA Control

1. Area of responsibility 

Check the chapter of APC | Approach\Departure Control

2. Method of control

The TMA controller will ensure the inbound TFC to BGN has current ARRIVAL ATIS INFO

2.1 Roles concerning LLHZ

2.1.1 TMA controller will provide LLHZ DEL with the CLR for Departing traffic into the TMA CTR (For example, BENQO\Working flight, etc.)

2.2 Roles concerning BGN APC

2.2.1 TMA controller will update BGN APC  on operating BIRIM (Q30) or ASSIF (T80\84\85)

2.3 BGN DEP-APP Separation

2.3.1 TMA controller will be in charge of any CVFR airway below APC CTR

3. Standing Agreements 

3.1 South Control

Minimal Segregation zone: Both South Control and Ben-Gurion will maintain a segregation zone of 2.5 NM from the south border of Ben Gurion TMA (except for J10 airway or transfer of control)

WT separation from the segregation zone: When traffic requires WT radar separation, each station will maintain half the required separation from the South border of Ben Gurion TMA

ASSIF&J10 routing: When the ASSIF shortcut is active, the J10 airway north of the join position of the shortcut will be assumed as a Northbound airway, while the approved shortcut will be assumed as a southbound airway

3.2.1 South to Ben Gurion

Altitude agreement

From	Agreement	Conditions
ASSIF	10,000/8,000 at ASSIF
AMMIT	10,000/8,000 at SIVAK

Transfer of control:

Position	Conditions
5NM Before AMMIT	Clear of conflict
10NM Before ASSIF	If "ASSIF Shortcut" is active and there is an entry from ASSIF

STAR allocation: South Control will allocate STAR to Ben Gurion, as explained in ANNEX A.
When no STAR is available, the South Control may route the traffic with one of the following options:
1. TOMAL - ADLOD
2. ASSIF - ADLOD (If requested by Pilot or from Ben Gurion UNIT) and with the following conditions:
a. The route to ASSIF is Clear down to 8000ft 
b. The traffic will be transferred as soon as possible

3.2.2 Ben Gurion to South

Altitude agreement

From	Agreement	Conditions
LLBG\LLHZ	9,000 ft at TOMAL/ASSIF 8000 ft at BIRIM	*IAS of 250kts * Steady at the requested Altitude

Required Separation:
              Two international flights: When two planes are flying southbound for an international flight, they may be transferred with 10                                                            minutes of separation.

              Two LLER inbound flights: The two airplanes shall be separated by at least 5 minutes when in the same performance group.

              Any other flights:

General	Lateral	Vertical	Other instructions
Following with same or reduced speed from preceding	5NM	No requirement	No need
Following with faster speed from preceding	15NM or greater	No requirement	No need
	Less than 15NM	1000ft or greater	No need
		none	Coordination is required

Transfer of control:

Position	Conditions
TOMAL	Clear of conflict
ASSIF	If "ASSIF Shortcut" is active and Holding Altitude as instructed
BIRIM	If "Q30 Shortcut" is active and Holding Altitude as instructed

3.2 Pluto Control

Minimal Segregation zone: Both Pluto Control and Ben-Gurion will maintain a segregation zone of 2.5 NM from the north border of Ben Gurion TMA

WT separation from the segregation zone: When traffic requires WT radar separation, each station will maintain half the required separation from the North border of Ben Gurion TMA

4. Logon Identification

Standard C\S: LLBG_T_DEP

Relif C\S: LLBG__T_DEP

APC | BGN RADAR OPERATING PROCEDURES

Chapter 1: General Radar instructions

1.1 Airspace classifications

1.1.1 The TMA in its entirety below 4000 ft and the LLBG CTR are designated as CLASS D Airspace

1.1.2 Air traffic controllers may provide separation between IFR and VFR/CVFR as common in CLASS C airspace, excluding VFR/CVFR in infrastructure as published in the Israeli AIP; this information shall be provided to the pilot, and, by request, he may receive separation.

1.1.2.1 Traffic information to IFR flight about VFR\CVFR traffic at air infrastructure is designated as Additional Service and as lower priority.

