SOP

📃Enroute
All enroute documentation for the Pluto, Tel-Aviv, and South Acc is published on this site format.

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 If the STAR is from an outdated AIRAC cycle, the controller shall ascertain whether the pilot has the updated/correct STAR, and if yes, re-clear them on this up-to-date STAR.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 

 

 

 Controllers shall prioritise the provision of services as follows: 

 

 

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

 

 

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

 

 

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

 

 

 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 

 

 

 

 

 

 Transition Altitude 

 

 

 Area 

 

 

 

 

 18,000ft 

 

 

 Above the Mediterranean Sea 

 

 

 

 

 37,000ft 

 

 

 Above Land 

 

 

 

 

 

 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 

 

 

 

 

 

   

 W 

 

 

   

   

 Weather 

 

 

 Turbulence 

 

 

 

 

 CB Activity 

 

 

 

 

 SIGMETs 

 

 

 

 

 Winds 

 

 

 

 

 Pressure Settings 

 

 

 

 

 Runway(s) in Use 

 

 

 

 

 E 

 

 

 Equipment 

 

 

 RT/Intercom systems 

 

 

 

 

 ATIS 

 

 

 

 

   

 S 

 

 

   

 Situation 

 

 

 Military Activity 

 

 

 

 

 Holding 

 

 

 

 

 Flow restrictions (e.g., MDI) 

 

 

 

 

 Staffing/Adjacent ATC 

 

 

 

 

   

 T 

 

 

   

 Traffic 

 

 

 Traffic on frequency 

 

 

 

 

 Pending Traffic 

 

 

 

 

 Potential Traffic Conflicts 

 

 

 

 

 

 

 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. 

 

 

 

 

 

 LLLL_D_CTR 

 (122.950) 

 

 

 LLLL _ D_CTR 

 (122.950) 

 

 

 LLLL_CTR 

 (121.400) 

 

 

   

   

   

 LLLL_CTR  

 (121.400) 

 

 

 

 

 LLLL_A_CTR 

 (121.400) 

 

 

 

 

 LLLL_E_CTR 

 (132.025) 

 

 

 

 

 LLPT_W_CTR 

 (119.150) 

 

 

 LLPT_CTR 

 (119.150) 

 

 

 

 

 LLPT_E_CTR 

 (134.650) 

 

 

 

 

 LLGV_N_CTR 

 (128.350) 

 

 

 LLGV_CTR 

 (128.350) 

 

 

 LLSC_CTR 

 (120.900) 

 

 

 

 

 LLGV_S_CTR 

 (121.150) 

 

 

 

 

 LLSC_CTR 

 (120.900)

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 

 

 

 

 

 

 R ange 

 

 

 Condition for approval 

 

 

 Pre-Approval condition 

 

 

 Identification 

 

 

 

 

 ZFR-MZD 

 

 

 none, approved and plannable 

 

 

 Filed in FPL 

 

 

 T94  

 

 

 

 

 BIRIM - NURIT 

 

 

 1. Friday/Saturday 

 2. 

 No military traffic active within the Q30 range 

   

 Or 

 1. 

 Approval from "Apollo"\"Shanon" MIL-ACC 

   

 

 

 vIAF flight (VSOA remark) 

 

 

 Q30 

 

 

 

 

 ASSIF-OBAKO 

 

 

 1. 

 Clear the area within the shortcut airway with no military traffic active 

        (TSA Area 8) 

   

 Or 

   

 1. 

 Approval from "applo"\"Shanon" if connected 

   

 

 

   

   

   

   

   

 CDR 2 – ONLY BY ATC 

 

 

 T85 

 

 

 

 

 ASSIF-OBAKO 

 

 

 T80 

 

 

 

 

 ASSIF-MZD 

 

 

 T84 

 

 

 

 

 

 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 

 

 

 

 

 

 From 

 

 

 Agreement 

 

 

 Conditions 

 

 

 

 

 LLER\LLOV 

 

 

 28,000 ft at TOMAL 

 

 

 Reporting 10 minutes in advance of transfer 

 

 

 

 

 LLNV 

 

 

 12,000 ft at TOMAL 

 

 

   

 

 

 

 

 

 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 

 

 

 

 

 

 VOR hold, 1.5- minute legs 

 

 

 MZD 

 

 

 

 

 001° 

 

 

 Axis 

 

 

 

 

 Left hand 

 

 

 Direction 

 

 

 

 

 10,000-37,000 

 

 

 Holding Altitude 

 

 

 

 

 Maximum 240 kts IAS 

 

 

 Speed 

 

 

 

 

 

 ZFR Hold 

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

 

 

 

 

 

 VOR hold, 1.5- minute legs 

 

 

 ZFR 

 

 

 

 

 199° 

 

 

 Axis 

 

 

 

 

 Right   hand 

 

 

 Direction 

 

 

 

 

 6,000-34,000 

 

 

 Holding Altitude 

 

 

 

 

 Maximum 265 kts IAS 

 

 

 Speed 

 

 

 

 

 

 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. 

