Fir Barcelona

FACILITIES AND CO-ORDINATION OF CONTROL IN BARCELONA FIR (LECB)

By Lluís del Cerro

VATSIM senior Instructor

June 2010

Facilities and co-ordination of control in Barcelona FIR (LECB) June 12th, 2010

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INTRODUCTION

The objective of this document is to help you to configure and manage correctly any facility you may staff in the FIR of Barcelona (LECB). To use it properly, you should install the latest version of the sector package for Spain available at the web site of the Spanish vACC (http://www.vatspa.net).

Although VATSIM is working on this issue, still there are a lot of pilots determining their cruise level according to the semi-circular rule which is only to be used in USA and Canada (and for a limited time). For the proper way of using airways in Europe and most of the rest of the world, the reader should follow the indications in the chapters named Airways and levels of flight and Direct vs airways included in this document and also available in the Pilot Resource Centre of VATSIM.

PRELIMINARY NOTES

This document only deals with the control facilities available at Barcelona FIR (LECB) and it is structured from top to bottom, being the CTR positions the first described. The airports are alphabetically ordered within its TMA (Barcelona, Palma and Valencia) and the airport facilities are ordered from the bottom to the top, that is: Clearance, Ground, Tower and Approach.

The instructions given in this document should be followed unless otherwise agreed by adjacent controllers.

If possible, a controller manages his position and all others below if these are not manned. That is: Barcelona Radar, for example, services all enroute traffic and all facilities in any airport in its area until any of those is manned by another controller.


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TABLE OF CONTENTS

BARCELONA FIR.................................................................................................................4 Barcelona Radar.................................................................................................................4

Barcelona TMA................................................................................................................5 BARCELONA Airport......................................................................................................5

Barcelona Clearance ..................................................................................................5 Barcelona Ground .....................................................................................................5 Barcelona Tower .......................................................................................................6 Barcelona Approach - Final Sector ...............................................................................6 Barcelona Approach - East Sector................................................................................7 Barcelona Approach - West Sector ...............................................................................7

GIRONA Airport ...........................................................................................................8 Girona Ground..........................................................................................................8 Girona Tower............................................................................................................8

LLEIDA Airport.............................................................................................................9 Lleida Ground...........................................................................................................9 Lleida Tower.............................................................................................................9

REUS Airport .............................................................................................................10 Reus Ground ..........................................................................................................10 Reus Tower ............................................................................................................10

SABADELL Airport ......................................................................................................11 Sabadell Ground .....................................................................................................11 Sabadell Tower .......................................................................................................11

PALMA TMA ..................................................................................................................12 Palma Control...............................................................................................................12

MENORCA Airport.......................................................................................................13 Menorca Ground .....................................................................................................13 Menorca Tower .......................................................................................................13 Menorca Approach...................................................................................................14

EIVISSA (Ibiza) Airport ...............................................................................................15 Eivissa Ground........................................................................................................15 Eivissa Tower .........................................................................................................15 Eivissa Approach.....................................................................................................16

PALMA Airport ...........................................................................................................17 Palma Ground East..................................................................................................17 Palma Ground West.................................................................................................17 Palma Tower East ...................................................................................................18 Palma Tower West...................................................................................................19 Palma Approach - Final Sector ..................................................................................20 Palma Approach - East Sector ...................................................................................20 Palma Approach - West Sector ..................................................................................21

VALENCIA TMA .............................................................................................................22 Valencia Control............................................................................................................22

ALICANTE Airport .......................................................................................................23 Alicante Ground ......................................................................................................23 Alicante Tower........................................................................................................23 Alicante Approach ...................................................................................................24

MURCIA Airport..........................................................................................................25 Murcia Ground........................................................................................................25 Murcia Tower..........................................................................................................25

VALENCIA Airport.......................................................................................................26 Valencia Ground .....................................................................................................26 Valencia Tower .......................................................................................................26 Valencia Approach...................................................................................................27

AIRWAYS AND LEVELS OF FLIGHT ......................................................................................28 DIRECT VS. AIRWAYS.......................................................................................................34 TYPES OF ATIS ................................................................................................................35



BARCELONA FIR The Squawk codes for this region range from 6200 to 6277

Barcelona Radar

Voice Callsign Barcelona Radar Callsign LECB_N_CTR Frequency 132.350 Visibility range 400 nm Vertical limits FL245-UNLIM Facility code 2N

Remarks:

This facility provides service to traffic enroute.

The controller will check the cruise flight level of the traffic under control to make sure it is the appropriate for the airways and direction of flight. If necessary will amend the flight plan to the proper one after agreement with the pilot for the optimum according to the aircraft conditions and performance.

This controller issues the Standard Terminal Arrival Route (STAR) to arriving traffic, previously agreed with the corresponding approach controller.