1.1.3 Despite the said in sections 1.1.1-1.1.2.1, there shall be provided radar separation or Reduction (reduction from BGN TWR) between planes in Final Approach to RWY 21/26/30 and traffic in the VFR airway (Helicopter) between "KESEM MAARAV" (קסם מערב) and "Kefar Daniel" (כפר דניאל)  in both directions

1.2 Clarification about deviation from standard procedures

In opposition to the written instructions in ICAO documents, when air traffic is sent to APP\SID\STAR after vectors, there is no obligation to instruct the pilot to resume own navigation

1.3 The required separation within the TMA area is 3 NM and/or 1000 ft:

1.2.1 In specific operations that separation is approved to be broken (for example: Reduction procedure)

1.4 SSR-based radar identification

1.4.1 Planes may be considered identified in the following conditions:

1.4.1.1 The transponder code in the TAG system (Strip) and/or there has been coordination between BGN and adjacent radar unit including SSQ (Transponder) code

1.4.1.1.1 The SSQ code is designated to one plane in the BGN Area of control

1.4.1.2 The flight information, which includes at least the SSQ code and C/S, is shown in the Situational Awareness system (for example, VATSIM RADAR, VATSPY, etc)

1.4.1.3 There is an automatic match between the shown traffic on the scope and the assigned SSQ code assainged

1.4.2 This identification method is approved only when there are no known errors in the coordinated TAG system or the Situational awareness system.

1.4.3 When any doubt regarding the identity of the planes, regular radar identification is required

1.4.4 Mode C verification is required.

1.5 Exception from Standard Radar PROCEDURES concerning ILS\LOC approach

1.5.1 Intercept of the localizer shall be not greater than 45 degrees of the approach track

1.5.2 Intercept of the localizer shall be at 7NM or more from the touchdown so it may allow the plane to stabilise on the Final approach track at the Glide path or below.

1.5.2.1 Plane shall not be instructed to intercept the localizer 

1.6 Declaration of Active approach

1.6.1 Only precision approaches may be declared as an active runway's approach

1.7 Interception of RNAV waypoints

1.7.1 RNAV waypoint interception may be performed in a way that will allow flight to the waypoint and with the next turn into the next waypoint at less than 90 degrees (aircraft speed and distance shall fall into consideration)

1.7.2 Interception of RNAV waypoint in approach:

1.7.2.1 The intermediate FIX is the last waypoint for approach interception unless written otherwise in the Runway chapter

1.7.2.2 In ILS\RNP interception, the intermediate FIX will be at 45 degrees or less from the next flight path.

1.8 Noise limitation when turning jets after takeoff 

1.8.1 The limitation specified in this section does not apply to turbo probs and planes departing on SID RIPUD

1.8.2 From 2300 to 0600 local time, turning of eastbound jet traffic for improving efficiency is approved at 6000 ft and above or after passing the coastline to the west

1.9 Non-standard altitude coordination and/or airspace deviation is under the responsibility of the controller whose traffic is under his control

1.10 Pilot deviation from clearance 

1.10.1 ATC shall provide new/updated clearance after a pilot deviation from old clearance in the following circumstances:

1.10.1.1 Emergency Maneuver

1.10.1.2 TCAS RA manuver 

1.10.1.3 TAWS/GPWS alerts (Terrain avoidance maneuver)

1.10.1.4 Weather avoidance maneuver

1.11 Flight in restricted airspace

1.11.1 Controller may approve flight in restricted area in airspace under his control under the following conditions:

1.11.1.1 In areas LLP171 and LLP172 (Aerodrome closing) for any reason

1.11.1.1 In area LLP11 (Temple Mount) for reasons of weather, local flight, police, military (VSOA only), and safety

1.12 Flight restriction outside of the TMA boundary

1.12.1 No Plane shall be flown 6000 ft eastbound below ADLOD-ASSIF due to active military training areas; to fly in this area, coordination with PLUTO is required

1.12.2 No plane shall be flown west of the TMA below 5000 ft without coordination with PLUTO (or Apollo)

1.12.3 No plane shall be flown west of the TMA and south of Radial 269 of BGN VOR at any altitude without coordination with PLUTO (Or Apollo) and SOUTH

