Riga ATCC1

Riga ATCC
Local Regulations and Procedures

Operational procedures of Riga Airport
(EVRA)
GSV/GND/TWR/APP/ACC-01/2
(c) Latvia virtual Area Control Centre (vACC) 2019
First published June 2011
0 Preface
0.1 Introduction
0.1.1 Purpose
The main purpose of this Local Regulations and Procedures Manual - Riga FIR/UIR
document is to provide standardized regulations for procedures and radio-telephony for
controllers in Latvia virtual Area Control Centre. We believe controlling will be made easier
and more consistent from a pilot’s perspective with clearly defined local procedures at hand.
The manual contains descriptions of every controller position in Riga ATCC.
0.1.2 Credits
Local Regulations and Procedures Manual - Riga FIR/UIR was created by Rihards Bauga
and Ervins Reinverts, assisted by Mārtiņš Lezdins. Updated by Janeks Tompolskis
0.1.3 Feedback and contact information

If you have any questions, comments or suggestions regarding this document, feel free to
contact authors and/or Latvia vACC.
E-mail of Latvia vACC director: martins.lezdins@lv-vacc.org
E-mail of Latvia vACC training director/editor janeks.tompolskis@lv-vacc.org
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0.1.4 Copyright and use of this document
Local Regulations and Procedures Manual - Riga FIR/UIR is intended for guidance for
ATCO’s working on radar control positions at Riga FIR. It may not be used for any other
purpose unless authorized by Latvia vACC.
0.1.5 Radar Control programmes and files.

The program that is officially used in Latvian Area Control Centre is EuroScope (ES), version
3.1d. With local set-up including new label layout and symbology colour scheme. ES is used,
without any addons e.g. TAATS, EUROCAT. If any controller is about to use any of those
addons or different software, no support or help can be guaranteed by Latvia vACC
members.
The sector files for ES can be downloaded from Latvia vACC website at
http://www.lv-vacc.org or can be obtained from ATCO instructors.
0.2 Amendment record
First edition 13 November 2010
3rd chapter added 28 June 2011
Manual completely re-edited, wrong parts

corrected, as well new sentences and
chapters added. February 2012
Manual re-edited, all spelling mistakes fixed

new chapters and sentences added.
Terminology corrected.
ICAO code changed for Tukums Jurmala
airport from EVTJ to EVJA.
Radiotelephony regulations changed as per
2012. - 15th September 2012
Manual re-edited; spelling mistakes