Barcelona TMA

The tasks of this facility have been taken by Barcelona Approach (see these facilities in this document).

BARCELONA Airport

Barcelona Clearance

Voice Callsign Barcelona Clearance Callsign LEBL_DEL Frequency 121.800 Visibility range 5 nm Vertical limits 0 - 0 Facility code B1

Remarks:

It is strongly recommended to instruct the pilots to squawk STAND BY.

This facility issues flight plan clearances according to the active runway determined by TWR and clears to the vertical limit for Barcelona Tower or the agreed with the next manned facility on top of him (approach or radar).

If a pilot requests departure using a non-active runway, before issuing any clearance this controller should previously agree with tower.

This controller should also check the requested final flight level and amends it if necessary to meet the standards according to the comment in the INTRODUCTION of this document for cruise flight.

Barcelona Ground

Voice Callsign Barcelona Ground Callsign LEBL_GND Frequency 121.700 Visibility range 5 NM Vertical limits 0 – 0 Facility code BG

Remarks:


This controller handles the traffic moving around the taxiways of the airport. He also issues start up and pushback clearance.

This controller hands off departing traffic to tower once reached the holding point of the active departing runway.

This controller receives the handoff from tower for the arriving traffic and instructs the aircraft to taxi to the appropriate stand in the airport terminal. As soon as the aircraft leaves the active runway, the ATC should instruct the pilot to squawk STAND BY.



Barcelona Tower

Voice Callsign Barcelona Tower Callsign LEBL_TWR Frequency 118.100 Visibility range 30 nm Vertical limits 0 – 3000 Facility code BT

Remarks:

Make sure the aircraft squawks CHARLIE when entering the runway for departure.

This facility will instruct departing IFR traffic to when airborne, contact Barcelona Approach on XXX.XXX being XXX.XXX the frequency of the controller receiving this departure and depending on the assigned Standard Instrument Departure (SID).

Although it may not be necessary due to the previous remark, it is recommendable that TWR tracks the departing aircraft and makes the handoff to the proper approach controller when the aircraft is rolling.

Barcelona Approach - Final Sector

Voice Callsign Barcelona Approach Callsign LEBL_F_APP Frequency 119.100 Visibility range 100 nm Vertical limits 3000 - FL245 Facility code BA

Remarks:

First approach to be covered when no others are expected.

This facility, besides its name, works actually as a TMA (like Palma or Valencia Radar).

If other approaches are not connected, this facility covers the entire approach area, receiving arrival traffic from upper facilities and departures from towers.

If other approaches are connected, this controller receives arriving traffic form the appropriate feeder before the aircraft reaches the IAF for the active runway at the published altitude and between 210 and 230 KIAS.

If other approaches are connected, this controller instructs or vectors the arriving traffic until the localiser of the active runways where he performs the transfer to tower not lower than the altitude published for the FAF and at maximum 190 KIAS.

If other approaches are connected, this controller does not handle departing traffic, which will be handed off from tower to the appropriate approach (east or west) depending on the SID.



Barcelona Approach - East Sector

Voice Callsign Barcelona Approach Callsign LEBL_E_APP Frequency 125.250 Visibility range 100 nm Vertical limits 3000 ft - FL245 Facility code B5

Remarks:

Only to be covered if LEBL_F_APP is logged in.

This facility covers the east approach area of Barcelona, receiving arrival traffic from upper facilities and departures from towers in his part of airspace.

This controller transfers the arrivals to LEBL_F_APP before the aircraft reaches the IAF of the active runway at the altitude published in the IAC chart and between 210 and 230 KIAS.

This approach may serve the approaches to Girona (LEGE) and Reus (LERS).

Barcelona Approach - West Sector

Voice Callsign Barcelona Approach Callsign LEBL_W_APP Frequency 127.700 Visibility range 100 nm Vertical limits 3000 ft - FL245 Facility code B9

Remarks:

Only to be covered if LEBL_F_APP is logged in.

This facility covers the west approach area of Barcelona, receiving arrival traffic from upper facilities and departures from towers in his part of airspace.

This controller transfers the arrivals to LEBL_F_APP before the aircraft reaches the IAF of the active runway at the altitude published in the IAC chart and between 210 and 230 KIAS.

This approach may serve the approaches to Girona (LEGE), Lleida (LEDA) and Reus (LERS).



GIRONA Airport

Girona Ground

Voice Callsign Girona Ground Callsign LEGE_GND Frequency 121.700 Visibility range 5 nm Vertical limits 0 – 0 Facility code G1

Remarks:


This facility issues flight plan clearances according to the active runway determined by TWR and clears to the vertical limit for Girona Tower or the agreed with the next manned facility on top of him (approach or radar).






