diff --git a/docs/controller-skills/airwork.md b/docs/controller-skills/airwork.md index 477164be0..9813ddd2a 100644 --- a/docs/controller-skills/airwork.md +++ b/docs/controller-skills/airwork.md @@ -16,6 +16,9 @@ Airwork can be conducted in any defined area specified by the pilot or ATC. This **KIY**: "PPB, No Reported IFR Traffic" **PPB**: "PPB" +
+Remarks + ### Remarks An aircraft's Flight Plan Remarks can be the first sign that airwork will be occurring. It can help you as a controller start your planning nice and early, and stay ahead of the game. If the pilot has left detailed remarks, it also means you can spend less time on the frequency asking them what they're doing. #### STS/ (Status) field @@ -46,6 +49,11 @@ A pilot intending to conduct Parachute Operations overhead Rockingham `RMK/SVY OPS WI MAP 420` A pilot intending to conduct Aerial Survey Operations as per Map 420 +
+ +
+General Operations + ### General Operations #### Ops Normal time @@ -90,6 +98,11 @@ Not often that a "Checklist" is required in an ATC environment, but when Airwork Confirm an ops normal time if required +
+ +
+Search and Rescue (SAR) Operations + ### Search and Rescue (SAR) Operations SAR Operations are conducted more or less as a standard airwork procedure. Handle the aircraft as any other normal aircraft transiting your airspace, with the airwork procedures shown above. @@ -100,6 +113,11 @@ SAR Operations are most commonly flown in a circular area (eg Radius from a Fix, **ASP**: "DDU, No Reported IFR Traffic. Call Ops Normal time on the hour" **DDU**: "Ops Normal on the hour, DDU" +
+ +
+Practice Instrument Approaches + ### Practice Instrument Approaches A Practice Instrument Approach is simply an aircraft conducting an Instrument Approach with no intention of a full-stop landing. This is pretty straight-forward outside controlled airspace, as the pilot will often just request a traffic statement for a given radius from a fix. In controlled airspace, however, there can be quite a few things to consider. @@ -161,6 +179,11 @@ Conduct Coordination to any affected adjacent units as required **AAE**: "YNJ, Cleared VOR-A Approach, make Sector Entry. At the minima, Fly Published Missed Approach" **YNJ**: "Cleared VOR-A Approach, make Sector Entry. At the minima, Fly Published Missed Approach, YNJ" +
+ +
+Aerial Surveys + ### Aerial Surveys
![Aerial Survey Example](img/svy.jpg){ width="800" } @@ -216,6 +239,11 @@ Then when ready, clear the aircraft for the survey work !!! tip Continue to ask the pilot questions in order to know exactly what they are doing. For separation assurance with the departing YMML traffic, you could ask *"Confirm you will be able to remain outside 40 DME ML?"*. You could ask the pilot what kind of turn they will be making at the completion of each run. You could also instruct the pilot to maintain a heading on the completion of a run for separation purposes. +
+ +
+Parachute Operations + ### Parachute Operations Pilots on the network may choose to simulate Parachute Operations (PJE). There are lots of different variables at play when considering how to handle parachuting operations, such as: @@ -314,4 +342,6 @@ Once again, when giving drop and descent clearance, consider giving an interim l Most procedures are the same for IFR aircraft, just remember that the situation changes when Class E airspace is involved, as it is now Controlled, and you must separate other IFR aircraft from the PJE aircraft and the chutes inside Class E airspace. As a controller, remember that you need to hold SARWATCH over the IFR aircraft in all Classes of airspace, until they cancel their SARWATCH or downgrade VFR. #### OCTA Operations -VFR PJE aircraft operating wholly within Class G or Class E airspace are still required to make broadcasts on frequency, and they are entitled to a traffic statement for Drop and Descent. \ No newline at end of file +VFR PJE aircraft operating wholly within Class G or Class E airspace are still required to make broadcasts on frequency, and they are entitled to a traffic statement for Drop and Descent. + +