corrected. SID/STAR identifiers corrected.
Updated ATC positions, removing defunct.
Some minor edits to procedures.
Manual re-edited; spelling mistakes
corrected. SID/STAR identifiers corrected.
Updated ATC positions, removing defunct.
Some minor edits to procedures.
3rd January 2019
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Table of Contents
Operational procedures of Riga Airport (EVRA) GSV/GND/TWR/APP/ACC-01/2................................... 1
0 Preface ........................................................................................................................................................... 1
0.1.1 Purpose ................................................................................................................................................ 1
0.1.2 Credits .................................................................................................................................................. 1
0.1.3 Feedback and contact information........................................................................................................ 1
0.1.4 Copyright and use of this document ..................................................................................................... 2
0.1.5 Radar Control programmes and files. ................................................................................................... 2
0.2 Amendment record ...................................................................................................................................... 2
1 General ........................................................................................................................................................... 5
1.1 Abbreviations/Glossary ............................................................................................................................ 5
1.2 Area description .......................................................................................................................................... 8
1.2.1 General description ........................................................................................................................... 8
1.2.2 Geographical Data / Weather ............................................................................................................ 8
1.2.3 Position list ....................................................................................................................................... 8
2 Aerodromes .................................................................................................................................................... 9
2.1 Riga Intl (EVRA) ...................................................................................................................................... 9
2.1.1 General ............................................................................................................................................. 9
2.1.1 About the airport ............................................................................................................................... 9
2.1.2 Runway usage .................................................................................................................................. 9
2.1.3 System of SSR code assignment .................................................................................................... 10
2.2 Riga Ground (GND)............................................................................................................................... 10
2.2.1 Position description ......................................................................................................................... 10
2.2.2 Start-up and pushback .................................................................................................................... 10
2.2.3 Standard Instrument Departures (SIDs) .......................................................................................... 10
2.2.4 Other departures ............................................................................................................................. 10
2.2.5 Coordination procedures ................................................................................................................. 11
2.2.6 Stands ............................................................................................................................................ 11
2.2.7 Taxi................................................................................................................................................. 12
2.2.8 Coordination and handoff procedures ............................................................................................. 12
2.2.9 Controller information (text ATIS) .................................................................................................... 12
2.2.10 Radiotelephony .................................................................................................................................. 12
2.3 Riga Tower (TWR) ................................................................................................................................. 14
2.3.1 Position description ......................................................................................................................... 14
Riga TWR controller’s duties and responsibilities: ......................................................................................... 14
2.3. Air Traffic Control Service procedures. ................................................................................................... 15
2.3.2 Separation minima and control procedures ..................................................................................... 16
Provision of separation between aircraft ....................................................................................................... 17
Communications ........................................................................................................................................... 18
2.3.5 Visual approaches .......................................................................................................................... 18
3
2.3.6 Separation ...................................................................................................................................... 18
2.3.4 VFR flights ...................................................................................................................................... 20
2.3.5 Coordination and handoff procedures ............................................................................................. 20
2.1.5 Voice ATIS ........................................................................................................................................... 22
2.3.6 Controller information (ATIS) .......................................................................................................... 23
2.3.7 Phraseology .................................................................................................................................... 23
2.3.8 Special / Conditional Procedures .................................................................................................... 24
2.3.9 Speed control:................................................................................................................................. 25
2.4.0 VFR operations .................................................................................................................................... 26
3 Approach and area control ............................................................................................................................ 28
3.1 General .................................................................................................................................................. 28
3.1.1 Airspace structure ........................................................................................................................... 28
3.1.2 Airspace classes ............................................................................................................................. 29
3.1.2 Required vertical separation minima in Riga FIR/UIR ..................................................................... 30
3.1.3 The application of Radar Control service ........................................................................................ 30