Girona Tower

Voice Callsign Girona Tower Callsign LEGE_TWR Frequency 118.500 Visibility range 30 nm Vertical limits 0 – 7500 Facility code G2

Remarks:






LLEIDA Airport

Lleida Ground

Voice Callsign Lleida Ground Callsign LEDA_GND Frequency XXX.XXX Visibility range 5 nm Vertical limits 0 – 0 Facility code ??

Remarks:


This facility issues flight plan clearances according to the active runway determined by TWR and clears to the vertical limit for Lleida Tower or the agreed with the next manned facility on top of him (approach or radar).






Lleida Tower

Voice Callsign Lleida Tower Callsign LEDA_TWR Frequency XXX.XXX Visibility range 30 nm Vertical limits 0 – ???? Facility code ??

Remarks:






REUS Airport

Reus Ground

Voice Callsign Reus Ground Callsign LERS_GND Frequency 121.700 Visibility range 5 nm Vertical limits 0 – 0 Facility code RN

Remarks:


This facility issues flight plan clearances according to the active runway determined by TWR and clears to the vertical limit for Reus Tower or the agreed with the next manned facility on top of him (approach or radar).






Reus Tower

Voice Callsign Reus Tower Callsign LERS_TWR Frequency 118.150 Visibility range 30 nm Vertical limits 0 – 7500 Facility code RS

Remarks:






SABADELL Airport

Sabadell Ground

Voice Callsign Sabadell Ground Callsign LELL_GND Frequency 121.900 Visibility range 5 nm Vertical limits 0 – 0 Facility code LB

Remarks:


This facility issues flight plan clearances according to the active runway determined by TWR and clears to the vertical limit for Reus Tower or the agreed with the next manned facility on top of him (approach or radar).






Sabadell Tower

Voice Callsign Sabadell Tower Callsign LELL_TWR Frequency 120.800 Visibility range 30 nm Vertical limits 0 – 3000 Facility code LL

Remarks:






PALMA TMA

Palma Control

Voice Callsign Palma Control Callsign LECP_CTR Frequency 121.300 Visibility range 400 nm Vertical limits FL195-FL245 Facility code 7E

Remarks:

This facility controls enroute traffic in lower airspace.

Normally, the Standard Terminal Arrival Route (STAR) to arriving traffic will be issued by Barcelona Radar or adjacent CTR according to the instructions given by Palma Control or Palma Approach.



MENORCA Airport

Menorca Ground

Voice Callsign Menorca Ground Callsign LEMH_GND Frequency 121.750 Visibility range 5 NM Vertical limits 0 - 0 Facility code MZ

Remarks:


This facility issues flight plan clearances according to the active runway determined by TWR and clears to the vertical limit for Menorca Tower or the agreed with the next manned facility on top of him (approach or radar).






Menorca Tower

Voice Callsign Menorca Tower Callsign LEMH_TWR Frequency 118.200 Visibility range 30 nm Vertical limits 0 - 3000 ft Facility code MY

Remarks:


This facility will instruct departing IFR traffic to When airborne, contact Menorca Approach on 119.650.




Menorca Approach

Voice Callsign Menorca Approach Callsign LEMH_APP Frequency 119.650 Visibility range 100 nm Vertical limits 3000 - FL195 Facility code MX

Remarks:

This controller instructs or vectors departing traffic following the assigned SID or clears direct to any waypoint within his airspace. If the clearance reaches a waypoint outside his airspace, this must be previously agreed with the controller where the waypoint belongs.

Departing traffic will be handed off to the upper facility well before reaching the cleared altitude in such a way the pilot must not stop its normal climb to the filed cruise altitude.

This controller instructs or vectors the arriving traffic until the localiser of the active runway where he performs the transfer to tower not lower than the altitude published for the FAF and at maximum 190 KIAS.



EIVISSA (Ibiza) Airport

Eivissa Ground

Voice Callsign Eivissa Ground Callsign LEIB_GND Frequency 121.800 Visibility range 5 NM Vertical limits 0 - 0 Facility code IG

Remarks:


This facility issues flight plan clearances according to the active runway determined by TWR and clears to the vertical limit for Eivissa Tower or the agreed with the next manned facility on top of him (approach or radar).






Eivissa Tower

Voice Callsign Eivissa Tower Callsign LEIB_TWR Frequency 118.500 Visibility range 30 nm Vertical limits 0 - 3000 ft Facility code IT

Remarks:


This facility will instruct departing IFR traffic to when airborne, contact Eivissa Approach on 118.500.




Eivissa Approach

Voice Callsign Eivissa Approach Callsign LEIB_APP Frequency 119.800 Visibility range 100 nm Vertical limits 3000 - FL195 Facility code IA

Remarks:






PALMA Airport

Palma Ground East

Voice Callsign Palma Ground Callsign LEPA_E_GND Frequency 121.700 Visibility range 5 NM Vertical limits 0 – 0 Facility code PG

Remarks:

When both LEPA_GND are logged in:


This facility issues flight plan clearances to aircraft parked in GMC South according to the active runway determined by TWR and clears to the maximum vertical limit of Palma Tower or the agreed with the next manned facility on top of him (approach or radar).