\ No newline at end of file diff --git a/docs/controller-skills/milkrun.md b/docs/controller-skills/milkrun.md index 8e43f92bd..dd592f292 100644 --- a/docs/controller-skills/milkrun.md +++ b/docs/controller-skills/milkrun.md @@ -6,6 +6,9 @@ title: Milk Run Monday Milk Run Monday is a very busy event, that tests the limits of controllers at it's busiest. It is important to understand some processes that makes the event run as smooth as possible for all pilot and controllers involved. The information on this page is extracted from various Local Instructions and Controller Skills pages, collated to give all of the most relevant information to controlling the Milk Run event. +
+ACD + ## ACD The job of the ACD controller during Milk Run is a fairly straight-forward one, however there are a couple of things to be mindful of. @@ -14,6 +17,11 @@ Ensure that all flight plans are correct, nothing like `DOSEL DCT RIVET`, `GPS D ### 16 Off Mode Departures at YMML A Reminder that [Off Mode Departures from Runway 16](../../aerodromes/classc/Melbourne/#off-mode-departures) to the North East and North West during the 16A27D Runway Mode must be assigned the **ISPEG** SID, **NOT** the DOSEL SID. The **ISPEG** SID deconflicts concurrent 16 and 27 departures, whereas the DOSEL SID does not. +
+ +
+SMC + ## SMC ### Standard Taxi Routes [YSSY](../../aerodromes/classc/Sydney/#standard-taxi-routes) and [YMML](../../aerodromes/classc/Melbourne/#standard-taxi-routes) both have Published Standard Taxi Routes that can be used to facilitate the orderly flow of traffic on the ground, but this does not preclude the SMC controller from using alternate routing if they deem it neccessary. @@ -47,6 +55,11 @@ In order to protect common Runway Exit Taxiways, Consider instructing aircraft t !!! note Utilising these hold short instructions also opens up the availability of taxiways `J` and `Y` as alternative taxi routes on the International terminal side +
+ +
+ADC + ## ADC ### Runway Modes Careful selection of the duty runway at an aerodrome is important to ensure safe, expeditious traffic flow. When considering runway configuration, be mindful of the following operational considerations: @@ -91,6 +104,11 @@ It is best practice for ADC to line-up aircraft on the runway as soon as possibl !!! suggestion Appending the phrase "Be ready immediate" to the end of a line up instruction can ensure the pilot has all checklists completed, and is ready to commence takeoff roll as soon as the clearance is given. This reduces airborne delays, and potential go-around situations +
+ +
+TMA + ## TMA In theory, aircraft should already be nicely sequenced when they enter your airspace, however, this is not always the case. There can also be additional aircraft that come in from other directions that need to be added to the sequence, which can make things challenging. @@ -138,6 +156,11 @@ When there is a go-around in the middle of a bumper-to-bumper sequence, a fair b **MAE** -> **ELW**: "We've had a Go around. Additional 2 minute delay for all aircraft in this sequence please." **ELW** -> **MAE**: "Copy, additional 2 minute delay for all aircraft in this sequence." +
+ +