 

 

 

 

 

 RNAV hold, 1.5- minute legs 

 

 

 SHAYO 

 

 

 

 

 185° 

 

 

 Axis 

 

 

 

 

 Right hand 

 

 

 Direction 

 

 

 

 

 10,000-37,000 

 

 

 Holding Altitude 

 

 

 

 

 Maximum 265 kts IAS 

 

 

 Speed

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 

 

 

 

 

 

 From 

 

 

 Agreement 

 

 

 Conditions 

 

 

 

 

 LLER\LLOV 

 

 

 28,000 ft at TOMAL 

 

 

 Reporting 10 minutes in advance of transfer 

 

 

 

 

 LLNV 

 

 

 12,000 ft at TOMAL 

 

 

   

 

 

 

 

 

 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 

 

 

 

 

 

 Conditions 

 

 

 Agreement 

 

 

 From 

 

 

 

 

   

 

 

 Clearance limit FL260 or below 

 

 

 LLBG / LLHA 

 

 

 

 

   

 

 

 Clearance limit FL320 

 

 

 OJAI / OJAM / LLER / LLNV 

 

 

 

 

   

 

 

 Clearance limit is RFL 

 

 

 Any other outbound 

 

 

 

 

 

 Transfer of control 

 

 

 

 

 

 Conditions 

 

 

 Position 

 

 

 

 

   Westbound traffic release 

 

 

 SUVAS 

 

 

 

 

 Northbound traffic release 

 

 

 FIR Boundaries 

 

 

 

 

 

 

 3.3.4.2 From Nicosia to Tel Aviv 

 Altitude agreement 

 

 

 

 

 

 Conditions 

 

 

 Agreement 

 

 

 From 

 

 

 

 

 (LLBG\LLER) 

 

 

 ↓ FL210 (No lower than FL210) 

 

 

 Eastbound 

 

 

 

 

 (LLBG\LLER) 

 

 

 ↓ FL270 (No lower than FL270) 

 

 

 Southbound 

 

 

 

 

   

 

 

 ↓ 8000ft (No lower than 8000ft) 

 

 

 LLHA Inbound 

 

 

 

 

   

 

 

 RFL (FL330 or above) 

 

 

 Overflight 

 

 

 

 

 

 

 Transfer of control 

 

 

 

 

 

 Conditions 

 

 

 Position 

 

 

 

 

 Traffic is released to Tel-Aviv ACC as soon as crossing 

 

 

 Crossing N71 Airway 

 

 

 

 

 

 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  

 

 

 

 

 

 Inbound 

 

 

 Altitude 

 

 

 Condition 

 

 

 

 

 SALAM (enroute) 

 

 

 FL360 or above 

 

 

   

 

 

 

 

 28,000ft ALT holding 

 

 

   

 

 

 

 

 OJAI 

 

 

 15,000-11,000 

 

 

 · 

 Depends on traffic at LLLL airspace 

 · 

 Until SALAM the traffic shall maintain LLBG-QNH 

 

 

 

 

 

 

 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 

 

 

 

 

 

 RNAV hold, 1.5- minute legs 

 

 

 AZERE 

 

 

 

 

 172° 

 

 

 Axis 

 

 

 

 

 Right hand 

 

 

 Direction 

 

 

 

 

 21,000-34,000 

 

 

 Holding Altitude 

 

 

 

 

 Maximum 300 kts IAS 

 

 

 Speed 

 

 

 

 

 

 PIKOG Hold 

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

 

 

 

 

 

 RNAV hold, 1.5- minute legs 

 

 

 PIKOG 

 

 

 

 

 123° 

 

 

 Axis 

 

 

 

 

 Left hand 

 

 

 Direction 

 

 

 

 

 21,000-34,000 

 

 

 Holding Altitude 

 

 

 

 

 Maximum 300 kts IAS 

 

 

 Speed

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) 

 

 

 

 

 

 Route 

 

 

 Arrival RWY \\ TRANS 

 

 

 Designator 

 

 