He also issues start up and pushback clearance.

This controller handles aircraft taxiing in GMC South area.

This controller hands off departing traffic to the appropriate tower once reached the holding point of the active departing runway.


When only one LEPA_GND is logged in this facility manages all the area and clearances.

Palma Ground West

Voice Callsign Palma Ground Callsign LEPA_W_GND Frequency 121.900 Visibility range 5 NM Vertical limits 0 – 0 Facility code PN



Remarks:

When both LEPA_GND are logged in:


This facility issues flight plan clearances to aircraft parked in GMC North according to the active runway determined by TWR and clears to the maximum vertical limit of Palma Tower or the agreed with the next manned facility on top of him (approach or radar).



He also issues start up and pushback clearance.

This controller handles aircraft taxiing in GMC North area.

This controller hands off departing traffic to the appropriate tower once reached the holding point of the active departing runway.


When only one LEPA_GND is logged in this facility manages all the area and clearances.

Palma Tower East

Voice Callsign Palma Tower Callsign LEPA_E_TWR Frequency 118.300 Visibility range 30 NM Vertical limits 0 – 4000 Facility code PT

Remarks:


West configuration:

This facility handles arriving traffic to runway 24L.

The controller will receive arriving traffic from LEPA_F_APP either on final vector or established on localizer of runway 24L at the published altitude to intercept or any other previously agreed by both.

This facility manages aircraft on the landing path and clears to continue ILS approach and landing clearances.

Traffic leaving runway 24L will be handed off to LEPA_E_GND.



East configuration:

This facility handles departing traffic from runway 06R.

This facility will instruct departing IFR traffic to contact the appropriate approach facility (any of the feeders; never the final approach) depending on the assigned SID when airborne.


Palma Tower West

Voice Callsign Palma Tower Callsign LEPA_W_TWR Frequency 118.450 Visibility range 30 NM Vertical limits 0 – 4000 Facility code PW

Remarks:


West configuration:

This facility handles departing traffic from runway 24R.

This facility will instruct departing IFR traffic to contact the appropriate facility (any of the feeders; never the final approach) depending on the assigned SID when airborne.


East configuration:

This facility handles arriving traffic to runway 06L.

The controller will receive arriving traffic from LEPA_F_APP either on final vector or established on localizer of runway 06L at the published altitude to intercept or any other previously agreed by both.

This facility manages aircraft on the landing path and clears to continue ILS approach and landing clearances.

Traffic leaving runway 06L will be handed off to LEPA_W_GND.



Palma Approach - Final Sector

Voice Callsign Palma Approach Callsign LEPA_F_APP Frequency 118.950 Visibility range 100 nm Vertical limits 4000 – FL195 Facility code PA

Remarks:

First approach to be covered when no others are expected.

If other approaches are not connected, this facility manages the entire approach area, receiving arrival traffic from upper facilities and departures from towers.

If other approaches are connected, this controller receives arriving traffic form the appropriate feeder before the aircraft reaches the IAF for the active runway at the published altitude and between 210 and 230 KIAS.

If other approaches are connected, this controller instructs or vectors the arriving traffic until the localiser of the active runways where he performs the transfer to tower not lower than the altitude published for the FAF and at maximum 190 KIAS.

Palma Approach - East Sector

Voice Callsign Palma Approach Callsign LEPA_E_APP Frequency 119.150 Visibility range 100 nm Vertical limits 4000 – FL195 Facility code P1

Remarks:

Only to be covered if LEPA_F_APP is logged in.

This facility covers the east approach area of Palma, receiving arrival traffic from upper facilities and departures from towers in his part of airspace.

This controller transfers the arrivals to LEPA_F_APP before the aircraft reaches the IAF of the active runway at the altitude published in the IAC chart and between 210 and 230 KIAS.





Palma Approach - West Sector

Voice Callsign Palma Approach Callsign LEPA_W_APP Frequency 119.400 Visibility range 100 nm Vertical limits 4000 – FL195 Facility code P2

Remarks:

Only to be covered if LEPA_F_APP is logged in.

This facility covers the west approach area of Palma, receiving arrival traffic from upper facilities and departures from towers in his part of airspace.

This controller transfers the arrivals to LEPA_F_APP before the aircraft reaches the IAF of the active runway at the altitude published in the IAC chart and between 210 and 230 KIAS.





VALENCIA TMA

Valencia Control

Voice Callsign Valencia Control Callsign LECL_CTR Frequency 124.750 Visibility range 400 nm Vertical limits FL195-FL245 Facility code 3L

Remarks:

This facility controls enroute traffic in lower airspace.