+Enroute + ## Enroute ### Early Handoffs The most important job of the ELW/BLA controller is the sequencing for YMML. Likewise, the most important job of the GUN/BIK controller is the sequencing for YSSY. In order to make the job of these controllers easier, it is beneficial for them to receive aircraft ***as early as possible***, so they can start to execute all the required actions, like assigning a STAR, amending route if required, enacting speed control, and issuing delay vectors or holding if required. @@ -198,6 +221,11 @@ Although this action may be beneficial to the arrival flow for both Enroute and In order to reduce this coordination, GUN/BIK and SFL/SAS may organise blanket coordination to allow this rerouting at the discretion of the GUN/BIK controller. +
+ +
+Workload Management + ## Workload Management ### Splitting Never ever ever ever ever (ever) deny an offer to split up your sector! It could be someone offering to take: @@ -232,4 +260,6 @@ Regular Coordination with your peers is critical to the efficient operation of a - Ask the adjacent Enroute controller for additional spacing - (As the TMA Controller) Ask the Enroute controller for an additional **2 minute delay for all aircraft**, due to a **go-around** -It is also important to not accept aircraft that are in conflict! If the TMA controller is trying to handoff two aircraft pointed at each other at the same level, give them a call on the Hotline, and ask them to fix it before handing off to you. Of course you may offer/suggest a solution, but it should not be your conflict to solve. \ No newline at end of file +It is also important to not accept aircraft that are in conflict! If the TMA controller is trying to handoff two aircraft pointed at each other at the same level, give them a call on the Hotline, and ask them to fix it before handing off to you. Of course you may offer/suggest a solution, but it should not be your conflict to solve. + +
\ No newline at end of file diff --git a/docs/controller-skills/vatsys.md b/docs/controller-skills/vatsys.md index 99f74ae1d..10cf8b94a 100644 --- a/docs/controller-skills/vatsys.md +++ b/docs/controller-skills/vatsys.md @@ -6,6 +6,9 @@ title: vatSys Setup Although much of the detailed setup is up to personal preference, the following setttings are **strongly** recommended to help best execute the appropriate role. +
+Enroute + ## Enroute ### Display ATC List: **ON** @@ -39,6 +42,11 @@ Extended Labels: **ON** **TFMS** (if airport is busy, eg during events) **AIS DISPLAY** for major airports in your airspace +
+ +
+TCU + ## TCU ### Display ATC List: **ON** @@ -71,6 +79,11 @@ Extended Labels: **OFF** (Toggled on for aircraft not arriving at main airport) **TFMS** (if airport is busy, eg during events) **AIS DISPLAY** for major airports in your airspace +
+ +
+Tower + ## Tower ### Display ATC List: **ON** @@ -100,4 +113,6 @@ History Trails: **5** FPASD: **ON** Extended Labels: **OFF** (Toggled on for aircraft not arriving at main airport) ### Info -**AIS DISPLAY** \ No newline at end of file +**AIS DISPLAY** + +
\ No newline at end of file diff --git a/docs/enroute/Brisbane Centre/ISA.md b/docs/enroute/Brisbane Centre/ISA.md index b84269dcd..df1bc2483 100644 --- a/docs/enroute/Brisbane Centre/ISA.md +++ b/docs/enroute/Brisbane Centre/ISA.md @@ -14,7 +14,7 @@ | Warrego† | Brisbane Centre | 132.450 | BN-WEG_CTR | | Carnarvon† | Brisbane Centre | 133.800 | BN-CVN_CTR | -† *Non-standard positions* may only be used in accordance with [VATPAC Air Traffic Services Policy](https://vatpac.org/publications/policies) +† *Non-standard positions* may only be used in accordance with [VATPAC Air Traffic Services Policy](https://vatpac.org/publications/policies){target=new} ## Airspace diff --git a/docs/enroute/Melbourne Centre/ASP.md b/docs/enroute/Melbourne Centre/ASP.md index 42232ba71..31f6b40ec 100644 --- a/docs/enroute/Melbourne Centre/ASP.md +++ b/docs/enroute/Melbourne Centre/ASP.md @@ -15,7 +15,7 @@ | Bourke† | Melbourne Centre | 128.200 | ML-BKE_CTR | | Esperance† | Melbourne Centre | 123.950 | ML-ESP_CTR | -† *Non-standard positions* may only be used in accordance with [VATPAC Air Traffic Services Policy](https://vatpac.org/publications/policies) +† *Non-standard positions* may only be used in accordance with [VATPAC Air Traffic Services Policy](https://vatpac.org/publications/policies){target=new} ## Airspace diff --git a/docs/oceanic/index.md b/docs/oceanic/index.md index b0ad7901d..a2d9259f6 100644 --- a/docs/oceanic/index.md +++ b/docs/oceanic/index.md @@ -5,7 +5,7 @@ --8<-- "includes/abbreviations.md" ## Airspace -The following oceanic FIRs are owned by VATPAC and are covered under the [Pacific Oceanic Agreement.](https://drive.google.com/file/d/1xRWTTwpDOek2mkRbXQx53ee2uuot0ofB/view) +The following oceanic FIRs are owned by VATPAC and are covered under the [Pacific Oceanic Letter of Agreement](https://vatpac.org/publications/policies){target=new} YBBB - Brisbane Oceanic YMMM - Melbourne Oceanic diff --git a/docs/separation-standards/procedural.md b/docs/separation-standards/procedural.md index 76fa7a9a0..9eff60204 100644 --- a/docs/separation-standards/procedural.md +++ b/docs/separation-standards/procedural.md @@ -4,6 +4,9 @@ title: Procedural --8<-- "includes/abbreviations.md" +
+Departures + ## Departures ### 2 min | Conditions | | @@ -26,6 +29,11 @@ title: Procedural ![10 min Departure Standard Diagram](img/dep7a.png){ width="600" } | +
+ +
+Arrivals + ## Arrivals ### 10nm | Conditions | | @@ -34,6 +42,11 @@ title: Procedural ![10nm Arrival Standard Diagram](img/d5.png){ width="600" } | +
+ +
+Longitudinal + ## Longitudinal
@@ -109,6 +122,11 @@ Distance checks must be conducted as per the following table: ![Opposite sides of visual fix Standard Diagram](img/t7b.png){ width="600" }
| +
+ +
+Lateral + ## Lateral ### Time-based crossing track @@ -122,6 +140,9 @@ Where a difference 15 minutes does not exist at the crossing point, vertical sep ![Both](../oceanic/assets/Both.png) +
+Conflict Area + ### Conflict Area The Quickest and easiest way to assess lateral conflict scenarios is with the *Conflict Area tool*. Unfortunately, whilst its quick and easy to *use*, it's fairly complex and long to understand the rules and concepts. The first thing to note, is that there are many different unusual remarks and equipment codes that pilots file on VATSIM, primarily because not everyone knows what they mean. A little bit of background knowledge is required to understand these concepts. @@ -209,6 +230,11 @@ Use BRL to measure a distance to/from a waypoint that is outside of the conflict "Climb to reach (vertically separated level) by (GNSS distance outside entry of conflict area)" "Report (GNSS distance outside exit of conflict area) for requested level" +
+ +
+Lat Sep Table + ### Lat Sep Table Lateral Separation works off the basis off establishing a *Lateral Separation Point* (Lat Sep point). That is, when given an angle that 2 tracks intersect at, a distance at which lateral separation is considered to exist procedurally. These figures are detailed in the table below: @@ -228,6 +254,12 @@ In a more visual form, ABC can be considered to be laterally separated from airc This can be used to plan restrictions as required when surveillance coverage cannot be assured. +
+
+ +
+Vertical + ## Vertical ### 1000ft @@ -242,4 +274,6 @@ This can be used to plan restrictions as required when surveillance coverage can - Between military formation aircraft, regardless of RVSM status ### 3000ft -- When at least one aircraft is supersonic \ No newline at end of file +- When at least one aircraft is supersonic + +