 

 

 ZUKKO KONFO AMMOS VETEK BG305 BG304 

 

 

   

   

 ILS30 \\ BG304 

 

 

 VETEK 1A 

 

 

 

 

 AMMIT SIVAK TOMAL ADLOD GINTU HADAS BG306 BG304 

 

 

 AMMIT 2E 

 

 

 

 

 SALAM ADLOD GINTU HADAS BG306 BG304 

 

 

 SALAM 2E 

 

 

 

 

 ZUKKO KONFO NINET DIRAN GODED LIMKO 

 

 

 ILS12 \\ GODED 

 

 

 GODED2 

 

 

 

 

 SALAM GATVU GEMDA BGN 

 

 

 ILS12 \\ BGN 

 

 

 SALAM 2B 

 

 

 

 

 AMMIT SIVAK TOMAL GATVU GEMDA BGN 

 

 

 AMMIT 1B 

 

 

 

 

 ZUKKO KONFO AMMOS VETEK DIVLA TADOV 

 

 

   

   

   

 ILS21 \\ TADOV 

 ILS26 \\ TADOV 

 

 

 AMMOS 1A 

 

 

 

 

 ZUKKO KONFO AMMOS VETEK BAGAG PITAT DIVLA TADOV 

 

 

 AMMOS 1B 

 

 

 

 

 SALAM GATVU GEMDA SIFON YAMIT TADOV 

 

 

 SALAM 3A 

 

 

 

 

 AMMIT SIVAK TOMAL GATVU GEMDA SIFON YAMIT TADOV 

 

 

 AMMIT 2A 

 

 

 

 

 ZUKKO KONFO PURLA BAVLI TAPUZ 

 

 

 ILS08 \\ PURLA 

 

 

 PURLA 1 

 

 

 

 

 

   

 A02. Eilat Ramon (LLBG) 

 

 

 

 

 

 Route 

 

 

 Arrival RWY \\ TRANS 

 

 

 Designator 

 

 

 

 

 NURIT RASAF ESHEL RAM 

 

 

 ILS01 \\ RAM 

 

 

 NURIT 1D

📃Ben Gurion

GEN | General Operating Instructions
Required knowledge 

 

     ANNEX 2 

   ANNEX 11 

   DOC 4444 

   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 

 

 

 

 

 

 LLBG 

 

 

 ICAO Code 

 

 

 

 

 LAT : 320034N LON: 0345308E 

 

 

 Aerodrome Reference Point (ARP) 

 

 

 

 

 400 M from THR 30 

 

 

 

 

 134 ft AMSL 

 

 

 Elevation 

 

 

 

 

 18,000ft AMSL (SEA) // 35,000ft AMSL (LAN) 

 

 

 Transition Altitude 

 

 

 

 

 2000ft (West), 5000ft (East) 

 

 

 Safety Altitude 

 

 

 

 

 

 3.2 ATC Communication Facilities 

 3.2.1 Aerodrome Control (ADC) 

 

 

 

 

 

 Callsign 

 

 

 Logon Callsign 

 

 

 Abbreviation 

 

 

 Frequency (MHz) 

 

 

 

 

 Ben-Gurion Departure Information 

 

 

 LLBG_D_ATIS 

 

 

 ATIS DEP 

 

 

 132.800 

 

 

 

 

 Ben-Gurion Arrival Information 

 

 

 LLBG_A_ATIS 

 

 

 ATIS ARR 

 

 

 132.500 

 

 

 

 

 Ben-Gurion Clearance 

 

 

 LLBG_DEL 

 

 

 DEL 

 

 

 121.550 

 

 

 

 

 Ben-Gurion Ground 

 

 

 LLBG_E_GND 

 

 

 GND East 

 

 

 121.950 

 

 

 

 

 Ben-Gurion Ground 

 

 

 LLBG_W_GND 

 

 

 GND West 

 

 

 121.750 

 

 

 

 

 Ben-Gurion Tower Arrival 

 

 

 LLBG_A_TWR 

 

 

 TWR ARR 

 

 

 132.100 

 

 

 

 

 Ben-Gurion Tower Departure 

 

 

 LLBG_D_TWR 

 

 

 TWR DEP 

 

 

 134.600 

 

 

 

 

 

 

 3.2.2 Approach Control (APC) 

 

 

 

 

 

 Callsign 

 

 

 Logon Callsign 

 

 

 Abbreviation 

 

 

 Frequency (MHz) 

 

 

 

 

 Ben-Gurion Approach 

 

 