Normally, the Standard Terminal Arrival Route (STAR) to arriving traffic will be issued by Barcelona Radar or Madrid Radar according to instructions given by Valencia Control or Valencia Approach.



ALICANTE Airport

Alicante Ground

Voice Callsign Alicante Ground Callsign LEAL_GND Frequency 121.700 Visibility range 5 NM Vertical limits 0 - 0 Facility code AG

Remarks:


This facility issues flight plan clearances according to the active runway determined by TWR and clears to the vertical limit for Alicante Tower or the agreed with the next manned facility on top of him (approach or radar).






Alicante Tower

Voice Callsign Alicante Tower Callsign LEAL_TWR Frequency 118.150 Visibility range 30 nm Vertical limits 0 – 3000 Facility code AT

Remarks:


This facility will instruct departing IFR traffic to when airborne, contact Alicante Approach on YYY.YYY.




Alicante Approach

Voice Callsign Alicante Approach Callsign LEAL_APP Frequency XXX.XXX Visibility range 100 nm Vertical limits 3000 - FL195 Facility code ??

Remarks:






MURCIA Airport

Murcia Ground

Voice Callsign Murcia Ground Callsign LELC_GND Frequency 121.600 Visibility range 5 NM Vertical limits 0 - 0 Facility code LS

Remarks:


This facility issues flight plan clearances according to the active runway determined by TWR and clears to the vertical limit for Murcia Tower or the agreed with the next manned facility on top of him (approach or radar).






Murcia Tower

Voice Callsign Murcia Tower Callsign LELC_TWR Frequency 118.200 Visibility range 30 nm Vertical limits 0 – 3000 Facility code LC

Remarks:


This facility will instruct departing IFR traffic to when airborne, contact Alicante Approach on YYY.YYY.




VALENCIA Airport

Valencia Ground

Voice Callsign Valencia Ground Callsign LEVC_GND Frequency 121.700 Visibility range 5 NM Vertical limits 0 - 0 Facility code VG

Remarks:


This facility issues flight plan clearances according to the active runway determined by TWR and clears to the vertical limit for Murcia Tower or the agreed with the next manned facility on top of him (approach or radar).






Valencia Tower

Voice Callsign Valencia Tower Callsign LEVC_TWR Frequency 118.150 Visibility range 30 nm Vertical limits 0 – 3000 Facility code VR

Remarks:


This facility will instruct departing IFR traffic to when airborne, contact Valencia Approach on YYY.YYY.




Valencia Approach

Voice Callsign Valencia Approach Callsign LEVC_APP Frequency XXX.XXX Visibility range 100 nm Vertical limits 3000 - FL195 Facility code ??

Remarks:






AIRWAYS AND LEVELS OF FLIGHT

On land, persons and vehicles normally use the roads to move between two points. Both roads and highways are built on the ground, physically visible and we move around following them.

Most aircraft move across the air following paths called airways in a similar way as cars move on the highways. These airways, however, are invisible and depicted in the enroute charts by means of navaids and intersections. These navaids are, basically, VORs and NDBs, while intersections are normally points defined by distances and radials to navaids or geographical co-ordinates.

Many official aeronautical administrations have public web sites where all real charts can be obtained for free. You may find most of them in the VATSIM Chart Centre. Also, from the EUROCONTROL web site you can access the EAD site and obtain ALL the charts for all the European Union states and other not belonging to the EU as well. Just to clarify, the United Kingdom also belongs to the common European airspace and all what you will read in this article is to be applied for this State.

Some countries (like France) include most information in the enroute charts while others (like Spain or Germany) only display the directions of flight for the airways. Nevertheless, the flight levels and other important information can be found in other documents providing even more details. For those charts where most data are depicted, we must look at the legend to find out the abbreviation used for the even and odd flight levels.

The enroute charts themselves are coded and grouped under ENR 6 section, normally for lower and upper airspace separately. The documents containing the information on the levels of flight are coded and grouped under ENR 3 - ATS ROUTES section and the airways are listed there in alphabetical order. Thus, in those cases where the flight level is not depicted in the charts, the first thing we should do is find out the basic designator (see next paragraph) and then search for it alphabetically in the ENR 3 documents.

Airways may cross a continent completely and have portions or segments of variable length which run between navaids or intersections. Each airway has a name or code (also known as BASIC DESIGNATOR) formed by a letter and a number between 1 and 999. The basic designator may have a prefix, U for example, to indicate that it belongs to the upper airspace, and an additional suffix letter, F for example, to indicate that it is an airway where only flight information service is provided, for example UG600F.

Within a FIR/UIR, the border between upper and lower airspace is normally at FL245. Thus, lower airspace is below FL245 until land or sea level (AGL/MSL) whilst the upper airspace is above FL245 until UNL (unlimited). Within Flight Information Regions (FIR) we would find the so-called Control Areas including, among others, the terminal areas (TMA) and airways (AWY).