1.12.4 Plane shall not be flown north of that STAR to runway 21 without coordination with PLUTO or Apollo

1.12.4.1 Traffic to APC FREQ from Tel-Aviv to the STAR will be considered as coordinated with PLUTO (or Apollo). Nevertheless, their track shall not be altered without further coordination with PLUTO

1.13 Change of operational status of essential systems for approach or landing

1.13.1 The controller shall inform traffic on approach or joining approach at BGN of the change of status of essential system (for example ILS or repetitive GNSS jamming reports {If implemented})

Chapter 2: Runway 26

2.1 Table of approaches

2.2 Approach controller

2.2.1 The APP controller shall inform PLUTO (Or applo) before activation of ILS\RNP and will inform after changing to another approach

2.2.2 Is responsible for arriving Planes from Tel Aviv and from the TMA to BGN

2.2.3 Is responsible for the J11 Airway

2.3 Departure controller

2.3.1 Is responsible for departing traffic from LLBG

2.4 TMA controller

2.4.1 Is responsible for the CVFR and Helicopter airways north of LLBG

2.4.2 Will coordinate with the APP controller descent to Herzelia in the airway of GEMDA-MESIL

2.4.3 Will forward planes whose Destination is LLBG via GEMDA heading 290 at an altitude of 6000ft

2.5 Activation of ILS\RNP

2.5.1 The sectors are demonstrated at APC | ANNEX - ANNEX D: APP-DEP-TMA SECTORS ILS 26

Chapter 3: Runway 12

3.1 Table of Approaches

3.2 Coordination With Pluto

2.2.1 Due to limitations, any descent with DCT into the approach will be limited to 5000ft outside of the TMA and inside at our discretion; this can be altered with coordination with PLUTO or Apollo about "שלוש בים," which approved descent to 3000ft and allows us to give the descent.

2.2.2 Best practice is to avoid DCT into the approach when this is not approved by ACC

3.3 The sectors are demonstrated at APC | ANNEX:

ANNEX E: APP-DEP-TMA SECTORS 08/08 OR 26/12 OR 12/12 OR South approach to 30

Chapter 4: Runway 30

4.1 Table of Approaches

4.2 Approach controller

4.2.1 Will advise Tel Nof TWR (If online) 10 min before use of RNP-X or GAVRI and inform when finishing the use

4.2.2 Will advise Pluto (or Apollo) before use of ILS\RNP-Z\RNP-X\GAVRI and inform when finishing the use

4.3 Required separation from Tel-Aviv ACC

4.3.1 Between preceding plane performing BG304 ILS to BG304 RNP Z - 25NM

4.3.2 Between preceding plane performing BG304 ILS to RNP X or GAVRI - 30NM

4.4 Activation of RNP-Z or ILS30

4.4.1 The sectors are demonstrated at APC | ANNEX: ANNEX B and ANNEX C

4.4.2 Approach controller (APP)

4.4.2.1 Responsible for J11 airway

4.4.2.2 Responsible for joining planes arriving from Tel-Aviv ACC and from TMA airspace to land at LLBG

4.4.2.3 When RNP Z is in use, will coordinate with the TMA controller for planes that are performing ILS

4.4.2.4 RNP-X and GAVRI shall not be cleared before approval from Tel Nof (If connected)

4.4.3 TMA controller

4.4.3.1 Responsible for CVFR and Helicopters north of LLBG

4.4.3.2 When RNP Z or ILS is in use, unless coordinated elsewhere with the APP controller, it will integrate traffic destined to BGN into STAR no later than GINTO descending to 7000ft

4.4.3.3 Will route traffic destined to LLHZ to NAT VOR in coordination with Pluto (or Apollo) 

4.4.3.3.1 If the Traffic approves descent to LLHZ in the TMA controller, it will be coordinated with the APP controller

Chapter 5:  Runway 21

5.1Interception of approaches from the east to RWY 21 will be in coordination with Pluto (Or Apollo)

5.2 Coordination with Pluto will include the required distance to the northern boundary of the TMA to perform the interception

