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 Clerances 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 Clerances 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 are able to 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 If the STAR is from an outdated AIRAC cycle, the controller shall ascertain whether the pilot has the updated/correct STAR, and if yes, re-clear them on this up-to-date STAR.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" Clerances 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 GEN 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 Their 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 – 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_D – 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) 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 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 Nevation 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 coordinations are 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 practise 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. 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 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 LLHZ - הרצליה מסמך המפרט את נהלי הרצליה 📃Ben Gurion GEN | General Operating Instructions 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 GND. It should be issued by the GND 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  ABOVE THE SEA. 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 LON : 320034N LAT: 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 Note: When AIR is split (and in the absence of an ADC Supervisor), AIR South shall operate as the ADC Supervisor and is responsible for overall aerodrome operations and executive coordination with external units. 3.2.1  Approach Control (APC) Callsign Logon Callsign Abbreviation Frequency (MHz) Ben-Gurion Approach LLBG_D_APP DEP 120.500 Ben-Gurion Approach LLBG_A_APP APP 131.100 Ben-Gurion TMA LLBG_T_APP 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 DEP may be staffed at any time. ARR may open only when DEP is staffed, when RWY 21 is in use for ARR, and when there is no single RWY OP. TMA 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 procidures & winds, there is a rotation between RWY30, RWY21, and RWY12. At night, RWY12 is the preferred runway for ARR due to noise-abatement procedures Backwind 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. APC | Approach Control Chapter 1: Area of Responsibility and Sector Organisation: 1.1 General In this section, the following conventions for the naming of the Ben Gurion Group sector positions is adopted: A or D - Departure or arrival T - TMA Controller 1.1.1 Area of Responsibility The primary area of responsibility for Ben Gurion Approach is the Ben Gurion Terminal Movement Area (TMA) . The TMA is defined as a Terminal Control Area centered around the aerodrome, utilised by the approach controller to safely sequence and manoeuvre arriving, departing, and transiting aircraft . Vertical Limits: The TMA extends from the specified lower limits up to a maximum altitude of 10,000 feet AMSL at its peak . Airspace Boundaries: The TMA altitudes are strictly defined to separate different airspace jurisdictions . Below the TMA, the airspace accommodates local aerodromes and CVFR routes . Above the TMA lies the airspace of Tel Aviv Control (LLLL_CTR) and military (IAF) sectors . Controllers must exercise caution to ensure aircraft do not exceed the vertical limits of the TMA .   Top-Down Responsibilities: Tel Aviv traingle Airspace: When Tel Aviv Control (LLLL_CTR) is offline, Ben Gurion Approach assumes responsibility for the Tel Aviv maritime airspace, strictly limited to traffic departing from or arriving at Ben Gurion   Herzliya (LLHZ): When Herzliya Tower or Pluto Control are offline, Ben Gurion Approach assumes top-down control over Herzliya aerodrome . 1.2 Function BGN radar position provides services as specified in Israel AIP part "א", sections 1, 7, 5, 2, 3, for both IFR and CVFR traffic within controlled airspace. 1.2.1 Responsibility of Approach controllers (D\A APP) 1.2.1.1 D APP Receiving departing aircraft from Aerodrome Control (ADC) and controlling them until transfer of control to the appropriate radar/en-route sector. Provided Runway 21 is not in use, receiving arriving traffic from the radar sector and managing the sequence and radar vectoring to the active approach. Coordinating with ADC regarding the required Minimum Arrival Interval (MAI) and Minimum 1.2.1.2 A APP Providing radar vectors or managing the sequence for ILS, Visual, or RNP approaches for Runway 21. Coordinating with ADC regarding the required separation between aircraft on Runway 21. 1.2.2 Responsibility of TMA controllers (T APP)   Sequencing, separating, and managing the TMA airspace for crossing or departing traffic. Managing Herzliya aerodrome (LLHZ) and all low-level traffic. Sequencing and separating traffic arriving from the east into the main arrival sequence. 1.3 BGN RADAR Bandbox/Splitting Procedures 1.3.1 Opening Order D-APP may be staffed at all times A-APP may be staffed only when RWY21 is in use for arrival and while there is no single RWY ops active T-APP may be staffed after A-APP\D-APP split, or after the opening of D-APP, when RWY21 is not in use. 1.3.2 Procedure for Bandboxing/Splitting D APP and A APP Chapter 2: Radar Directors – General Operational Procedures: Chapter 3: Inbound Procedures: Chapter 4: Procedures for Intermediate and Final Approach: Chapter 5: Outbound Procedures: Chapter 6: Holding & Emergencies: 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