3.1.5 Rules applicable to IFR flights outside controlled airspace .............................................................. 30
3.1.6 Inadvertent changes ....................................................................................................................... 31
3.2 Position descriptions.................................................................................................................................. 31
3.2.1 Riga Approach.................................................................................................................................... 31
3.2.2 Controller information (text ATIS) .................................................................................................... 31
3.2.3 Separation ...................................................................................................................................... 31
3.2.4 Riga Approach brief procedures...................................................................................................... 31
3.2.4 Departures ...................................................................................................................................... 32
3.2.5 Climb instructions/Clearances ......................................................................................................... 33
3.2.5 Arrivals............................................................................................................................................ 34
3.2.6 Transit flights .................................................................................................................................. 34
3.2.7 Radar vectoring under radar control. ............................................................................................... 35
3.2.7 Speed control.................................................................................................................................. 36
3.2.8 Speed restrictions ........................................................................................................................... 37
3.2.9 Altitudes .......................................................................................................................................... 37
3.3.0 Transfer of control with Riga Tower................................................................................................. 38
3.3.1 Provision of separation between aircraft: ........................................................................................ 38
3.3.2 Approach procedures with radar control.......................................................................................... 38
3.3.3 Headings and flight levels ............................................................................................................... 39
3.3.4 Descent profile ................................................................................................................................ 39
3.3.6 Wind consideration............................................................................................................................... 39
3.3.5 Approach control service................................................................................................................. 39
3.3.6 Missed Approach ............................................................................................................................ 40
3.3.7 Radar Failure .................................................................................................................................. 40
3.3.8 Short-term Conflict Alert Procedures: .............................................................................................. 40
3.3.9 Communications ............................................................................................................................. 41
4
4.1.1 Holding ........................................................................................................................................... 41
4.1.2 Radio communication failure at the ATC Unit .................................................................................. 42
Detailed communication failure procedure: ................................................................................................... 42
4.1.3 Communication failure procedure for VFR aircraft........................................................................... 42
1 General
1.1 Abbreviations/Glossary
A
ACC - Area control centre
AFIS -Aerodrome flight information service
AHDG -Assigned heading
ALT -Altitude
Altitude -Vertical distance above MSL
AMA -Area minimum altitude
AOR -Area of responsibility
APP -Approach or approach control service
ARR -Arrival
ATC -Air traffic control
ATCC -Air traffic control centre
ATIS -Automatic terminal information service
ATS -Air traffic service
ATZ -Aerodrome traffic zone
C
CDA -Continuous descent approach
CFL -Cleared flight level
CTA -Control area
CTR -Control zone
CAT -Category (of ILS)
D
DEL -Clearance delivery
DEP -Departure
DME -Distance measuring equipment
E
E -East
EAT -Expected approach time
F
FAF -Final approach fix
FAP -Final approach point
FIS -Flight information service
FL -Flight level
FMS -Flight Management System
ft -Feet (1 ft = 0.3048 m)
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G
GA -General aviation
GA -Go-around
GND -Ground
GS -Ground speed
H
H -Heavy (aircraft with MTOW of 136,000 kg or more)
HDG -Heading
Height -Vertical distance above the ground
H/O -Handoff or handover
I
IAF -Initial approach fix
IAS -Indicated airspeed
IFR -Instrument flight rules
ILS -Instrument landing system
IMC -Instrument meteorological conditions
K
kg -Kilogrammes
km -Kilometres
kohl -Kilometres per hour
kt -Knots (1 kt = 1.852 km/h)
L
L -Left
Light (WTC) -Aircraft with MTOW of 7000 kg or less
LLZ -Localizer
LT -Left turn
LT -Local time
LVP -Low visibility procedures
M
m -Metres
MAP -Missed approach
Medium (WTC) -Aircraft with MTOW between 7000 kg and 136,000 kg
MSA -Minimum sector altitude
MSL -Mean sea level
MTOW -Maximum take-off weight
N
N -North
N/A -Not available
NFMS (in aircraft label) Indicates aircraft is cleared via “non-FMS/RNAV SID”
Night (at EVRA) -The time between 2200 and 0700 local time
NIL -None
NM -Nautical miles (1 NM = 1852 m)
NOTAM -A message that contains essential information for flight operations
O
OM -Outer marker
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Q
QFE -Altimeter setting which will indicate zero when on the ground
QNH -Altimeter setting which will indicate elevation above MSL when
on the ground
R
R -Right
RNAV -Area navigation
RT -Right turn
R/V or R.V. -Radar vector
RVR -Runway visual range
RWY -Runway
S
S -South
SID -Standard instrument departure
SLOW (in aircraft label) -Indicates aircraft cleared via low speed departure route
SOP -Standard operating procedures
STAR -Standard instrument arrival
T
TA -Transition altitude
TIA -Traffic information area
TIZ -Traffic information zone
TL -Transition level
TMA -Terminal control area
TMC -Terminal control centre
TRL -Transition level
TWR -Aerodrome control tower
U
U/S -Unserviceable
UTC -Coordinated Universal Time
V
VACC -Virtual area control centre
VECT (in aircraft label) -Indicates aircraft is cleared via radar vectoring
VFR -Visual flight rules
VHF -Very high frequency
VIP -Very important person
VMC -Visual meteorological conditions
VOR -VHF omnidirectional radio range
W
W -West
WTC -Wake turbulence category or wake turbulence categorization
X
XFL -Exit flight level
Z
Z -Zulu time = UTC
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1.2 Area description
1.2.1 General description
Riga FIR borders with Tallinn FIR in the north, Sweden FIR in the west, Vilnius FIR in the
south, Minsk FIR in the southeast and Velikie Luki FIR in the northeast. Outside the TMA’s
class C (controlled) airspace spans from FL095 to FL460.
There are four international airports in the Riga FIR - by far the largest and most active is
Riga Intl (EVRA). Others are Liepaja Intl (EVLA), Ventspils Intl (EVVA) and Tukums Intl
(EVJA).
Inbound and outbound traffic to/from Riga flows mostly from all sides with a domination of
western and southern one. As for transit traffic, there are two main flows - one is from
Europe to Russia and southern Asia (usually NINTA - IGORO and OPOKA - NINTA), and
another is one connecting Europe with Eastern Asia (PIMEX/TODNA - DEREX and EVONA -
LOGNA/NETNA).
1.2.2 Geographical Data / Weather