5.3 Coordination ILS26 with Pluto is allowing for ILS21 from the east as published in the AIP and LOC interception from the east if it is within the corridor of ILS26

5.4 Verification that no "BERESHIT"(בראשית) is active in the area required to perform interception is required

5.5 Table of Approaches

5.6 APP Controller

5.6.1 Will inform Pluto before activating RWY 21 for landings and inform when changing configuration

5.6.2 Responsible for J11 Airway

5.6.3 Responsible for integrating traffic arriving from Tel-Aviv ACC and from BGN TMA destination to LLBG

5.6.4 When giving vectors for intercept from the west, minimum altitudeof 3500ft until BETYO to the east (in this condition, the plane is facing east)

5.7 DEP Controller

5.7.1 Responsible for the departing Traffic from BGN

5.8 TMA Controller

5.8.1 Sectors, as shown in the annex

5.8.2 Responsible for the CVFR and Helicopter airways north to LLBG

5.8.3 Will coordinate with APP descent to LLHZ in the GEMDA-MESIL airway

5.8.4 Will route planes with destination of LLBG from GEMDA at heading 290 at 6000ft

5.9 The sectors are demonstrated at APC | ANNEX - Annex A: APP-DEP-TMA SECTORS ILS 21

5.10 For checklists (switch into/from 26/21 or integrating up to 3 planes on runway 30) see annexes F G H

Chapter 6:  Runway 08

6.1 When RWY08 is activated, the sector of 08-PIE will transfer automatically to APP

6.2 Arrival on runway 08 for Emergency or weather is approved when no other runway is available

6.3 When runway 08 is in use, parachuting in Palmahim is not approved (VSOA activity)

6.4 Approach controller

6.4.1 Shall inform Palmahim (LLPL\LL59) and Pluto (Or Apollo or South) 15 minutes prior to use of RWY08 and at the end of use of runway 08 for landing. The controller may not clear for the approach before said approval from said units (if online)

6.4.1.1 If Palmahim Coast is active for mil use IRL, the operation of RWY08 is not approved

6.4.2 The ILS shall not be intercepted from the south.

6.5 Table of Approaches

APC | ANNEX

Annex A: APP-DEP-TMA SECTORS ILS 21

Annex B: APP-DEP-TMA SECTORS ILS 30

Annex C: APP-DEP-TMA SECTORS RNP-Z 30

ANNEX D: APP-DEP-TMA SECTORS ILS 26

ANNEX E: APP-DEP-TMA SECTORS 08/08 OR 26/12 OR 12/12 OR South approach to 30

ANNEX F: Checklist switch to configuration 26/21

Reports

ü  Pluto (Or Apollo)

ü  ACCS (Specify about inbound to the TMA via SIVAK-TALMI-GATVU)

ü  ACCN (Rerouting, Spacing, Working Freq)

Technical systems

ü  Confirm ILS is active (NOTAM)

ü  Confirm configuration is updated at Vatis

 

ANNEX G: Checklist switch from configuration 26/21

Staffing

ü  Marge DEP sector into TMA

Reports

ü  Pluto (Or Apollo)

ü  ACCS (Back to normal routing)

ü  ACCN (Rerouting, Configuration, Spacing, Working Freq)

Technical systems

ü  Confirm configuration is updated at Vatis

 

ANNEX H: Checklist for integration to runway 30 while 26/21

·         Intended to integrate between 3-1 planes for runway 30

Annex I: BGN APC Logon Order

VATIL - CVACC || LOA

 

Letter of Agreement between CvACC (LCCC) and VATIL (LLLL)

 

1.      General

 

1.1  Purpose and Scope:

 

The purpose of this Letter of Agreement is to define the coordination procedures to be applied between NICOSIA ACC[1] and TEL AVIV ACC[2] when providing ATS to GAT[3] and OAT[4].

 

The procedures contained in this operational letter of agreement that supplement or detail, when so required, the procedures contained in documents of the two States, ICAO and Eurocontrol shall be applied to all aircraft that cross the common boundary of the Nicosia and Tel Aviv FIRs.