For the purpose of this article, an airway may exist in the lower airspace, upper airspace, or both. The lower limit of an airway (in lower airspace) is given in the Aeronautical Information Publications (AIP). For an airway in the upper airspace, the upper limit would be FL460, which is usually the limit of controlled airspace. There may be airways in both airspaces with the same route, but their respective basic designators will be different depending on the airspace where they run through.



An airway may be single or double direction of flight (along all its length or part of it), which means that an airway may be flown in one direction (only west to east, for example) or in both. In the enroute charts it is depicted whether an airway has single or double direction of flight, as in case of single direction we may see an arrowhead pointing the correct direction of flight, whilst the double direction airways do not display any arrowhead.

Lets deal now with the flight levels of the airways:

Normally, all airways have a MEA (Minimum Enroute Altitude), which is the minimum allowed level to fly that airway ensuring clearance over obstacles and radio reception which is determined by the MRA (Minimum Reception Altitude). The MRA warrants that the navaids will be received at least 500 below the MEA. The altitude of the MEA is normally depicted in charts in a different colour (usually blue) and is placed beside some segments of the airway.

Also, and for Europe, we can see "E" and "O" or "A" and "B" to show the levels of flight, and the symbols ">" and "<" which are used to display the directions of flight. According to this, "E" or "B" stands for EVEN flight levels (for example: FL240, FL260, FL280, FL300, FL320, etc.), whilst "O" or "A" stands for ODD flight levels (for example: FL250, FL270, FL290, FL310, FL330, etc.). The symbols "<" and ">" are usually depicted beside the "E" or "O" and are used to indicate whether that segment of the airway must be flown on even or odd flight levels in the direction pointed by the symbol. However, this is only an example and depends on the authority who publishes the information. What we have to do is look at the legend to find out the way it is depicted in the chart (if it is).

What to do when the flight levels are not depicted in enroute charts?

Unfortunately, this is the most common situation. As far as I know, only French enroute charts (by far the best of Europe, in my opinion) have all information in it.

When the enroute charts obtained from section ENR 6 of the AIP do not depict the flight levels, we must go to section ENR 3 of the AIP. Normally we will find two types: Lower ATS routes and High ATS routes. Depending on the airspace we are flying (Low or High), we will choose one or the other. We may also find a single document entitled "Area Navigation (RNAV) Routes", which will be the ones we will use normally. These documents are text and list the airways in alphabetical order. For each airway all its waypoints (navaids or intersections) are listed following the airway route. These documents are build in columns supplying diverse information about the airway or its waypoints like tracks, distances, minimum/maximum altitudes and, of course, flight level to be flown depending on the direction of flight. For this, just look for a column normally labelled directions and divided into Odd and Even, and follow the indications for filing and flying a realistic flight.

Using the ENR 3 documents is very accurate but may take some time in long flights involving several countries. Even in one country (Germany, for example) the same airway may change its flight level when reaching one of its waypoints.

The situation is different in the U.S.A. and Canada where the charts depict an arrowhead when an airway is for a single direction or without the arrowhead if it has a double direction (which is normally the case). Similarly, the flight levels in the USA and Canada are assigned in the upper airspace (above FL180) in the following way:



Levels below FL290:

Course 360 to 179: F190, FL210, etc.

Course 180 to 359: FL180, FL200, etc.

Levels above FL290:



Flight Level Conversion Chart to be used ONLY when no enroute charts available

Directional Airways

Although we are talking about airway segments, only a few of them change their flight level along its path. Thus, for a certain airway, we will normally fly the same flight level during all its length (even or odd). Also, normally, when an airway ends and starts a new one, the latter uses the same levels of flight as the former one.

Let's see an example of a simple flight:

We are now going to prepare a flight plan from LFPO (Paris Orly) to LEBL (Barcelona El Prat). A real route may be the following (Check Vroute):

ERIXU UN860 ETAMO UN855 PPG/N0410F250 UP84 ALBER

Now you should get your enroute charts for France from the official SIA website∞ or from EUROCONTROL EAD page. In this case, better get the enroute chart for high airspace from the French site.

ERIXU is the SID (Standard Instrumental Departure) waypoint where we will join the first airway (UN860) of our route. As you can see in the French enroute chart, the airway UN860 has a grey arrow pointing south in our direction of flight. As you can see in the chart legend, this means that this airway is for Odd flight levels in that direction.

At ETAMO we leave the airway UN860 to join the UN855. Also there we see the grey arrow point south in our direction of flight. Thus we must maintain an Odd flight level in this segment.

