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