 

1.2  Operational Status

The two ATS units concerned shall keep each other advised of any changes in the operational status of their facilities and navigational aids, which may affect the procedures specified in this Letter of Agreement. Information concerning the flow of traffic such as weather, overload, navigation aid or any other relevant information shall be passed on the concerned Unit.

 

 

 

 

 

 

 

 

 

 

2.      Geographical responsibility for the provision of ATS.

 

2.1 Areas of responsibility

 

2.1.1 NICOSIA ACC

 

Lateral limits: As published in AIP CYPRUS

Vertical limits: As published in AIP CYPRUS

 

2.1.2 TEL AVIV ACC

 

Lateral limits: As published in AIP State of ISRAEL

Vertical limits: As published in AIP State of ISRAEL

 

2.2 Delegation of The responsibility for The Provision of ATS

 

Routing: Traffic between Nicosia and Tel Aviv FIRs should route as indicated below, or as coordinated between the controllers in charge (Example: direct DESPO/STEPA/VELOX).

 

a)      Westbound to Nicosia FIR:

·         SUVAS – TEZAK

·         SUVAS - STEPA

b)      Northbound to Nicosia FIR:

·         DAFNA – VELOX

·         MERVA – VELOX/DESPO

c) Eastbound to Tel Aviv FIR:

·         IDAKU – PIKOG

·         LEDRA – PIKOG

·         BIRES- PIKOG

·         BIRES – KEREN[5]

d)      Southbound to Tel Aviv FIR:

·         ZOMBA – AZERE

·         ZOMBA - MERVA[6]

 

 

 

3.      Procedures for coronations

3.1 Tel-Aviv clearance limit outbound flight from LLBG/LLHA to Nicosia FIR

a.      All outbounds flights, Tel-Aviv ACC Clerance limits FL260 or Below

b.      Directs may be given by Tel Aviv ACC to VELOX without prior coordination, any other waypoints require coordination with NICOSIA ACC.

3.2 Overflight to Nicosia FIR (West/North bound)

a.      All outbound traffic from OJAI/OJAM/LLER/LLNV clearance limit is FL320

b.      Any other outbound traffic clearance limit is RFL

3.3 Nicosia clearance limit Inbound flights to LLBG/LLHA/LLER

a.      Eastbound traffic: Nicosia ACC shall clear traffic decent to FL210 before crossing N71 Airway, subject to traffic flow and separation. But no lower than FL210

b.      Southbound traffic: Nicosia ACC shall clear traffic decent to FL270 before crossing N71 Airway, subject to traffic flow and separation. But no lower than FL270

c.       LLHA: Nicosia ACC shall clear traffic decent to 8000ft before crossing 70NM before MERVA[7], subject to traffic flow and separation. But no lower than 8000ft

d.      Best Practice: All inbound traffic recommended crossing N71 Airway FL310 or below

e.      Two or more aircrafts with less than 15NM separation at the same direction, will be separated by vertical separation of 2,000 ft (e.g. first aircraft descending to FL210, second aircraft to FL230)

f.        Overflow: In the condition that Tel-Aviv ACC declares overflow, the default practice shall be giving hold as published in the positions of AZERE[8] and PIKOG[9] between FL210 to FL340 While remaining under Nicosia ACC, the traffic will be transferred to Tel-Aviv ACC after leaving the hold.

3.4 Overflight to LLLL FIR (East/South bound)

a.      All traffic should cross N71 Airway at RFL (FL330 or above).

·         Traffic below FL330 must be coordinated with LLLL FIR

 

4.      Transfer of Control & Communication

 

4.1 Release Points

 

Traffic release to Tel-Aviv ACC as soon as crossing N71 Airway.

 

Westbound: Traffic release to Nicosia ACC no later than waypoint SUVAS

 

Northbound: As soon as possible, subject to traffic flow and potential conflicts, but no later than FIR boundaries.