GEOGRAPHICAL DATA: Riga is situated in the southern inner part of the Gulf of Riga and the
AD is located 5nm W of the city centre. Note the adjacent AD Riga Spilve to NE.
WEATHER: Maritime/continental weather prevails with warm humid summer periods and cold
winters. During JUN-SEP lows occurring drifting from Balkan with long rainy periods.
Spring/summer prevailing wind W to SW 6-10kt. Summer is relative warm with a
mean MAX temperature of +19°C to +22°C during JUN-AUG. Precipitations increase to a
MAX in July, but weather conditions generally offer no problem. Autumn/winter prevailing S wind
8-14kt. Winters are cold with a mean MNM temperature from -4°C to -13°C. In DEC-FEB
temperatures below -30°C occur. Weather conditions generally offer no problem.
1.2.3 Position list
VATSIM Radio Callsign Frequency Sectorisation Remarks

Identifier MHz
BALT_CTR Baltic Control 132.300 MHz Baltic ACC-C EETT/EVRR/EYVL

-FL 80 - FL 660
EVRR_CTR Riga Control 135.100 MHz Riga ACC-C Primary FREQ
EVRR_W_CTR Riga Control 135.100 MHz Riga ACC-W Sector - WEST
EVRR_N_CTR Riga Control 135.100 MHz Riga ACC-N Sector - NORTH
EVRR_E_CTR Riga Control 133.200 MHz Riga ACC-E Sector - EAST
EVRR_S_CTR Riga Control 134.750 MHz Riga ACC-S Sector - SOUTH
EVRA_APP Riga Approach 129.925 MHz Riga APP Riga TMA sect. A & B
up to FL 285
(129.920 MHz)
(cont’d…)
8
EVRA_TWR Riga Tower 118.105 MHz Riga TWR Riga CTR
(118.100 MHz)
EVRA_GND Riga Ground 118.805 MHz Riga GND
(118.800 MHz)
EVLA_I_TWR Liepaja 129.400 MHz Liepaja AFIS Liepaja TMA sect. A,
Information B&C
(AFIS)
EVRA_ATIS Riga ATIS 120.180 MHz Riga ATIS
EVVA_ATIS Ventspils ATIS 126.800 MHz Ventspils ATIS
Note: For frequencies where the sixth digit is 5 (e.g. 129.925), the final 5 shall on VATSIM
be substituted with a 0 (zero) due to technical limitations (e.g. 129.920).
2 Aerodromes
2.1 Riga Intl (EVRA)
2.1.1 General
This chapter includes information that is relevant to all controllers working at Riga Airport
(RIX/EVRA)
2.1.1 About the airport

Riga International Airport was built in 1973 as an alternative to Spilve Airport, which had
become outdated. It is 5.4 NM (10.0 km; 6.2 mi) west of Riga, the capital of Latvia. It is the
largest airport in the Baltic states and is directly connected to over 80 destinations in 30
countries. Ever since Latvia regained independence, it has seen steady growth, serving more
than 4 million passengers in 2009 and the 4 million mark is already passed during first 10
months of 2010. During last five years the passenger numbers have increased threefold.
2.1.2 Runway usage

Runway usage is mostly determined by winds. Both RWY 36 and RWY 18 have CAT II lighting. In
VATSIM, active runway is set by TWR, in coordination with other positions online (GND/APP/ACC) etc,
if TWR is nor present, active runway will be set and assigned by GND/APP/ACC controller, choosing
active runway in ARSD (Active Runway Selector Dialog).
A Preferential Runway System is often in use:
00:00 to 17:59 18:00 to 23:59
TAKE OFF 18/36 18/36
LANDING 18/36 36
As well runway in use can be assigned by considering real life operations, for example, by checking
traffic flow on website flightradar24.com.
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2.1.3 System of SSR code assignment
The functional codes 4140-4177 for international flights and transit flights are assigned by
Riga ACC for departing, arriving and overflying traffic.
The functional codes 0060-0077 are assigned by Riga ACC for departing, arriving and
cruising domestic flights and VFR traffic (flights).
2.2 Riga Ground (GND)