\ No newline at end of file diff --git a/docs/stylesheets/navigation.css b/docs/stylesheets/navigation.css index bc5109542..866c38de4 100644 --- a/docs/stylesheets/navigation.css +++ b/docs/stylesheets/navigation.css @@ -24,6 +24,11 @@ color: var(--md-primary-fg-color); height: -webkit-fill-available; } +.md-tabs__item--active { + border-bottom: 1.5px solid #b5b6b3; + color: #344767; + height: -webkit-fill-available; +} .md-tabs__link:hover { border-bottom: 1.5px solid #3447679f; diff --git a/docs/terminal/adelaide.md b/docs/terminal/adelaide.md index d34c2f495..589b56bd0 100644 --- a/docs/terminal/adelaide.md +++ b/docs/terminal/adelaide.md @@ -12,7 +12,7 @@ | Adelaide Approach East† |AAE| Adelaide Departures | 118.200 | AD_DEP | | Adelaide Flow† |AFL| | | AD_FMP | -† *Non-standard positions* may only be used in accordance with [VATPAC Air Traffic Services Policy](https://vatpac.org/publications/policies) +† *Non-standard positions* may only be used in accordance with [VATPAC Air Traffic Services Policy](https://vatpac.org/publications/policies){target=new} ## Airspace The Vertical limits of the AD TCU are `SFC` to `F245`. diff --git a/docs/terminal/brisbane.md b/docs/terminal/brisbane.md index a73ceb26a..78986a330 100644 --- a/docs/terminal/brisbane.md +++ b/docs/terminal/brisbane.md @@ -15,7 +15,7 @@ | Gold Coast Approach† |BAC| Brisbane Approach | 123.500 | BN-C_APP | | Brisbane Flow† |BFL| | | BN_FMP | -† *Non-standard positions* may only be used in accordance with [VATPAC Air Traffic Services Policy](https://vatpac.org/publications/policies) +† *Non-standard positions* may only be used in accordance with [VATPAC Air Traffic Services Policy](https://vatpac.org/publications/policies){target=new} ## Airspace The Vertical limits of the BN TCU are `SFC` to `F180`, except in BAC airspace, where it is `SFC` to `A075` in the North West, and `SFC` to `F125` in the South East. diff --git a/docs/terminal/cairns.md b/docs/terminal/cairns.md index 7f86e13c2..7d7bee8e6 100644 --- a/docs/terminal/cairns.md +++ b/docs/terminal/cairns.md @@ -12,7 +12,7 @@ | Cairns Approach† |CS2| Cairns Departures | 126.100 | CS_DEP | | Cairns Flow† |CSF| | | CS_FMP | -† *Non-standard positions* may only be used in accordance with [VATPAC Air Traffic Services Policy](https://vatpac.org/publications/policies) +† *Non-standard positions* may only be used in accordance with [VATPAC Air Traffic Services Policy](https://vatpac.org/publications/policies){target=new} ## Airspace The Vertical limits of the CS TCU are `SFC` to `F180`. diff --git a/docs/terminal/canberra.md b/docs/terminal/canberra.md index 4f85bde5f..0fe35c925 100644 --- a/docs/terminal/canberra.md +++ b/docs/terminal/canberra.md @@ -12,7 +12,7 @@ | Canberra Approach West† |CBW| Canberra Approach | 125.900 | CB-W_APP | | Canberra Flow† |CBF| | | CB_FMP | -† *Non-standard positions* may only be used in accordance with [VATPAC Air Traffic Services Policy](https://vatpac.org/publications/policies) +† *Non-standard positions* may only be used in accordance with [VATPAC Air Traffic Services Policy](https://vatpac.org/publications/policies){target=new} ## Airspace The Vertical limits of the CB TCU are `SFC` to `F245`. diff --git a/docs/terminal/perth.md b/docs/terminal/perth.md index 4a65b2c38..a0ee08511 100644 --- a/docs/terminal/perth.md +++ b/docs/terminal/perth.md @@ -10,7 +10,7 @@ | Perth Departures† |PHD| Perth Departures | 118.700 | PH_DEP | | Perth Flow† | PFL | | | PH_FMP | -† *Non-standard positions* may only be used in accordance with [VATPAC Air Traffic Services Policy](https://vatpac.org/publications/policies) +† *Non-standard positions* may only be used in accordance with [VATPAC Air Traffic Services Policy](https://vatpac.org/publications/policies){target=new} ## Airspace The PH TCU is responsible for the airspace within 36 DME of the PH VOR, `SFC` to `F245`. diff --git a/docs/terminal/sydney.md b/docs/terminal/sydney.md index 5a5ba1ed1..f3a081e44 100644 --- a/docs/terminal/sydney.md +++ b/docs/terminal/sydney.md @@ -4,6 +4,9 @@ --8<-- "includes/abbreviations.md" +