 

4.2 Frequencies:

 

Nicosia ACC: 124.200 MHz
Nicosia South ACC: 124.200 MHz

Nicosia East ACC: 126.300 MHz

 

Tel Aviv ACC: 121.400 MHz
Tel Aviv Enroute ACC:  132.025 MHz[10]

 

4.3 Traffic Transfer

 

      All traffic from LLLL FIR to Nicosia FIR should be transferred to LCCC_CTR

      All traffic from Nicosia FIR to LLLL FIR should be transferred to LLLL_CTR

·         Incase LLLL_CTR if offline, traffic bound/destination to LLBG should be transferred to LLBG_APP, following the same procedures as with LLLL_CTR, following the same procedures as with LLLL_CTR

·         Overflight to LLLL FIR would be passed to LLLL_CTR or LLLL_E_CTR only. Incase these units are offline, LCCC_CTR will send the aircraft to Unicom when clear of conflict.

 

5.      Validity

Last review: Febuary 9, 2026 – Revision 1.3

[1] LCCC_CTR

[2] LLLL_CTR

[3] General Air Traffic

[4] Operational Air Traffic

[5] Intended for TFC crossing LLLL FIR (Over ben Gurion at high altitude)

[6] Intended for TFC Inbound to LLHA/LLIB or crossing LLLL FIR (Over ben Gurion at high altitude)

[7] The vicinity of VELOX/ZOMBA/DESPO.

[8] Right hold, Inbound: 172, 1.5 min, max IAS 300kts.

[9] Left hold, Inbound: 123, 1.5 min, max IAS 300kts.

[10] Overflight only

VATIL JorvACC LOA

VATIL irtual Is The New Reality

Letter of Agreement (LOA)

Between: Amman ACC (JOVACC / OJAC) And: Tel Aviv ACC (VATIL / LLLL)

Updated: As of 14 May 2026.

Effective Date: 15 May 2026

JOVACC VATSIM Jordan

Source: AIP ISRAEL (ENR 1.5, ENR 2.1) and applicable Jordan AIP/SUP (Rev 2509/Sep 2025) material as current.

1. General

1.1 Purpose

Defines ATS coordination between Amman ACC and Tel Aviv ACC for IFR/VFR traffic crossing the common FIR boundary.

1.2 Applicability

Applies to all aircraft crossing between the Amman FIR and Tel Aviv FIR when both ATS units are operational.

Operational status (navaids outages, weather, FPL issues, restrictions) that affects ATS provision shall be coordinated immediately.

2. FIR Areas & ATS Airspace

2.1 FIR Boundaries

Tel Aviv FIR

Lateral + vertical limits are as defined in ISRAEL AIP ENR 2.1:

Full FIR from UNL to GND

• Airspace classifications: A, C, D as published.

Amman FIR

As published in JORDAN AIP (ENR sections).

2.2 Mandatory Reporting/Entry Points

Flights entering Tel Aviv FIR from Amman FIR shall use published entry reporting points:

• RALNA or OSAMA waypoints for Tel Aviv Inbounds.

• MUVIN or TALMI waypoints for Tel Aviv overflights departing from the Amman FIR.

Flights entering Amman FIR from Tel Aviv FIR shall use published entry reporting points:

• SALAM or RALNA waypoints for Amman Inbounds.

• OSAMA SALAM RALNA and or MUVIN/TALMI waypoints for Amman overflights departing from the Tel Aviv FIR.

Note: Entry via other points is prohibited unless explicitly cleared by ATC.

3. Standing agreements

3.1 Tel Aviv ACC -- Amman ACC

• ➤ All traffic shall hold cleared altitude 5NM Prior to transfer [unless said otherwise]

• ➤ All traffic shall be separated with lateral separation of 10NM at least unless maintain vertical separation.

• ➤ When transfer of control is performed the traffic shall be with 45 deg of clear area until entering receiving units' airspace.

3.1.1 Tel Aviv ACC to Amman ACC

3.1.2 Amman ACC to Tel Aviv ACC

3.2 Ben Gurion -- Amman ACC

• ➤ All traffic shall hold cleared altitude 5NM Prior to transfer [unless said otherwise]

• ➤ All traffic shall be separated with lateral separation of 10NM at least unless maintain vertical separation.

• ➤ When transfer of control is performed the traffic shall be with 45 deg of clear area until entering receiving units' airspace.