 LLBG_DEP 

 

 

 DEP 

 

 

 120.500 

 

 

 

 

 Ben-Gurion Approach 

 

 

 LLBG_APP 

 

 

 APP 

 

 

 131.100 

 

 

 

 

 Ben-Gurion TMA 

 

 

 LLBG_T_DEP 

 

 

 TMA 

 

 

 119.500 

 

 

 

 

 

 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 t he arriving RWY is 21/30(BG304)/26 

 DEP is last in priority to be staffed 

 3.4 Radio Navigation and Landing Aids 

 

 

 

 

 

 Type 

 

 

 Identifier 

 

 

 Frequency (MHz) 

 

 

 

 

 ILS 21 

 

 

 BN 

 

 

 109.700 

 

 

 

 

 ILS 30 

 

 

 BD 

 

 

 111.900 

 

 

 

 

 ILS 12 

 

 

 BG 

 

 

 110.300 

 

 

 

 

 ILS 26 

 

 

 BA 

 

 

 108.700 

 

 

 

 

 ILS 08 

 

 

 BC 

 

 

 110.900 

 

 

 

 

 

 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: 

 

 Emergency - If the controller will accept the emergency 

 Plane in Final approach (Instrument approach) or in Final leg in VFR approach 

 Ambulance\red arrow (Military ambulance)\SAR (Search and rescue) - That traffic is not committed to CRM limitation 

 Firefighting traffic - Orange Arrow 

 Operational Police flights - Blue Arrow 

 VIP flights  - That traffic is not committed to CRM limitation 

 Commercial Passengers or Cargo flights 

 Non-operational Police flights 

 Electrical Arrow 

 Test Flight 

 Agriculture Flight 

 Green Arrow (IAF flight of VIP) 

 General Aviation flight 

 Training Flight 

 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  

 

 Is responsible for the departing traffic from BGN 

 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 

 

 

 

 

 

 Instruction and Limitations 

 

 

 Type of approach 

 

 

 Priority 

 

 

 

 

 - 

 Loc interception north and east of HADAS-RABIN-GINTU-LASARI line or south of extended centerline 26 Required further coordination with PLUTO (Or Apollo) 

 

 

 ILS 

 

 

 1 

 

 

 

 

   

 

 

 RNP 

 

 

 2 

 

 

 

 

 - 

 No descent below 5000 ft before crossing extended centerline 26 southbound without coordination between APC and TWR 

 

 

 Visual Approach – south pattern 

 

 

 3 

 

 

 

 

 - 

 No descent below 5000 ft before crossing the line of PARDS to the east without coordination between APC and TWR 

 - 

 The approach shall not be performed without coordination between APP to TMA (due to descending TFC between GEMDA – MESIL) 

 

 

 Visual Approach – North pattern 

 

 

 4 

 

 

 

 

 - 

 Approved for all types of TFC 

   

 

 

 VFR 

 

 

 - 

 

 

 

 

 

 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 

 

 

 

 

 

 Instruction and Limitations 

 

 

 Type of approach 

 

 

 Priority 

 

 

 

 

 - 

 Interception of the LOC shall be at or above 2300 ft due to MVA limitation 

 

 

 ILS 

 

 

 1 

 

 

 

 

   

 

 

 RNP 

 

 

 2 

 

 

 

 

 - 

 Last position for interception – APP FAF 

 - 

 Minimum altitude for interception – 2500ft 

 

 

 LOC 

 

 

 3 

 

 

 

 

 PROHIBITED 

 

 

 Visual Approach 

 

 

 4 

 

 

 

 

 - 

 Approved for all types of TFC 

 - 

 Planes are required to be instructed "To avoid intrusion into the coastline CVFR airway" 

 

 

 VFR 

 

 

 - 

 

 

 

 

 

 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 

 

 

 

 

 

 Instruction and Limitations 

 

 

 Type of approach 

 

 

 Priority 

 

 

 

 

 - 

 ROSSO IS the last waypoint to intercept the RNAV section of the approach 

 - 

 The LOC may be intercepted from the north or east 

 - 

 Descent below 6000ft east of RABIN-GINTU-SHIRA requires further coordination with Pluto (Or Apollo) 

 

 

 BG304 -ILS 

 

 

 1 

 

 

 

 

 - 

 BG301 is the last waypoint for interception 

 - 

 Descent below 6000ft eastbound of ROMIE-BG301-HADAS requires further coordination with Pluto (Or Apollo) 

 

 

 BG304 RNP Z 

 

 

   

   

   

   