+Positions + ## Positions | Name | ID | Callsign | Frequency | Login Identifier | @@ -17,9 +20,14 @@ | Sydney Radar†* |SRI| Sydney Centre | 124.550 | SY-C_DEP | | Sydney Flow† |SFL| | | SY_FMP | -† *Non-standard positions* may only be used in accordance with [VATPAC Air Traffic Services Policy](https://vatpac.org/publications/policies). +† *Non-standard positions* may only be used in accordance with [VATPAC Air Traffic Services Policy](https://vatpac.org/publications/policies){target=new} * [Additional requirements](#airspace-structural-arrangements) must be met prior to opening SRI as a stand-alone position. +
+ +
+Airspace + ## Airspace The Vertical limits of the SY TCU are `SFC` to `F285`. SY TCU is responsible for the Sydney TMA, except: @@ -28,6 +36,7 @@ SY TCU is responsible for the Sydney TMA, except: - R470 Restricted Area, when RIC ADC is online (or as negotiated) ### Reclassifications + #### BK CTR BK CTR reverts to Class G when **BK ADC** is offline, and is administered by the relevant SY TCU controller. @@ -100,6 +109,10 @@ The divisions of the airspace between **SAN**, **SAS**, **SDS**, **SDN**, **SFW* ![SODPROPS TCU Structure](img/sySODPROPS.png){ width="700" }
SODPROPS TCU Structure
+
+ +
+Arrival Procedures ## Arrival Procedures ### STAR and Runway Assignment @@ -147,6 +160,11 @@ All aircraft should be assigned no lower than `A060` until clear of the active r For an aircraft inbound from the north on the BOREE3A arrival to runway 34R, assign no lower than `A080` until any adjacent aircraft are maintaing `A060`, then `A070` until the aircraft are laterally clear. The arrival should then be assigned `A060` until south of the field. Be mindful of departures from YSBK which may also impact aircraft on downwind for RWY 16R at YSSY. Do not assign lower than `A040` until the aircraft is north/east of the BK CTR and clear of any departing traffic (who are assigned `A030` by default). +
+ +
+Parallel Runway Operations + ## Parallel Runway Operations Refer to [Parallel Runway Separation Standards](../../separation-standards/parallelapps) for more information @@ -199,6 +217,10 @@ When conducting IVAs, aircraft shall not be transferred to **SY ADC** until esta #### Phraseology at Night *"CLEARED INDEPENDENT VISUAL APPROACH RUNWAY (number), NOT BELOW (altitude) UNTIL ESTABLISHED ON THE PAPI (or GLIDEPATH)"* +
+ +
+Sydney Harbour Scenic Flights ## Sydney Harbour Scenic Flights Flights may be cleared for one of two standard scenic flight routes at `A015`, **Harbour Scenic One** or **Harbour Scenic Two**, which are described below. Pilot preference should be accommodated where traffic permits. @@ -230,6 +252,10 @@ These can be displayed on vatSys using the `SY_VFR` map. !!! note Remember that VFR aircraft are **not** separated from other VFR aircraft in class C airspace. If other VFR aircraft are operating over the harbour, you are not required to provide a separation standard between them, however you must pass traffic information to both aircraft. +
+ +
+Helicopter Operations ## Helicopter Operations ### Inbound/Outbound Routes @@ -295,6 +321,10 @@ Helicopters should be identified and then provided the clearance where traffic p **HWD:** "Sydney Departures gday, helicopter HWD, passing 800ft on the Harbour Bridge 5 outbound, request South Harbour Sector" **SY TCU:** "HWD, Departures, identified, onwards clearance South Harbour Sector" **HWD:** "Onwards clearance South Harbour Sector, HWD" +
+ +
+BK ADC Offline ## BK ADC Offline Due to the low level of CTA (`A015`) in the BK CTR when **BK ADC** is offline, it is best practice to give airways clearance to aircraft at the holding point, to ensure departing aircraft can have uninterrupted climb. @@ -308,6 +338,52 @@ Due to the low level of CTA (`A015`) in the BK CTR when **BK ADC** is offline, i **SY TCU**: "LOA, cleared to YSHL via ANKUB, flight planned route, Bankstown 8 Departure, climb via SID A030" **LOA**: "Cleared to YSHL via ANKUB, flight planned route, Bankstown 8 Departure, climb via SID A030, LOA" +