3.2.1 Ben Gurion to Amman ACC

3.2.2 Amman ACC to Ben Gurion

4. Coordination and Procedures with Adjacent Units

4.1 Ben Gurion - Amman ACC

• ➤ If traffic is unable to hold cleared altitude 5NM before transfer of control the adjacent unit shall be updated

• ➤ Inbound to LLBG: OSAMA at 6000ft shall be coordinated as soon as possible (at least 5 min prior to the position)

4.2 Tel Aviv - Amman ACC

• ➤ If traffic is unable to hold cleared altitude 5NM before transfer of control the adjacent unit shall be updated

• ➤ Inbound to Amman ACC (Enroute): Any traffic crossing below FL350 shall be coordinated

• ➤ Inbound to Tel Aviv ACC (Enroute): Any traffic crossing below FL360 shall be coordinated [Except for FL280]
  FL280 may be closed due to MIL corridor, in this case Tel Aviv ACC will update Amman ACC with 10 min prior for closure. In that situation the block altitude of FL280 need to be coordinated.

5. Frequencies

Tel Aviv ACC:

Amman ACC:

6. Airspace & Altimetry Considerations

• RVSM: Applicable within Tel Aviv FIR between FL290 and FL410 per ICAO EUR procedures.

• Flight levels and altitude blocks: Follow published AIP route altitude restrictions and chilling levels for each airway/point as amended.

7. Validity & Amendments

• This LOA reflects the most recent AIP information available (as of 14 May 2026). It supersedes earlier local agreements and NOTAM-derived procedures, but must be verified operationally with AIP and NOTAM.

Signed:

Dalon

کیں

Nadeem Zabaneh ACCJO4ATC Director

Jordan VACC - VATSIM Network

14-May-2026

Yuval Gazit-VATIL3-ATC Director

VATIL - VATSIM Network

14-May-2026

LOA - VATSIM USE ONLY - OJAC and LLLL - 2026

 

GEN | נהלי כלליים - General Procedures

העברת מכ"ם -- RADAR TRANSFER

מטרת נוהל זה היא להסדיר את שיטת העברת הלייבל (העברת TAG) בין עמדות המכ"ם במרחב LLLL, נוהל זה מבוסס על החוסר התיאום הטכני בין הבקרות במציאות

1. בהעברה בין בקרות במרחב יש לבצע רליס (RELEASE) ללייבל (TAG) {בין בקרות}
2. במהלך העברת תנועה בין ת"א לגישה ולהפך יש לבצע על פי הנוהל הבא: 
   1. העברת הלייבל אל העמדה הקולטת
   2. העמדה הקולטת תאשר את הלייבל
   3. העמדה הפולטת תבצע העברת קשר לתנועה

This procedure defines the way in which a tag is transferred between radar positions in the LLLL FIR; this procedure is based upon the premise that there is no technical contact between LLLL FIR positions and the LLLL FIR and Eurocontrol radars.

A. When transferring control between radar station wethin LLLL FIR the emitting station shall RELEASE instead of TRANSFER

B. This sequence of events shall describe the transfer of control between LLLL and LLBG radar stations.

1. Transfer of label to the receiving station
2. The receiving station shall accept the label
3. The emitting station shall perform radio transfer

עדכון נהלים - Update of procidures

1.Method

1.1 Each controller at the LLLL fir shall follow updated information and follow the priority of documentation 

1.2 Proyirity of documentation 

1.2.1 NOTAMS as published by Vatils Operation department or by its certified replacement (ETC control room shift manager) 

1.2.2 Ammendments published at briefing section

1.2.3 SOP as published in this wiki or by Vatil ops department

1.2.4 Traning material approved by VATIL 3 or by certified mentor

1.3 When an ammendment to the SOP is occurring the following thing shall happen

1.3.1 VATIL 7 Shall realesse small berifing (read and sign) about the relevant sections and documentation 

1.3.2 While updating the SOP for a duration of one month the update shall be marked in yellow and linked to a relevant berofing with updates about implementations.

