3.8 Practical Notes

VFR CIRCUITS

8.1 No outbound/departure clearance required as is the case with an IFR FPL.

  • Pilot is given runway-in-use, QNH, squawk and then given taxi instructions. (Pushback and/or start-up if necessary)

“ZS-ABC, QNH1013, runway 19 in use, squawk 1234, taxi via A, holding point runway 19, contact Cape Town Tower 118.1, when ready for departure”

8.2 At or just before the take-off clearance, advise the pilot where in the circuit to report, this will also indicate the direction of the circuit, and an altitude restriction.

  • Use approx. 1000ft above the aerodrome altitude for circuit traffic.
  • Ensure the altitude you use is always at least 500ft or more below the CTR’s upper limit.

“ZS-ABC, After departure, left turn, join and report left downwind runway 19, not above 1000ft, clear for take-off, surface wind xxx degrees xx knots”

VFR OUTBOUND

8.3 No outbound/departure clearance required unless APP will allow the aircraft into TMA directly from departure. This must check with the APP ATC and is subject other traffic.

  • Aircraft is given Runway-in-use, QNH, squawk & then given taxi instructions. (Pushback and/or start-up if necessary)

“ZS-ABC, QNH1013, Runway 19 in use, Squawk 1234, Taxi via A to holding point runway 19, contact Cape Town Tower 118.1, when ready for departure”

8.4 With or just before the take-off clearance is given, advise the pilot the direction to turn after departure and direction/position to exit the CTR, and an altitude restriction.

“ZS-ABC, not above 1500ft, clear for take off, right-hand turn, report CTR

[or Zone] outbound to the East”

8.5 When aircraft is seen approaching the CTR boundary OR the aircraft reports at the CTR boundary.

“ZS-ABC, remain clear of controlled airspace, contact APP 120.050, good day”

IFR TRAINING (WITHIN TMA)

8.6 Aircraft must get outbound/departure clearance.

8.7 GND obtains departure clearance from APP. This clearance must include the initial FL/altitude the aircraft must climb to and the SID or possible headings or positions to turn to after departure.

  • The clearance is obtained in 3 ways:
    • 8.7.1 Using the established SIDs as per ATC Procedures.
      • No initial FL should be given, the SID provides one. If pilot asks for a FL, advise pilot the SID provides a FL and get him/her to look for it.
    • 8.7.2 Routings was coordinated at start of your shift with the APP controller.
    • 8.7.3 APP is contacted as each aircraft requires a departure clearance.

8.8 Aircraft is given departure runway, heading/direction to fly, FL/altitude to climb to, departure frequency and squawk.

“ZS-ABC, After departure runway 19, climb runway heading to 3000ft, departure frequency 120.050, squawk 1234”

8.9 Aircraft is given pushback and start-up (if required), taxi instructions and take-off clearance.

IFR OUTBOUND

8.10 Aircraft must get outbound/departure clearance. See 8.7

8.11 Aircraft is given clearance to destination, departure route (e.g. SID), departure runway, departure frequency (APP, ACC or UNICOM) and squawk.

“ZS-ABC, Cleared to O.R. Tambo, Standard TETAN1A departure off runway 19, departure frequency 120.050, squawk 1234”

8.12 Aircraft is given pushback and start-up (if required), taxi instructions and take-off clearance.

PUSHBACK

8.13 When aircraft is given pushback provide the pilot with possible traffic information that could affect the pushback; another aircraft pushing back close to this aircraft or possibly taxiing past behind. Provide both pilots with the other as traffic information, position, direction of movement, aircraft type. There are many variations but here are 2 examples.

“ZS-ABC, Traffic is B747 pushing back from A2, Pushback and start-up approved, face North, Runway 19, time is 29”

“ZS-ABC, Traffic is B737 taxiing past behind to the North, once clear, pushback start-up approved, face North, Runway 19, time is 29”

TAXI

8.14 When giving taxi instructions provide the pilot with traffic information that could affect its taxi. Tell the pilot where to possibly hold and wait for passing traffic. When you know the aircraft is clear from all traffic, tell the pilot to contact the TWR when ready for departure. You do not have to wait for the pilot to report or for the aircraft to arrive at the holding point. Give the QNH if not given previously.

“ZS-ABC, taxi via A, cross runway 16/34, holding point runway 19, QNH1013”

“ZS-ABC, taxi via H, give way to C182 taxiing Northbound on B, left on B, then A, cross runway 16/34, holding point runway 19, QNH1013”

Note: Aircraft taxi speed should not exceed 25knots.

TAKE OFF / LANDING

8.15 An aircraft will not be cleared for take off/landing while another aircraft

  1. is on,
  2. vacating or crossing the same runway;
  3. has been given a landing clearance and has not vacated the runway;
  4. or has been given a take off clearance and the required time between departures as per ATC procedures has not elapsed.

8.17 An aircraft MUST NOT get a take off clearance without squawking mode C.

NOTE: This is a local division procedure, other divisions might only want you to switch on the transponder once airborne.

Use “ZS-ABC, Line up and wait runway xx” as a step to prevent this.

A pilot should set his transponder to transmit (TX) when entering an active runway.

CONTROLLING THE CTR

8.18 A Tower ATC uses visual methods of providing separation.

  • The TWR controller has the right to temporarily deny clearance into the CTR to inbound aircraft or to aircraft on the ground requesting circuits, when the CTR is congested (busy).
  • Advise aircraft to report back in a time of your discretion, depending on when you except the aircraft to be able to accommodate the aircraft.

8.19 The amount of aircraft allowed into the CTR is up to the ATC, you should be able to accommodate at least 4 aircraft doing circuits, plus possibly an aircraft departing and an aircraft inbound for landing.

8.20 The main part of the CTR is the aerodrome traffic circuit. All traffic inbound to the field will make use of the circuit.

8.21 It is impossible to explain every possible scenario so here is a few points to remember that will help.

  1. All VFR traffic must be provided with traffic information about other conflicting VFR and IFR traffic.

    2. You do not tell IFR about any other traffic. (The rule for Class C airspace in this scenario)

  2. The ideal position for inbound VFR aircraft to the field or circuit traffic to join/report the circuit is on either downwind.
  3. Aircraft can be told to orbit in their current position in the circuit, you should do this only on downwind or somewhere outside the circuit, but also while in the CTR.

    4. Always have the aircraft orbit/turn away from the field, i.e. when on left downwind ask the pilot to orbit to the right. This will ensure the aircraft is initially turning away from the field.

  4. Only have an aircraft turn onto base when you are sure the aircraft will slot in behind traffic on final as there is no way stop him from crossing the extended runway centre line once on it.

    5. Do not have pilots do orbits on base leg as he could cross the extended runway centre line.

  5. Use the cardinal and ordinal points of the compass (North, South-West) as directions for aircraft to fly in.
  6. You CAN NOT radar vector aircraft as an aerodrome controller.