Luton/Stansted - Trial Use Of A Discrete SSR Code
'just another atco'
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Luton/Stansted - Trial Use Of A Discrete SSR Code
I thought the Forum may be interested in an advance look at an AIC content detailing the introduction of the TRIAL USE OF A DISCRETE SSR CODE 0013 FOR AIRCRAFT OPERATING OUTSIDE OF CONTROLLED AIRSPACE AND MONITORING EITHER FREQUENCY.
1 Background
1.1 With effect from Monday 12th February 2007, NATS are conducting a 1 year trial of the procedure as detailed in this Circular.
Comments about the procedure and feedback from pilots and controllers participating in the procedure should be directed to; Discrete SSR Code Trial, TC Operations, Room 17, London Terminal Control Centre, Porters Way, West Drayton, Middlesex UB7 9AX.
1.2 In order to both prevent and to mitigate the consequences of airspace incursions, pilots flying around the peripheries of London
Luton and London Stansted controlled airspace, monitoring either Luton Radar or the Essex Radar frequency but not requiring an air
traffic service will be given the opportunity to squawk SSR code 0013. This will allow an air traffic controller providing a radar service for London Luton or London Stansted who observes an aircraft which is displaying this code and which is infringing or is likely to infringe their airspace, to make a blind transmission on the appropriate frequencies to attempt to establish the identity of the aircraft in order that the situation can be resolved quickly and efficiently. Pilots must be aware, however, that their selection of this squawk does not mean that any form of air traffic service is being provided by London Luton or London Stansted Radar. Use of the discreet SSR code does not prevent a pilot from requesting an air traffic service at any time should a pilot subsequently decide they require one.
2 Procedure
2.1 A pilot flying around the peripheries of London Luton and London Stansted Controlled Airspace, as depicted on the attached
map, that does NOT require any air traffic service may elect to squawk SSR code 0013 with Mode C selected if available, whilst
monitoring either Luton Radar on 129.550 Mhz or Essex Radar on 120.625 Mhz.
2.2 Should, for any reason, an air traffic controller providing either Luton or Essex Radar feel it necessary to contact an aircraft they
observe squawking 0013 they will make a 'blind transmission' on the appropriate frequency including the squawk, position, observed
level (if appropriate) and direction of flight of the observed contact. If a pilot who is monitoring the frequency and suspects, on the basis of the information provided (or if for any reason they are uncertain of their position) that they are the aircraft being referred to, they should contact the controller passing their callsign and flight details. The controller may at this point allocate another discrete squawk in order to confirm identity or in exceptional circumstances issue immediate instructions or advice to resolve a particular situation. The controller will establish the requirements of the pilot and will confirm the type of Air Traffic Service available. If, after positive identification or on the basis of additional information provided by the pilot it is felt that the aircraft responding to the 'blind transmission' is not the contact of interest to the controller, the pilot will be advised that no air traffic service is provided and they may then continue to monitor the frequency and squawk 0013 or continue with their en-route frequency and squawk 7000.
2.3 When a pilot leaves the area as depicted on the attached maps, no longer wishes to monitor either Luton Radar/Essex Radar or no longer wishes to participate in the procedure they must deselect squawk 0013.
3 Notes
3.1 Use of the SSR code does not imply that any form of air traffic service is being provided.
3.2 Pilots participating in the procedure remain entirely responsible for their own navigation and in particular for obtaining permission
to penetrate all Controlled Airspace including Aerodrome Traffic Zones.
3.3 Any pilot who believes they are flying in the vicinity of London Luton or London Stansted, who is lost or temporarily uncertain of
position should immediately request navigation assistance from either Luton or Essex Radar alternatively, squawk 7000 and free-call London Centre on 121.500 Mhz for assistance.
1 Background
1.1 With effect from Monday 12th February 2007, NATS are conducting a 1 year trial of the procedure as detailed in this Circular.