2.2.1 Position description
GND issues departure clearances, approves engine start-up and pushback (if necessary),
and is responsible for movement of traffic on aprons and taxiways east of runway. GND’s
area of responsibility ends on holding points on taxiways A, B, C and G. When issuing
clearances, it is of great importance that they are correct and agreeable to other affected
controllers, primarily the TWR.
2.2.2 Start-up and pushback

Riga GND is primarily responsible for issuing pushback and start-up clearances to the
aircraft. These clearances can only be issued when the aircraft is ready for pushback and
start-up. All aircraft must have received ATC clearance before start-up or pushback is
approved.
There is one special aircraft in this regard and it is Fokker 50 - they do not use pushback
truck, but do a procedure called “power back” by reversing on their own engine power. So
when seeing F50 in a stand which requires pushback, be sure to use the term power back
instead.
2.2.3 Standard Instrument Departures (SIDs)

By default, assign a SID for departing aircraft. For RWY 36: for smaller aircraft turboprops like
DH8D, up to medium Boeing 737, the J SIDs can be assigned; G SIDs for all the rest
(EuroScope will assign J SIDs by default to all). For RWY 18 all the aircraft types get the
same, E SID.
It is a requirement for all aircraft to be cleared via SID. All departing aircraft must have SIDs
assigned before they are given pushback/start-up clearance. ACFT shall not be assigned to
fly direct a specific waypoint in ATC clearance, only acceptable clearance routing is via SID.
If pilot is not able to fly provided SID, an alternative routing must be offered, and must be
coordinated with TWR or any other position above.
2.2.4 Other departures

Pilot may request other runway than the active one - it should be approved whenever
possible by traffic situation et al, but must be coordinated with the next higher ATCO online
- TWR, APP or ACC.
If the pilot has filed a flight plan (FLP) which does not contain valid SID routing (e.g. BARVA,
GUNTA) ATCO should inform the pilot immediately about the mistake and try to correct it as
best as he can providing an alternative routing via valid exit points (e.g. SAKTA, BERIL).
ATC will amend it as agreed with the pilot.
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2.2.5 Coordination procedures
As with all the positions, setting the label correctly is crucial.
* The appropriate SID and RWY shall be set in the departure list, if not preselected by
EuroScope.
* All nonstandard departures which does not contain a valid SID, must be coordinated with
APP or position above.
* Initial climb altitude (4000 FT) shall be set as TEMP ALT (Temporary altitude) in label.
* If pilot initially requests different FL (typically lower, anticipating step climb later), it is to be
set in XFL (Sector Exit Level) in the Sector Exit List, NOT as a temporary altitude on label (or
CFL in the Sector Exit List which is the same). Initial climb altitude shall be set as Temp Alt in
this case too.
*Make sure the assigned squawk has been set before handoff to TWR.
2.2.6 Stands
Stand assignment for arriving aircraft is given more as a recommendation - not all the airlines
seen in Riga on VATSIM do operate there in real life. Also, not all pilots will have the addon
scenery. A stand/gate must ALWAYS be assigned to the ACFT, if the aircraft is not able to
locate the correct stand, progressive taxi routing instructions may be provided, only on
request, a stand of own discretion can be approved, however controller must always provide
a stand number on initial contact.
[Stand/gate assignment table WIP]
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2.2.7 Taxi
During taxi, arriving aircraft shall be normally given priority over departing ones. Apron
taxiways (S, T, etc) normally will not be included in taxi instructions but can be for clarity if
needed. If pilot is unfamiliar to the airport, progressive taxi instructions can be given, workload
permitting.
For departures on runway 36, intersection take-offs can be used to avoid long taxi routes.
Rule of thumb might be like this - GA, turboprop and small jet aircraft are given intersection
C,B; medium jets (B737, A320 and like) - intersection B,A and heavy jets - intersection A.
Also different intersections might be used in case of several simultaneous departures, to
avoid forming queue on single intersection with possible block on taxiway F. For example, if
there are three B737s departing, one might be sent to B and two to A (or two to B if first one
is departing immediately). In this case, sequence of departures should be established and
coordinated with TWR.
2.2.8 Coordination and handoff procedures