We have an altitude restriction to cross PPG VOR. It is shown in our flight plan route as PPG/N0410F250. This is to improve traffic flow and aircraft destination LEBL should be at FL250 or below at PPG VOR. We have almost reached the end of our journey at ALBER, the last mandatory reporting point between Marseille (LFMM) and Barcelona (LECB) FIRs. Normally, shortly before reaching this point we will be transferred (handoff) between LFMM_CTR and LECB_CTR, being the latter facility which will issue the appropriate STAR (Standard Terminal Arrival Route) via ALBER to our destination, as this is the last fix we have in our flight plan route and a valid STAR. At ALBER we leave the airway to start the sandard instrumental arrival procedure which will end with a safe landing on the active runway at Barcelona (LEBL).



This has been an example on the right way to fly a flight plan route using airways and following correctly the directions and flight levels for each airway.

Now another example a lot more complicated:

We will now fly from Perpinyà (LFMP) in France to Vilnius (EYVI) in Lithuania. This flight is 1.275 nm long and the route is the following:

FJR UM731 DIVKO UM984 PADKO UT24 ADITA UN870 MAXIR UN853 MOBLO UZ662 KORED UN871 KUDES UN851 LOHRE UN746 ESOBU UN858 OMETA

Our SID waypoint is FJR VOR and our STAR fix is OMETA. Depending on LFMP_TWR or the winds at our departure airport, we will choose the appropriate SID. Now, let's prepare the correct flight levels to fly our route:

We get the ENR 6 chart for High French airspace and locate FJR VOR in south France, close to the Mediterranean sea, where we will join the airway UM731. Looking at the enroute chart, we can see a grey arrow pointing southeast, our direction of flight, what means that this part of our route is for ODD flight levels. We note this in the route in the following way: FJR/N0300F330. This means that over FJR we expect to fly at a speed of 300 knots and at FL330. The speed is merely an indication and does not need to be precisely followed. The important point here is the flight level notation.

Our next waypoint in UM731 is DIVKO, where we will join the airway UM984. As this is still French airspace, we look at the enroute chart to choose the correct flight level. The airway UM984 has a grey arrow pointing southwest, meaning that Odd flight levels are in that direction, the opposite to ours. Thus, here we must change to an Even flight level. Thus, we note this in our route as DIVKO/N0300F340.

Our next waypoint in airway UM984 is PADKO where we will join airway UT24, still in French airspace. The airway UT24 has the grey arrow pointing in our direction of flight. Thus, we need to change our flight level to an Odd one. We note this in our route as, for example, PADKO/N0300F350.

The next waypoint is ADITA where we will leave UT24 to join airway UN870 to MAXIR. Following the same procedure as before, we must change to an Even flight level noting it in the route as ADITA/N0300F360.

Going ahead planning our route "as it should", we reach MAXIR where we will leave UN870 to join airway UN853. Having a look at the French chart, we see that the grey arrow points southward. As we are flying the opposite direction, we must fly an even flight level. As we were already in an even flight level at ADITA, nothing must be changed in our route.

Flying the airway UN853 we will reach MOBLO where we will enter Swiss airspace. The wonderful French enroute chart is no longer useful. As the Swiss enroute charts do not include the flight level indications, we must unse the ENR 3 documents. For this we use the ENR 3.3 document entitled "Area Navigation (RNAV) Routes, as we are flying a brand new aircraft fully equipped to fly any RNAV procedure.

We press the "search" button of Adobe Reader or we browse the document. Keep in mind that the airway designators are in alphabetical order and it is not so difficult to find what we are looking for. Also be careful when using the "search" button as some countries



write the airway in a single part (UZ662) and others in two parts (UZ 662). It may happen that the Adobe Reader cannot find the designator depending on how it is written.

Alright, now we found our airway UZ662 and we see that in Swiss airspace it runs from MOBLO to KORED and column number 5 has two subcolums labelled "Odd" and "Even". If we move down to our UN662 airway, we see that the arrow points from MOBLO to KORED in the subcolumn "Even", meaning that we must fly even flight levels between these two intersections. As we were already flying an even flight level, nothing must be noted in our route.

At KORED we leave airway UZ662 to join the UN871 still in Switzerland airspace. The same procedure explained in last paragraph is to be followed in this case. Thus UN871 between KORED and KUDES is for even flight levels. No change must be done in the route.

At KUDES we enter in German airspace to join airway UN851. As German enroute charts do not depict the flight levels, we must use again the ENR 3 documents. We will find this airway in ENR 3.3 again for RNAV routes. Once we have located it in the document, we wil see the same columns (same European airspace, same notations) as we saw for Switzerland. In German airspace and airway UN851 we will fly from KUDES to LOHRE. Having a look at colum 5 we see that the arrow goes from KUDES to LOHRE in the subcolumn for even flight levels. Thus, no amendment must be done in our route.

At LOHRE we are joining the airway UN746, still in German airspace and thus using the same ENR 3.3 document. We search for this airway and in column 5 we can see the arrow going from LOHRE to ESOBU and in the subcolumn for Odd flight levels. Thus, at LOHRE we must change our flight level to an odd one and note it in the route as, for example, LOHRE/N0300F370.

