# 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. [![image.png](https://wiki.vatil.org.il/uploads/images/gallery/2026-05/scaled-1680-/image.png)](https://wiki.vatil.org.il/uploads/images/gallery/2026-05/image.png) #### 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
Range 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**