Handoff to GND is done while aircraft is still on the runway, prior vacating, and is instructed
to contact GND when vacated (clear of the runway)
Handoff from GND is to be done shortly before aircraft reaches holding point, so that an
immediate (non-stop) take-off may be performed if needed / possible. For example, for
RWY 18, a good position for handoff is when aircraft has reached the Z1 holding bay.
2.2.9 Controller information (text ATIS)

The ATIS for GND should include information that is not included in the voice ATIS but is
useful for pilots. It is included in the provided sector files packages by default.
2.2.10 Radiotelephony
On initial call to GND the pilot should state the aircraft type, stand number and acknowledged
ATIS letter.
Example 1:
Pilot: Riga Ground, BTI6NG, Stand 11, Boeing 733, information J, QNH 1013 requesting
ATC clearance to Rome.
Syntax for IFR clearance with SID is as follows:

{callsign}, CLEARED TO (destination/ICAO) VIA (SID name) DEPARTURE,
SQUAWK (SSR code) [ADDITIONAL INFORMATION (slot time etc.)]
ATIS letter and QNH is to be included only if the pilot has not stated current information on
initial call.
Example: {callsign} INFORMATION (letter), QNH (value) CLEARED TO (dest./ICAO) via
(SID) DEPARTURE, SQUAWK (SSR code).
Syntax for IFR clearance without SID is as follows:
(callsign), CLEARED TO (destination/ICAO), VIA (FIX/VOR), SQUAWK (SSR code.) [ADDITIONAL
INFORMATION [if any]]
Example 2:
Controller: BTI6NG, Riga Ground, Cleared to Rome via BERIL 2E departure, Squawk 4324.
Example 3:
C: BTI6NG Riga Ground, Cleared to Rome via point GUNTA, Squawk 4324.
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Clearance limit:
Clearance limit will always be and contain destination or initial arrival airport, unless if serving
military or other special flight (e.g. Air Force 1) which clearance limit could be limited to
code-name for security reasons.
Initial climb altitude is usually not stated in clearance, since it is clearly stated in SID charts
and controller’s information. For VATSIM use, however there will be some of pilots that will
not notice it, so during situations where there is many traffic in Riga TMA, it can be included in
ATC clearance, if pilot has remark “No charts on board” in remarks section of FLP.
GND MUST make sure that ALL parts of the clearance are read back correctly and are
understood by pilot. Re-read entire clearance or incorrect parts of it as many times as
necessary until it is correctly acknowledged by pilot IN FULL.
Example 4:
P: Cleared to Rome via BERIL 2E departure, Squawk 4124, BTI6NG.
C: BTI6NG, Readback correct.
Pushback and startup radiotelephony:

Example 5:
P: BTI6NG, Stand 12, B 733, Requesting pushback and start.
C: BTI6NG, Pushback and Start-up Approved.
P: Pushback and start approved BTI6NG
The same is true for the taxi instructions. As already said, normally apron taxiways (T, S, P)
are not included in clearance.
Example 6:
P: BTI6NG, Requesting Taxi.
C: BTI6NG, Taxi to Holding Point Runway 18, via Q, F and G.
P: Taxiing to Holding point Runway 18 via Q, F and G, BTI6NG
Handoff:
Example 7:
C: BTI6NG Contact Riga Tower 118.105
or:
C: BTI6NG Monitor Riga Tower 118.105
or:
C: BTI6NG When ready Contact Riga Tower 118.105.
P: Tower 118.105, BTI6NG
For arriving aircraft, normally the communication is also fairly simple:

Example 8:
P: Riga Ground, RYR32KJ, Vacated runway via C.
C: RYR32KJ, Riga Ground, Continue via C, F stand number 108
P: Stand number 108 via C and F, RYR32KJ.
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2.3 Riga Tower (TWR)
2.3.1 Position description

TWR controls and separates traffic within Riga CTR (which extends from ground to altitude
2500 ft), as well as traffic on runways and acts as a GND for the west side of airport
(taxiways H, M and L - daylight operations only). Departing aircraft normally contact TWR
when approaching or waiting at holding point. Arriving aircraft contact TWR when established
on localizer (or have the field in sight in case of visual approach). VFR aircraft shall contact
TWR before entering the CTR and remain in contact until leaving CTR. After departure, IFR
aircraft are handed over to APP immediately.
TWR is also responsible for traffic control in airport traffic pattern, if the pattern altitude is
2500 ft or less. If circuits are performed at higher altitude, traffic is to be handed over to APP
just like a regular IFR flight.
It is the responsibility of TWR in cooperation with APP to select runway in use.
Also, TWR is responsible for running voice ATIS service in VATSIM.
PICTURE: RIGA AIRPORT GROUND AREAS OF RESPONSIBILITY:
Riga TWR controller’s duties and responsibilities:

According to this Operational manual controller has following objectives for
the air traffic services:
- prevent collisions between aircraft;
- prevent collisions between aircraft on the manoeuvring area and obstructions on that area;
- expedite and maintain an orderly flow of air traffic;
- provide advice and information useful for the safe and efficient conduct of flights;
- notify appropriate organizations regarding aircraft in need of search and rescue aid, and
assist such organizations as required.
To provide air traffic services for the following traffic:
- VFR/IFR flights entering, leaving or flying within the control zone, or otherwise operating in
14
the vicinity of controlled aerodrome, unless they have been transferred to APP controller;
- aircraft landing and taking off;
- aircraft on the manoeuvring area in Tower area of responsibility.
Tower controller shall provide control and issue clearances for all vehicles and persons on
the manoeuvring area in Tower area of responsibility.
The main tasks of Tower controller are following:
- To maintain a continuous watch on all visible flight operations at and in the vicinity of the
aerodrome as well as aircraft, vehicles and persons on the manoeuvring area in own area of
responsibility;
- To observe all movements of aircrafts, vehicles and people in own area of responsibility by
means of EuroScope display at night and/or in low visibility ;
- To issue clearances and instructions to aircraft as required for the safe and expeditious
handling of aerodrome traffic by using radiotelephony communication or visual signals in
case of communication failure; such clearances and instructions include the following;
- clearances to enter the control zone;

- clearances to leave / cross the control zone;
- clearances to join the aerodrome traffic circuit;
- instructions to establish a take-off and landing sequence;
- instructions to taxi to the take-off (line-up) position;
- take-off and landing clearances.
Riga Tower Controller should:

Provide routing, guidance and surveillance for the control of aircraft in order to maintain the
declared surface movement rate under all weather conditions within the aerodrome visibility
operational level (AVOL) while maintaining the required level of safety.
The information provided on an EuroScope display may be use for the purpose of:
- Determining the location of aircraft on the movement area on the
manoeuvring area;
- Monitoring aircraft on the manoeuvring area for compliance with clearances and
instructions;
- Determining that a runway is clear of traffic or assisting in the assessment that a
runway will be clear of traffic prior to a landing or take-off;
- Providing information on essential local traffic on or near the manoeuvring area;
- Providing directional taxi information to aircraft when requested by the pilot or deemed
necessary by the controller. Such information should not be issued in the form of
specific heading instructions (except in special circumstances, e.g. emergencies); and
- Providing assistance and advice to emergency vehicles.
2.3. Air Traffic Control Service procedures.

