¶ Sectors
In SAC, there are five sectors, DX, U1, U2, L2 and M, all of them with vertical limits depicted below.
¶ Upper Sectors
¶ Lower Sectors
¶ Sectorisation
| Sector ID | IVAN Callsign | RT Callsign | Channel | CPDLC Code | FRA |
|---|---|---|---|---|---|
| PC ALL | EGPX_CTR | Scottish Control | 124.500 | EGPX | APC+ |
| PC DX | EGPX_DX_CTR | Scottish Control | 135.855 | EGPD | APC+ |
| PC U1 | EGPX_U1_CTR | Scottish Control | 129.225 | EGPE | APC+ |
| PC U2 | EGPX_U2_CTR | Scottish Control | 132.730 | EGPW | APC+ |
| PC L2 | EGPX_L2_CTR | Scottish Control | 126.300 | not used | APC+ |
| PC M | EGPX_M_CTR | Scottish Control | 134.430 | not used | APC+ |
¶ Policy
- PC ALL, PC DX, PC U1, PC U2 and PC L2 may be opened at any time.
- PC DX shall assume responsibility for PC L2, unless it is opened.
¶ Bandboxing
| Sector Bandbox | Sector Split 1 | Sector Split 2 |
|---|---|---|
| PC ALL | PC DX | PC DX |
| PC L2 | ||
| PC U1 | ||
| PC U2 | ||
| PC M | ||
Should PC ALL be online when any other PC position is online, they shall relinquish responsibility for that respective position.
¶ Top-Down Coverage
Controllers shall provide Approach and Aerodrome Control to the airfields listed below when the appropriate positions are not online.
Should two overlapping sectors be online at the same time, the lower of the two sectors shall be responsible for provision of Approach and Aerodrome control at the airfields listed below.
A service may be provided to aircraft at airfields not listed below within the lateral confines of a sector. Non-radar units must only be controlled at Approach level only (i.e. APP).
| Sector ID | Aerodromes Controlled |
|---|---|
| PC-DX | EGPH, EGPF, EGPK, EGNT, EGNV |
| PC-U1 | EGPD, EGPE, EGPB |
| PC-U2 | EGAA, EGAC, EGNS |
| PC-L2 | EGPH, EGPF, EGPK, EGAA, EGAC, EGNS |
| PC-M | EGCC, EGGP, EGNX, EGNM, EGNR, EGCN, EGNJ |
¶ Suspension of Top-Down Coverage
When high levels of traffic are forecast in a sector (for example during an event). SAC controllers (excluding PC M and PC L2) may suspend the top down control at airfields under their responsibility. In such cases, the lowest flight level at which a service can be provided must be notified by ATIS. For more information, please see the IVAO XU Regulation A.2.3.1 Policy.
¶ Separation Standards
¶ 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 FL290 apply 1,000 ft
- Above FL290 apply 2,000 ft, except that between FL290 and FL410 inclusive, 1,000 ft may be applied between RVSM approved aircraft operating in airspace designated as being notified for the application of this separation standard
Between aircraft flying supersonic and between aircraft flying supersonic and aircraft flying subsonic:
- Up to FL450 apply 2,000 ft
- Above FL450 apply 4,000 ft
¶ Horizontal Separation
¶ Radar Separation Minima
Minimum radar separation to be applied is 5nm, or 3nm/2.5nm where approved.
¶ Use of 3nm Separation
The use of 3nm separation is approved for the following positions. Provided that aircraft are identified displaying a validated SSR code, within controlled airspace and the sectors area of responsibility:
- PC M
- PC L2
The use of 3nm separation shall be increased to 5nm prior to the transfer of control of aircraft entering airspace not approved for 3nm separation.
¶ Ensuring Horizontal Separation
Aircraft on their own navigation where horizontal separation is expected to be less than 15nm and no vertical separation exists should be given radar headings to ensure separation.
¶ RVSM Procedures
Reduced Vertical Separation Minimum (RVSM) permits the application of a 1000ft vertical separation minimum (VSM) between suitably equipped aircraft in the level band FL290-FL410 inclusive, thereby making available six additional usable flight levels.
| Track from 180 to 359 (Westbound) | Track from 000 to 179 (Eastbound) |
|---|---|
| FL430 | FL410 |
| FL400 | FL390 |
| FL380 | FL370 |
| FL360 | FL350 |
| FL340 | FL330 |
| FL320 | FL310 |
| FL300 | FL290 |
| FL280 |
The vertical limits of the RVSM airspace are FL290 up to and inclusive FL410.
Note: FL280 is the next usable FL below RVSM airspace. FL430 is the next usable FL above RVSM airspace (2000ft separation).
¶ Transfer of Control & Communications
Aircraft under the control of one sector are not permitted to penetrate the airspace of another sector unless:
- The aircraft is following a standing agreement; or
- Assumed Coordination is in effect; or
- Prior coordination has taken place
¶ Standing Agreement
Aircraft may enter the airspace of another sector without the need for individual coordination provided that:
- It is following a standard route on its own navigation, or on a specified track on a heading; and
- It has been cleared to or is at the standing agreement level before transfer of communication
Unless specified within the standing agreement, transfer of control will occur at the same time as transfer of communications provided that:
- The receiving sector continues the flight in the same general direction and does not reverse the vertical profile (e.g. climb a descending aircraft) or stop at an intermediate level within the confines of the offering sector
- Any potential conflicts with aircraft in the offering sectors airspace are resolved prior to transfer of communications
Unless the standing agreement states otherwise:
- Aircraft may be released for climb or descent within the confines of the offering sector
- Aircraft may be released for turns on own navigation such that the flight path is altered by not more than 45° left or right within the confines of the offering sector
- Aircraft transferred on a heading must be coordinated prior to issuing a heading change within the confines of the offering sector.
¶ Assumed Coordination
A sector may transfer traffic that is not covered by a standing agreement without coordination provided that:
- The aircraft is in the cruise at the RFL
- The aircraft is following the planned route, or on a heading within the confines of that route
- The aircraft is not an Opposite Direction Level