UK Descent Restrictions

[Moondance]

A few questions for the ATC crowd - is there a website where UK descent restrictions are published? - for example FL250, 30 nm before MID when inbound to BHX/EMA. In a recent flight safety report, an incident was started when the captain (who was not the operating pilot that sector) was off the ATC frequency speaking to company/handling agent, when a late clearance was given to one of these intermediate levels - the response from NATS to the report (I thought) was less than helpful. They stated that these restrictions were well known and should be taken account of - they are well known if you fly a particular route regularly, but they are NOT published on Jeppersen charts and therefore on an unfamiliar route can come as a complete surprise.
Out of curiousity, what is the reason for these restrictions? Also, they are relaxed during the late evening - is that based on a definite timing, or is it purely tactical?:confused:

[MacDoris]

Dont know anywhere they are published other than in our unit procedures?
Often they are there to ensure you do not penetrate another sectors airspace who would be unaware of your presence, thereby seperating you from its traffic. ie the FL140 restriction into Heathrow on G1 will provide seperation from Gatwick inbounds from the north on the way to MID, although the receiving sector knows of both aircraft the previous sectors are blissfully unaware of each other. (as long as everyone makes their levels). The restrictions are present at all times, however in very quite periods ie at night when 1 person is working several sectors some of the level restrictions maybe omitted. (eg TC Midlands & TC NW at night the 150 level 25 before may not be required as the same person has control of all the affected airspace.)

Hopefully this makes some sense ??????

[BDiONU]

I would venture to suggest that they're mainly the result of standing agreements between sectors/other units. Obviously it would be extremely time consuming to have to co-ordinate every flight into every next sector. So the levels by and tranfer of control are all in unit standing agreements. Doubt if they're written down anywhere outside of the units themselves.

HTH

[Bewli-Begto]

Further to the previous reply, quite correctly, these procedures are to ensure separation form other traffic - providing you make the level! The majority of our traffic works on these standing agreements between sectors to negate the need for invidual co-ordination. If you are given a restriction, we need to know as soon as possible if there is any reason that you will not make it - for example, the FL250 30dme before MID would need co-ordination with the sector above if you are going to be high at the target point. There are procedures for almost all the London TMA and other major UK airfields - unfortunatley with a system like this, somebody always loses out and it just happens to be the Birmingham & East Midlands traffic in the case of the FL250 before MID - SORRY! The restrictions are generally relaxed at night times or during quiet periods. Basically, if the restriction is lifted, the Controller will tell you - if he doesn`t, assume the procedure is still in force. We will try and get you there as quick as possible and if we can, we will offer the direct routeing. But, unfortunately, this is not always possible in the evenings - especially around 22.00 - 00.00 due to a big `clear out` of traffic to the Far East, Africa and lots of arrivals to the London TMA. So, to re-cap, if you are not told that the restriction will not apply, assume that it does - you will be told if it is not necessary. You will always be given a direct route if it is available! Hope this helps!!

[1261]

Whatever the reason for the restriction, it'd surely help all concerned if they were published in the AIP. That way crews could plan for them.

But it'll never happen, though.... That'd be giving the game away (and don't for a second think I'm joking)!!

[followme]

1261..."giving the game away"...not sure of your tone?

The "game" for all of us is safety, not trying to make your job harder. These restrictions are wholly necessary and themselves manage to increase the weight of traffic we can handle.

[eyeinthesky]

My Aerad is a little out of date (1999), but a quick glance through the STAR charts gives the following:

Gatwick TIMBA stars: FL160 at BEXIL, FL130 at TANET

Stansted LOREL North stars: FL150 at CLIPY

Luton LOREL South Star: FL130 at HAZEL

Manchester ROSUN star: FL200 at GOLES

etc etc

All of these have a little box which tell you to expect the levels but that actual clearance will be by ATC. Unless they have been removed in recent editions of charts it seems fairly clear to me.

Of course, what are not shown are the various standing agreements between sectors which occur before the star chart begins, such as FL 270 35 before LAM from COA/REFSO for BB/NX arrivals. You should be given plenty of warning about them by the controller anyway.

[Warped Factor]

If you go to the following AIP (http://www.ais.org.uk/uk_aip/pdf/ad/aipad2.htm) page and pick an airfield of your choice it'll allow you to bring up the STAR charts.

At the bottom of each chart there is information on descent planning, but not being an area bod I couldn't tell you if it corresponds with the various standing agreements.

WF.

[1261]

Our (EDI) STAR plates certainly do show the sector restrictions used by Scottish.