1.4 When NOTAM is active for prolong time it shall be published in the berifing area also as NOTAM

2. Roles and reponsibilities

2.1 Vatil 7 - OPS Director

2.1.1 Vatil 7 shall maintain the SOP Updated and release berifing about upcoming changes

2.1.2 VATIL 7 Or ops department member shall publish relevant NOTAMS in the the ATS distribution

2.2 Vatil 3 - Traning Director

2.2.1 Vatil 3 shall confirm the learning material is updated or the student have the ability to confirm that their knowledge is updated

2.3 Standard controller

2.3.1 Each controller shall check before an AIRAC update or whsn recived indication of any change for changes in the briefing section of the SOP and for implementation in the SOP

2.3.2 While preforming shift change the reliving controller shall confirm with three relifed controller about active Ammendments.

 

Berifing Area

TI - 26 - 10 - 01

Valid	Until further notice
Applicable to	LLSC,LLBG
Status	Active
Mandatory	Yes
Implemantation in SOP	N/A

Summery

Due to military activity on J10 any civilian flight between SIVAK <-> NURIT Shall not cross above 18,000ft, lower and lateral limit is not affected

Exceptions - 

• Flights refusing to decent
• Flight to military bases (For example Nevatim, Ramon Etc

TI - 26 - 10 - 02

Valid	until 31/12/2026
Applicable to	LLLL
Status	Active
Mandatory	no
Implemantation in SOP	N/A

Summery

Airway L53 is closed between ABIMI - BGN VOR The following re routes shall be in effect (either by vectors or by route ammendment)

Civil	Departure: AMMAN FIR	TALMI DCT TAPUZ	11000ft-16000ft
	Departure:LLOV, LLER, LLNV to LCCC ctr	GOBRI DCT TAPUZ	11000ft-16000ft
Military	Overfly from AMMAN FIR	TALMI DCT TAPUZ	17000ft or greater
	Overtly from LLER/LLOV/LLNV to LCCC ctr	GOBRI DCT TAPUZ	17000ft or greater

Exceptions - 

• Flights refusing to decent or re route
  

TI - 26 - 10 - 03

Valid	until 31/12/2026
Applicable to	LLLL
Status	Active
Mandatory	no
Implemantation in SOP	N/A

Summery

Airway N134 is closed between VOLFO. - SALAM Available at block altitude of 11000ft - 16000ft for civilian aircraft

Military traffic may use block of 17,000 ft or greater

Exceptions - 

• Flights refusing to decent or re route
  

TI - 26 - 10 - 04

Valid	until 31/12/2026
Applicable to	LLSC
Status	Active
Mandatory	no
Implemantation in SOP	N/A

Summery

Airway Q30 is closed between BEXOM - NURIT

Exceptions - 

• Military traffic or military charter (AYT Etc)

TI - 26 - 10 - 05

Valid	until 31/12/2026
Applicable to	LLHZ
Status	Active
Mandatory	YES
Implemantation in SOP	N/A

Summery

Due to radio jamming LLHZ_TWR Is active on 125.600 Mhz and LLHZ_DEL Is active on 118.550

PI - 26 - 10 - 06

Valid	PARMENET
Applicable to	LLHA
Status	Active
Mandatory	YES
Implemantation in SOP	No

Summery

Parking position J10 is closed

PI - 26 - 10 - 07

Valid	PARMENET
Applicable to	LLHA
Status	Active
Mandatory	YES
Implemantation in SOP	No

Summery

Clearance delivery isoperation on 121.800 Mhz

TI - 26 - 10 - 08

Valid	until further notice
Applicable to	LLIB
Status	Active
Mandatory	No
Implemantation in SOP	No

Summery

Traning area A and B are closed

TI - 26 - 10 - 09

Valid	31/10/26
Applicable to	LLIB
Status	Active
Mandatory	No
Implemantation in SOP	No

Summery

For civilian flights departures approved only southbound

TI - 26 - 10 - 10

Valid	until further notice
Applicable to	LLER
Status	Active
Mandatory	Yes
Implemantation in SOP	No

Summery

RNAV Departures are not approved due to GNSS interference 

TI - 26 - 10 - 11

Valid	until further notice
Applicable to	LLER
Status	Active
Mandatory	no
Implemantation in SOP	No

Summery

Traning area Har Berecb is closed