+ +
+Flow + +## Flow +The tables below give an estimated time **in minutes** from the **Feeder Fix** to the **Threshold**, which can be used to plan sequencing actions within the TCU. + +It is based on a few key assumptions: +- Nil wind +- Aircraft for the *opposite* parallel runway (eg, RIVET > 16L/34R) will overfly the field, then join a mid-field downwind +- All aircraft are tracking via the ILS Initial Approach fix + +### Jets + +| Feeder Fix | 07 | 16L | 16R | 25 | 34L | 34R | +| ---------- | --- | --- | --- | --- | --- | --- | +| BOREE | 16 | 11 | 11 | 15 | 17 | 17 | +| MEPIL† | - | 9 | - | - | - | 15 | +| MARLN | 16 | 17 | 20 | 13 | 18 | 14 | +| RIVET | 11 | 19 | 17 | 17 | 15 | 19 | +| ODALE† | - | 16 | - | - | - | 17 | + +- IAF to Threshold is **4 minutes** +- Add **1 minute** for aircraft assigned a reduced speed +- †MEPIL and ODALE STARs only available to Jets for 16L/34R +- Subtract **1 minute** for MX or CSR + +### Non-Jets + +| Feeder Fix | 07 | 16L | 16R | 25 | 34L | 34R | +| ---------- | --- | --- | --- | --- | --- | --- | +| MEPIL | 15 | 10^ | 10^ | 13 | 20 | 19 | +| MARLN | 17 | 20 | 22 | 13 | 20 | 19 | +| ODALE | 10^ | 19 | 17 | 16 | 16 | 19 | + +- IAF to Threshold is **4 minutes** for Runway 07/25. **5 minutes** all other Runways. +- Subtract **2 minutes** for **DH8D**, Except ^ +- ^ Subtract **1 minute** for **DH8D** +- Subtract **1 minute** for MX + +
+ +
+Coordination + ## Coordination ### Enroute #### Departures @@ -550,4 +626,6 @@ SY TCU will **NOT** clear the aircraft for the approach. **CN ADC** must issue an airways clearance to these aircraft on first contact. ### RIC ADC -Reserved. \ No newline at end of file +Reserved. + +
\ No newline at end of file diff --git a/docs/terminal/williamtown.md b/docs/terminal/williamtown.md index 5862881b7..90f88b3da 100644 --- a/docs/terminal/williamtown.md +++ b/docs/terminal/williamtown.md @@ -11,7 +11,7 @@ | **Williamtown Approach (High)** | **Willy Approach** | **133.300** | **WLM_APP** | | Williamtown Approach (Low)† | Willy Approach | 135.700 | WLM-L_APP | -† *Non-standard positions* may only be used in accordance with [VATPAC Air Traffic Services Policy](https://vatpac.org/publications/policies). +† *Non-standard positions* may only be used in accordance with [VATPAC Air Traffic Services Policy](https://vatpac.org/publications/policies){target=new} ## Airspace ### Default diff --git a/includes/abbreviations.md b/includes/abbreviations.md index 6b81fc2bd..da347d0c7 100644 --- a/includes/abbreviations.md +++ b/includes/abbreviations.md @@ -268,4 +268,6 @@ *[FAJO]: Johannesburg FIR *[AYPM]: Port Moresby FIR *[NWWW]: Noumea FIR -*[NVVV]: Port Vila FIR \ No newline at end of file +*[NVVV]: Port Vila FIR +*[MX]: Maximum Speed +*[CSR]: Cancel Speed Restrictions \ No newline at end of file diff --git a/mkdocs.yml b/mkdocs.yml index 2a943c382..7578e7837 100644 --- a/mkdocs.yml +++ b/mkdocs.yml @@ -123,8 +123,8 @@ markdown_extensions: - pymdownx.tasklist: custom_checkbox: true - pymdownx.emoji: # Allows emoji style inline embeds for icons - emoji_index: !!python/name:materialx.emoji.twemoji - emoji_generator: !!python/name:materialx.emoji.to_svg + emoji_index: !!python/name:material.extensions.emoji.twemoji + emoji_generator: !!python/name:material.extensions.emoji.to_svg - md_in_html #enables the use of image figures - abbr - pymdownx.snippets @@ -135,3 +135,6 @@ extra_javascript: - javascripts/mathjax.js - https://polyfill.io/v3/polyfill.min.js?features=es6 - https://cdn.jsdelivr.net/npm/mathjax@3/es5/tex-mml-chtml.js + +validation: + unrecognized_links: ignore \ No newline at end of file