Well, we are reaching the end of our flight planning and only remains the segment of airway UN858 between ESOBU and OMETA. However, this is a long one and running through Germany, Poland and Lithuania.

The UN858 runs in German airspace between ESOBU and SUI VOR (look at the "Waypoints" tab in VRoute detail for this route). Thus, in ENR 3.3 document for Germany we see in column 5 that this segment must be flown in odd flight levels. No notations must be done in our route.

At SUI VOR we enter in Polish airspace. Thus, we look for ENR 3 documents for Poland. In this case, the RNAV routes for High Airspace are in document ENR 3.4. We search in it for UN858 and we see that our route runs in this airspace from SUI to BOKSU. The notation in this document is slightly different but easy to understand: we have a column labelled "MNM FL" and two subcolumns in it with arrows pointing the direction of flight. If we look at the segment of our interest, we see that the column for even flight levels is darkened and cannot be used whilst the column for odd flight levels says "minimum FL290". This means that we must fly at an odd flight level above FL290. As since LOHRE we were at an odd flight level, nothing must be changed in our route.

Finally, betwen BOKSU and OMETA we are in Lithuanian airspace. Although the ENR document for this airway in Lithuania says that we must fly it in odd flight levels, likely we had already started our descent so nothing else should be done. At OMETA we will fly the STAR to the active runway for landing where we expect a safe arrival.



We have done our flight planning correctly and now we only have to load the flight plan form from VATSIM Flight Plan management, fill the information in the boxes and in number 8. "Route of flight" type the following:

FJR/N0300F330 UM731 DIVKO/N0300F340 UM984 PADKO/N0300F350 UT24 ADITA/N0300F360 UN870 MAXIR UN853 MOBLO UZ662 KORED UN871 KUDES UN851 LOHRE/N0300F370 UN746 ESOBU UN858 OMETA

End of this complex example.

When should we apply the semi-circular rule when filling the ?flight level? box of our flight plan? This rule should only be used when neither the pilot or the ATC have enroute charts to find out which is the right flight level. This rule may also be used when flying between islands (like in the Canaries) where distances are too short as to join any airway. In any case, we should always keep in mind that the semi-circular rule is a secondary way of choosing the flight level. Thus, do not be surprised if once you have requested a cruise level according to this rule, the ATC on duty amends it according to the flight levels of our filed airways. For more information about this issue, check lesson on "Direct vs. Airways" in this Pilot Resource Centre.

Final note:

When I control, sometimes I find pilots asking me why I change their flight levels and whether this is a particular case for Spain. Normally what happens is that those pilots still do not know that the European airspace is a single one for all its States since 2004 and that the semi-circular rule should not be applied here. As said, this rule is only applied in USA, Canada and a few other countries as normally the European system here explained is widely used around the world.



DIRECT VS. AIRWAYS

All IFR flights should fly using airways and following a route previously planned and approved by the official administration in charge of flight planning. In our virtual world, and to make it as realistic as possible, it is recommendable to get the routes from a flight planning site such as VRoute) and file the flight plan using the button found there to send it to the VATSIM flight plan office. By doing this, among many other advantages, we will ensure that it will available to all ATCs, will be recovered after a disconnection from the network without resending it, and will be publicly visible as a prefiled flight up to two hours before logging in. See the VATSIM Charts and Flight Planning page for a complete list of recommended flight planning tools and services.

Thus, a normal flight will always follow an IFR route made by waypoints and airways, starting with the SID fix and ending with the STAR one. To learn how to properly fly using airways, please read the chapter on Airways and Levels of Flight.

In IFR flights there are few occasions when to fly direct instead of using airways. These situations can be: 1) when the distance is too short as to join an airway or 2) when the SID and STAR fix is the same or 3) when offered as a shortcut by ATC while enroute. The first case can be exemplified by routes between islands, where a direct flight between two navaids is enough to reach the destination. The second case is self-explanatory but, to show a real case, a route between LEBL and LEZG would only have LOBAR in the route box as this is the SID fix for LEBL and STAR fix for LEZG. This route could be flown at even flight levels (exceptionally following the semi-circular rule) although the airway (UN725) we join at LOBAR is for odd flight levels in that direction (westward).

When flying direct, we will not join an airway and we will follow a flight level according to the semi-circular rule (basically, odd levels flying eastwards and even levels flying westwards).

Also, it is a good practice for those willing to do things the more realistic as possible, at least in Europe, to regularly check the Route Availability Document (RAD) of Eurocontrol and comply with any restrictions in the route of flight.



TYPES OF ATIS

Paste the NOTAM from Terry Scanlan on the types of ATIS.

Documents

Fir Barcelona