Approach to Tower Handover RT
 

Good day,

As the subject states my question relates to the proper RT when being handed over by an approach controller to tower, specifically in a radar controlled environment.

Suppose the airport is using two parallel runways and you are still under radar control when the handover takes place. When you make contact with the Tower is it proper to include altitude and position (runway established on)? Is it sufficient to only make contact with the tower since you are still under radar control?

From what I can see in Jeppesen they state that you must include designation of station being called, callsign, position and "additional elements", but they do not specify if all elements are required at all times.

Thanks!

Prop Job

At some busy airfields aircraft are instructed to "monitor the tower on xxx.x" which is done to avoid long transmissions. Also, at busy airfields the tower controller will have radar so can see the approaching traffic. HTH

its airport dependant.

Parallel ops I tend to stick the callsign and the runway in the initial call.

Others it can just be the callsign.

Some people though give the full monty book in at every airport. And to be fair some airports seem to want it and require it. And just giving your callsign will get the reply "confirm your established" even if you have already reported that to approach and was the trigger to transfer you tower.

Thanks for your input HTH and tescoapp.

tescoapp, you sum it up perfectly and that's actually exactly why I am bringing it up. I've been looking for some sort of a standard to use at all airports, because it never seems to be the same even though there is rarely a specific procedure published. I think you have a good idea to give the callsign and runway for parallel runways and callsign only at the rest. If they want more information they will ask I suppose.

This from the London Heathrow (EGLL/LHR) Comms section of Lido:

Transfer to Tower
Report:
- Callsign
- Distance from touchdown
- Type of APCH and RWY to which they are making their APCH, on transfer to TWR (example: ABC 123, 7NM, ILS, RWY 27L)

Thanks eckhard. That's quite interesting considering how busy EGLL gets. So if nothing is published for the specific airport, do you suggest sticking to the full report, ie:

- Designation of station being called
- Call sign
- Position (I assume this will be something like 7nm final RWY03L)
- Any additional information required (This will be airport specific like in the case you mentioned)

I found the above in the Jeppesen and I try and stick to it as far as possible, but some stations seem to find it too much. As stated above, there seems to be no standard requirement even though very few airports/countries will publish what they need.

I would say that its not strictly followed at EGLL.

Personally I wouldn't like to be number one with Air China trying to book in behind me trying to get that lot out.

Please do try and follow it at LHR, it's the only way we in the tower know what type of approach you're on.

To answer the OP, there should be something in your state's AIP, or the individual airport's AIP entry (as there is for LHR described above), to tell you what information is needed by Tower.

Are you fussed about the distance gonzo?

Ah, no, quite right, not fussed about distance. Just type of approach.

That fits with my standard book in then for parrellel ops.

Why is the type of approach important? Please explain.

Well, in the past we've had ILS, MLS and RNAV.approaches. In LVP we could have both MLS and ILS approaches being conducted, and thus apply different sensitive areas depending on which landing aid the arriving aircraft was using.

While MLS has been withdrawn which has simplified things, I believe that even in CAT I ops the tower should always know what type of approach arriving aircraft are condusting in case of navaid failure, or critical area infringement by aircraft/vehicles.

In larger airports with parallel approaches or multiple runways, i usually check in with 'Airport Tower, Callsign 123, 26L' (so specifying the runway to give an opportunity for them to tell me i've cocked it and found the wrong runway!).

At smaller airports I occasionally add the distance to run as it might be useful to somebody taxying towards the runway (perhaps they can adjust their speed - either slow down or rush to the hold point).

At my base, on handover from approach to tower, the controllers ask us to call them with callsign only, 'Airport Tower, Callsign 123'.

No idea what the CAP413 says or the Gen, but I find that at least in my very large airline, this is pretty standard practice.

Suggest you include the runway call where more than one runway is in use, not just parallels. I'm thinking here of crossing runway situations, regardless of whether or not LAHSO is in operation. When you make your call it gives the guy on final for the other runway some SA as to where you are.

Thanks everyone for their input. A lot of good suggestions here. Much appreciated.

Callsign only is standard where I work. Approach will inform Tower if it’s anything other than an ILS approach.

Northern England by a local to a local controller.

"ABC 123 eh up"

tesco app
 

Made I larf!

Reminds me of a few years ago when No1 son first took a Jaguar from Boscombe Down to BAE Warton where his Mum's cousin was a 'Liney' - he hadn't seen him since being very young.

On arrival he parks, opens his canopy and there standing at the foot of the ladder is this short chap with a very wide smile, " Eh up our Shaun " he cried.

Gonzo, are you bothered about which exit the fugly buses plan to take on initial call as well? We went through a phase when BTV was relatively new of being asked by everyone as far out as LOGAN.