Comments about the procedure and feedback from pilots and controllers participating in the procedure should be directed to; Discrete SSR Code Trial, TC Operations, Room 17, London Terminal Control Centre, Porters Way, West Drayton, Middlesex UB7 9AX.
1.2 In order to both prevent and to mitigate the consequences of airspace incursions, pilots flying around the peripheries of London
Luton and London Stansted controlled airspace, monitoring either Luton Radar or the Essex Radar frequency but not requiring an air
traffic service will be given the opportunity to squawk SSR code 0013. This will allow an air traffic controller providing a radar service for London Luton or London Stansted who observes an aircraft which is displaying this code and which is infringing or is likely to infringe their airspace, to make a blind transmission on the appropriate frequencies to attempt to establish the identity of the aircraft in order that the situation can be resolved quickly and efficiently. Pilots must be aware, however, that their selection of this squawk does not mean that any form of air traffic service is being provided by London Luton or London Stansted Radar. Use of the discreet SSR code does not prevent a pilot from requesting an air traffic service at any time should a pilot subsequently decide they require one.
2 Procedure
2.1 A pilot flying around the peripheries of London Luton and London Stansted Controlled Airspace, as depicted on the attached
map, that does NOT require any air traffic service may elect to squawk SSR code 0013 with Mode C selected if available, whilst
monitoring either Luton Radar on 129.550 Mhz or Essex Radar on 120.625 Mhz.
2.2 Should, for any reason, an air traffic controller providing either Luton or Essex Radar feel it necessary to contact an aircraft they
observe squawking 0013 they will make a 'blind transmission' on the appropriate frequency including the squawk, position, observed
level (if appropriate) and direction of flight of the observed contact. If a pilot who is monitoring the frequency and suspects, on the basis of the information provided (or if for any reason they are uncertain of their position) that they are the aircraft being referred to, they should contact the controller passing their callsign and flight details. The controller may at this point allocate another discrete squawk in order to confirm identity or in exceptional circumstances issue immediate instructions or advice to resolve a particular situation. The controller will establish the requirements of the pilot and will confirm the type of Air Traffic Service available. If, after positive identification or on the basis of additional information provided by the pilot it is felt that the aircraft responding to the 'blind transmission' is not the contact of interest to the controller, the pilot will be advised that no air traffic service is provided and they may then continue to monitor the frequency and squawk 0013 or continue with their en-route frequency and squawk 7000.
2.3 When a pilot leaves the area as depicted on the attached maps, no longer wishes to monitor either Luton Radar/Essex Radar or no longer wishes to participate in the procedure they must deselect squawk 0013.
3 Notes
3.1 Use of the SSR code does not imply that any form of air traffic service is being provided.
3.2 Pilots participating in the procedure remain entirely responsible for their own navigation and in particular for obtaining permission
to penetrate all Controlled Airspace including Aerodrome Traffic Zones.
3.3 Any pilot who believes they are flying in the vicinity of London Luton or London Stansted, who is lost or temporarily uncertain of
position should immediately request navigation assistance from either Luton or Essex Radar alternatively, squawk 7000 and free-call London Centre on 121.500 Mhz for assistance.
Last edited by TC_LTN; 11th Jan 2007 at 21:53.
niknak
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I just wonder how many transmissions the poor sod at Essex or Luton will have to make before the correct aircraft is identified, if at all, additionally, I wonder how many pilots will pay more attention to navigation, less to the radios,not select the discreet squawk and then inadvernently stray into CAS?
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I think this is a good idea.
Even if it is really a tacit admission that PPL nav training is a load of outdated crap, that nothing can be done to modernise it, and that some people will always be getting lost and busting CAS, so they may as well all set 0013 on their transponder and run a listening watch on 120.625 on their radio so if they do get lost they can be called up and told what to do
I bet the cost of all the committee meetings involved in working out the 0013 code would have covered the free issue of a Garmin 296 to all new PPLs issued this year so far.