   

 2 

   

 

 

 

 

 - 

 ROMIE App shall not be the active one 

 - 

 ROMIE APP: 

 · 

 BG301 is the last waypoint for interception 

 - 

 Visual Approach 

 · 

 There shall be coordination between APP, TMA, and TWR tel-nof 

 

 

 When RNP-Z is in use, a plane that is unable to perform RNP will perform ROMIE or Visual approach directly\via pattern\BG304 ILS 

 

 

 

 

 - 

 GAVRI is the last waypoint to intercept the Procedure 

 - 

 Interception south of GAVRI-REBDO line shall require coordination with South and Tel Nof (if online) 

 

 

 RNP X 

 

 

 3 

 

 

 

 

 - 

 Those approaches shall not be the active approach 

 - 

 GAVRI approach: 

 · 

 GAVRI is the last waypoint for interception 

 - 

 Visual approach: 

 · 

 Descent below 5000ft shall not be approved without coordination between APP and TWR as an exception to planes flying eastbound and passed the intersection of 26/12 

 

 

 When RNP-X is in use, a plane that is unable to perform RNP will perform GAVRI or Visual approach directly/via pattern 

 

 

 

 

 - 

 Approved for all TFC 

 

 

 VFR 

 

 

 Other approaches 

 

 

 

 

 - 

 PROHIBITED 

 - 

 LOC interception from the south is approved 

 · 

 LOC interception from the south may cross Pluto\South\Tel Nof airspaces 

 · 

 Coordination is required (if online) when interception from the south 

 

 

 LIMKO ILS 

 

 

 

 

 

 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 

 

 

 

 

 

 Instruction and Limitations 

 

 

 Type of approach 

 

 

 Priority 

 

 

 

 

 ILS: 

 - 

 Minimum altitude for ILS interception is 2500ft 

 

 

 RNP Y 

 - 

 NAMIM Is the last waypoint for interception 

 

 

 ILS\ RNP Y 

 

 

 1 

 

 

 

 

 - 

 NAMIM shall not be declared as the active approach 

 - 

 NAMIM is the last waypoint for interception 

 

 

 When RNP-Y is in use, a plane that is unable to perform RNP will perform NAMIM or ILS 

 

 

 

 

 - 

 The minimum altitude for LOC interception is 2500ft 

 

 

 LOC 

 

 

 2 

 

 

 

 

 - 

 PROHIBITED 

 

 

 Visual Approach 

 

 

 - 

 

 

 

 

 - 

 Approved for all TFC 

 

 

 VFR 

 

 

 3 

 

 

 

 

 

 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 

 

 

 

 

 

 Instruction and Limitations 

 

 

 Type of approach 

 

 

 Priority 

 

 

 

 

 - 

 Shall be coordinated and approved from South\Palmahim\Pluto (Or Apollo) 

 

 

 ILS 

 

 

 1 

 

 

 

 

 - 

 Shall be coordinated and approved from South\Palmahim\Pluto (Or Apollo) 

 

 

 RNP 

 

 

 2 

 

 

 

 

 PROHIBITED 

 

 

 RNAV\VISUAL 

 

 

 4 

 

 

 

 

 - 

 Approved for all types of TFC 

 - 

 Planes are required to be instructed "To avoid final leg of more than 3NM " 

 

 

 VFR 

 

 

 -

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 

 

 

 

 

 

 Switch from 21 to 30 

 · 

 Define to Radar and Tel-Aviv ACC: 

 - 

 Last Airplane to land on 21 

 - 

 Last Plane to land on 30 

 · 

 Coordinations: 

 - 

 Tel-Aviv 30NM between the last for 21 and the first to 30 

 - 

 Tel Nof if required to active GAVRI/RNP-X (10 min before active and if online) 

 · 

 Brief the DEP controller: 

 - 

 Send the inbound traffic to 30 to TWR-DEP 

 - 

 No traffic shall cross LIMKO before the landing plane on 21 crosses the runway threshold 

 

 

 Switch from 30 to 21 

 · 

 Define to Radar and Tel-Aviv ACC: 

 - 

 Last Airplane to land on 21 

 - 

 Last Plane to land on 30 

 · 

 Coordinations: 

 - 

 Tel-Aviv 20NM between the last for 30 and the first to 21 

 - 

 Tel Nof if were active GAVRI/RNP-X when finished 

 · 

 Brief the APP controller: 

 - 

 Inbound traffic to 21 shall not cross 6NM final before the landing on RWY30 crossed RWY30 threshold 

