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 with a standard departure either IFR, CVFR, or Military ATS, as detailed within 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) |
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- If the STAR is from an outdated AIRAC cycle, the controller shall ascertain whether the pilot has the updated/correct STAR, and if yes, re-clear them on this up-to-date STAR.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 â for
example, âELY2431, expect 10,000 level by AMMIT, report when ready for descentâ
1.3 Holding Phraseology
To reduce instances of incorrect direction holding, controllers are to use the following phraseology when
instructing aircraft to hold: â(callsign) hold at (name), (left/right) hand turns, (as published)â.
For example: âELY40 hold at PIKOG, left-hand turns, as publishedâ.
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:Â âELY2431 hold at AZERE, right-hand turns, as published, descend to FL210â.
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 âacceptâ the transfer of an aircraft tag from a sending controller when the aircraft has
âchecked inâ on the receiving controllerâs 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 âcontact meâ
request. This signals to other controllers that they are trying to contact the aircraft.
1.4.3Â 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 aircraftâs 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.Â
For example, traffic departing Herzliya northbound with 5102 (T\A 8 SSQ).
1.5.2 Â Validation of SSR Mode A Codes
The display of a DUPE error (indicating a non-discrete code) on any aircraftâs tag requires the controller to
identify and validate the aircraftâs identity before issuing executive instructions, with the exception of an initial
climb. The controller shall assign and validate a new, discrete Mode A code as soon as practicable and prior to transferring the aircraft to the next controller.
CHAPTER 2 Provision of Air Traffic Service
CHAPTER 3 Local Separation Standards
CHAPTER 4 ALTIMETER SETTING PROCEDURES AND METEOROLOGY
CHAPTER 5 GENERAL COORDINATION REGULATION
CHAPTER 6 TOP-DOWN COVERAGE
CHAPTER 7 LLLL INTENTION CODES
CHAPTER 8 CIVIL/MILITARY PROCEDURESÂ
Procedures relevant to multiple sectors are contained in this Chapter.
8.1 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 |
8.2 Military Route Corridors
8.2.1 General Procedures
Military corridors are established to enable the transit of the ATS route structure by Military traffic
8.2.1.1 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."
8.2.1.2 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."
8.2.2 Sea corridor "Derech Ha-YAM" (××¨× ×××)
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
8.2.3 Netofa corridor "Derech Netofa" (××¨× × ××פ×)
highlighted in blue
Apolo control Sector: Liba
Civil Sector: Pluto
Transit Altitude: 12000ft - 30000ft
8.2.4 Galil corridor
highlighted in purple
Apolo control Sector: Liba
Civil Sector: Pluto
Transit Altitude: 12000ft - FL500
8.2.5 Bikaa corridor "Derech Bikaa" (××¨× ××קע×)
highlighted in steel blue
Apolo control Sector: Liba
Civil Sector: Pluto
Transit Altitude: 12000ft - FL500
8.2.6 Hahhar corridor "Derech Hahhar" (××¨× ××ר)
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)
8.2.7 Hahhar Hanistar corridor "Derech Hahhar Hanistar" (××¨× ××ר ×× ×Ą×Ş×¨)
highlighted in yellow
Apolo control Sector: Shanon
Civil Sector: South
Transit Altitude: 8000ft - 11000ft
8.2.8 Plugot corridor "Derech Plugot" (××¨× ×¤××××ת)
highlighted in desert yellow
Apolo control Sector: Shanon
Civil Sector: South
Transit Altitude: 12000ft - FL500
8.2.9 Hanegev corridor "Derech Hanegev" (××¨× ×× ××)
highlighted in pink
Apolo control Sector: Shanon
Civil Sector: South
Transit Altitude: 12000ft - FL500
8.2.10 Hanegev Hamurhevet corridor "Derech Hanegev Hamurhevet" (××¨× ×× ×× ×××ר××ת)
highlighted in Olive
Apolo control Sector: Shanon
Civil Sector: South
Transit Altitude: 12000ft - FL500