Even if it is really a tacit admission that PPL nav training is a load of outdated crap, that nothing can be done to modernise it, and that some people will always be getting lost and busting CAS, so they may as well all set 0013 on their transponder and run a listening watch on 120.625 on their radio so if they do get lost they can be called up and told what to do
I bet the cost of all the committee meetings involved in working out the 0013 code would have covered the free issue of a Garmin 296 to all new PPLs issued this year so far.
Professional Student
Pity that those who wouldn’t have been monitoring the zone frequency in the first place are probably the same ones who won’t both to select this new sqawk/freq – thus reducing it’s effectivness? Or am I being too cynical?
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My issue with this sort of approach is that the kind of aviator with enough SA to set a discrete squawk and maintain a listening watch on one of the frequencies is generally the kind who is aware of their position and won't be busting CAS. Of course, accidents happen, and I can't see a way this will degrade the standard of flying -- but I think the effect will be small: it simply doesn't catch the kind of aircraft driver who's going to get unsure of position and end up infringing.
Maybe it'll catch the one or two who make honest mistakes -- I've been in that category and it's not fun -- but I think it'd be more effective if a listening watch or discrete Mode A/C were mandatory within a certain distance from a CAS boundary (except in an aerodrome circuit or joining same?)...
Maybe it'll catch the one or two who make honest mistakes -- I've been in that category and it's not fun -- but I think it'd be more effective if a listening watch or discrete Mode A/C were mandatory within a certain distance from a CAS boundary (except in an aerodrome circuit or joining same?)...
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Mode S transponders can relay additional information, including the permanent identity of the aircraft
As far as I am aware, UK ATC are not going to get the software which would enable the Mode S 24-bit code to be translated to the tail number.
Currently (I was told by NATS at West Drayton on a recent visit) the tail number appears next to the radar blip only if the plane is on an IFR/airways flight plan, in which case the tail number is looked up from the squawk and from the flight plan which pops up on the computer. There won't be any immediate way for ATC to get the tail number of some VFR (or IFR OCAS) traffic that is simply flying around.
Does seem rather stupid - the tail number would be rather handy when trying to contact somebody
As far as I am aware, UK ATC are not going to get the software which would enable the Mode S 24-bit code to be translated to the tail number.
Currently (I was told by NATS at West Drayton on a recent visit) the tail number appears next to the radar blip only if the plane is on an IFR/airways flight plan, in which case the tail number is looked up from the squawk and from the flight plan which pops up on the computer. There won't be any immediate way for ATC to get the tail number of some VFR (or IFR OCAS) traffic that is simply flying around.
Does seem rather stupid - the tail number would be rather handy when trying to contact somebody
'just another atco'
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Participation in the scheme is completely voluntary. You may elect to squawk 7000 or even switch off the transponder at any time. Hopefully, not too many people will forget to deselect 0013 once they leave the area but if they do hopefully the use of this nationally allocated discrete squawk will not cause any confusion since it is not shared with other units.
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Mode S transponders can relay additional information, including the permanent identity of the aircraft
As far as I am aware, UK ATC are not going to get the software which would enable the Mode S 24-bit code to be translated to the tail number.
Currently (I was told by NATS at West Drayton on a recent visit) the tail number appears next to the radar blip only if the plane is on an IFR/airways flight plan, in which case the tail number is looked up from the squawk and from the flight plan which pops up on the computer. There won't be any immediate way for ATC to get the tail number of some VFR (or IFR OCAS) traffic that is simply flying around.
Does seem rather stupid - the tail number would be rather handy when trying to contact somebody
As far as I am aware, UK ATC are not going to get the software which would enable the Mode S 24-bit code to be translated to the tail number.
Currently (I was told by NATS at West Drayton on a recent visit) the tail number appears next to the radar blip only if the plane is on an IFR/airways flight plan, in which case the tail number is looked up from the squawk and from the flight plan which pops up on the computer. There won't be any immediate way for ATC to get the tail number of some VFR (or IFR OCAS) traffic that is simply flying around.
Does seem rather stupid - the tail number would be rather handy when trying to contact somebody