   

 

 

 

 

 

 

 

 

 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 

 

 

 

 

 

 Inbound 

 

 

 Altitude 

 

 

 Condition 

 

 

 

 

 

 

 SALAM (enroute) 

 

 

 FL360 or above 

 

 

 

 

 

 SALAM (enroute) 

 

 

 28,000ft ALT holding 

 

 

 

 

 

 OJAI 

 

 

 15,000-11,000 

 

 

 ➤ Depends on traffic at LLLL airspace 

 ➤ Until SALAM the traffic shall maintain LLBG-QNH 

 

 

 

 

 

 

 3.1.2 Amman ACC to Tel Aviv ACC 

 

 

 

 

 

 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) 

 

 

 

 

 

 

 3.2 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 

 

 

 

 

 

 Inbound 

 

 

 Altitude 

 

 

 Condition 

 

 

 

 

 

 

 OJAI/OJAM 

 

 

 11,000ft at SALAM and 9,000ft at RALNA 

 

 

 The inbound traffic shall descend on LLBG QNH until LLLL FIR boundary. Handoff to OJAI should be within 5nm of SALAM and no later. 

 

 

 

 

 Overflies of Amman TΜΑ 

 

 

 Maximum 9000ft at SALAM 

 

 

 Enter SALAM at 9000ft and no higher unless coordinated. Higher Altitude is subject to Amman ACC approval 

 

 

 

 

 

 

 3.2.2 Amman ACC to Ben Gurion 

 

 

 

 

 

 Inbound 

 

 

 Altitude 

 

 

 Condition 

 

 

 

 

 

 

 LLBG 

 

 

 10,000ft/8,000ft at OSAMA 

 

 

 The inbound traffic shall descend on Amman/OJAC QNH 

 

 

 

 

 

 

 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: 

 

 

 

 

 

 Identification 

 

 

 FREQ 

 

 

 Transfer\Reason 

 

 

 

 

 

 

 LLLL_CTR (Bandbox) 

 

 

 121.400 

 

 

 

 

 

 LLLL_D_CTR 

 

 

 122.950 

 

 

 Departing traffic from OJAI 

 

 

 

 

 LLLL_A_CTR 

 

 

 121.400 

 

 

 Inbound traffic to OJAI 

 

 

 

 

 LLLL E CTR 

 

 

 132.025 

 

 

 Enroute traffic 

 

 

 

 

 LLBG_D_APP (Bandbox) 

 

 

 120.500 

 

 

 Arriving to LLBG\LLHA\Low altitude enroute flights 

 

 

 

 

 LLBG_A_APP 

 

 

 131.100 

 

 

 Shall be coordinated in start of shift, acting as LLBG_APP 

 

 

 

 

 LLBG_T_APP 

 

 

 119.500 

 

 

 

 

 

 

 

 Amman ACC: 

 

 

 

 

 

 Identification 

 

 

 FREQ 

 

 

 Transfer\Reason 

 

 

 

 

 

 

 AMM APP 

 

 

 128.900 

 

 

 All inbounds to Amman TMA including OJAI and OJAM 

 

 Departures from Tel Aviv towards the east 

 

 

 

 

 OJAC_CTR 

 

 

 128.500 

 

 

 When AMM APP is offline, OJAC will assume its responsibilities, therefore traffic will be handed off to OJAC in case of AMM APP being offline 

 

 All other overflying traffic with not a destination set as OJAI/OJAM shall be transferred to Amman Control given their altitude/FL is below FL250. 

 

 

 

 

 

 

 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 

 

 בהעברה בין בקרות במרחב יש לבצע רליס (RELEASE) ללייבל (TAG) {בין בקרות} 

 במהלך העברת תנועה בין ת"א לגישה ולהפך יש לבצע על פי הנוהל הבא:

 

 העברת הלייבל אל העמדה הקולטת 

 העמדה הקולטת תאשר את הלייבל 

 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. 

 

 Transfer of label to the receiving station 

 The receiving station shall accept the label 

 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
Structure
This section contains Instructions and Notices to controllers, providing notice of changes to ATC Procedures either on a permanent or temporary basis. Instructions are categorised as follows:
Permanent Instructions (PI) - Amendments to procedures or the introduction of new procedures.Temporary Instructions (TI) - Temporary changes to ATC procedures, such as non-standard sector splits or airspace restrictions, including for military activity. Some TIs may be optionally implemented.ATC Notices (NOT) - General information, which may include reminders of non-local procedures, or notice of changes to functionality in the control programs

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