At the start of the shift Tower controller has to login in the EUROSCOPE system. The start of
the shift is determined by the login time. All temporary substitutions shall be performed via
login procedure. Substitution of the controller is determined by the operational or the
administrative supervisor. A temporary leaving of the working position during the shift requires
a substitution. Before the shift Tower controller must participate in the briefing carried out by
the Supervisor on duty. Prior to taking over responsibility for a working position, Tower
15
controller shall be assured that he/she is fully aware of the current situation and has obtained
all relevant information.
2.3.2 Separation minima and control procedures

According to airport Riga Tower controller operational manual DI-GSV/TWR-01/2 the
following should be considered for the sequencing of departing aircraft:
- types of aircraft and their relative performance;

- routes to be followed after take-off;
- APP controller requirements, only due to the traffic situation within TMA
Establishing the required separation TWR controller shall consider minimum pilot reaction
time and time for departure clearance (conformation) issuing.
When issuing line-up clearance, the TWR controller shall be sure that the appropriate
separation between aircraft is provided.
Take-off clearance shall not be issued until:
- ATC clearance is relayed to and acknowledged by the aircraft concerned.

Take-off clearance may be issued when:
- the aircraft is approaching the runway holding position of the runway in use;
- the aircraft is taxiing to line up position of the runway in use;
- the aircraft is at line up position of the runway in use.
Departing aircraft shall be normally permitted to commence take-off when:
- preceding departing aircraft has crossed the end of the runway in use or
- has started a turn or
- previously landed aircraft has vacated the runway in use.
When issuing take-off clearance, the TWR controller has to be assured that the appropriate
separation between aircraft is provided and the runway in use is clear of any obstacles and
all other traffic/vehicles are not closer to the runway in use than:
- at a taxi way/runway intersection — at a runway holding position; and
- at a location other than a taxiway/runway intersection — at a distance equal to the
separation distance of the runway holding position.
If an approaching aircraft commences a missed approach procedure, the take-off

clearance to aircraft ready for departure from the RWY in use shall be issued only
after additional coordination with APP.
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When issuing landing clearance, the TWR controller shall be sure that the appropriate
separation between aircraft is provided and the runway in use is clear of any obstacles, and
all other traffic/vehicles are not closer to the runway in use than:
- at a taxiway/runway intersection — at a runway holding position; and
- at a location other than a taxiway/runway intersection — at a distance equal to the
separation distance of the runway holding position.
Arriving aircraft shall not be normally permitted to land until:

- the departing aircraft has passed the end of the runway in use;
- the departing aircraft has started a turn;
- previously landed aircraft has vacated the runway in use.
An aircraft landing or in the final stages of an approach to land shall normally have
priority over an aircraft intending to take-off.
Provision of separation between aircraft

Until arriving traffic has not crossed altitude 2500 ft and it is handed over to the TWR
controller, the APP/ACC controller is responsible for separation provision of this aircraft
from all other traffic within Riga TMA AoR (area of responsibility).
Until departing traffic has not crossed altitude 2500 ft, the TWR controller is
responsible for separation provision of this aircraft from all other traffic within Riga CTR
AoR.
For traffic at altitude 2500 ft within CTR:
- APP controller shall inform Tower controller about traffic; APP controller provides separation for all
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other traffic within Riga TMA AoR ;
Tower controller provides separation for all other traffic within Riga CTR AoR.
For traffic above altitude 1500 ft and below altitude 2500 ft within CTR:
- Tower controller shall inform APP controller about traffic;
- APP controller provides separation for all other traffic within Riga TMA AoR;
- Tower controller provides separation for all other traffic within Riga CTR AoR.
- TWR controller is responsible for separation between aircraft executing VFR flight in
CTR zone and aircraft executing ILS approach at altitude 1500 FT
Communications
Riga Tower controller provides ATS using VHF radio stations on frequency 118.105 MHz,
121.5 MHz (in emergency situations).
The radio communication between the IFR aircraft and Air Traffic Controller held on the
frequency 118,1 MHz must be in English. According to ICAO regulations and phraseology
from ICAO SARPs, ICAO 4444 ATM and this manual.
The flight crew shall read back to the ATCO safety –related parts of ATC clearances and
instructions which are transmitted by voice. The following items shall always be read back:
- ATC [en]route clearance;
- Clearances and instructions to enter, land on, take off from, hold short of, cross, taxi and
backtrack on any runway;
- Runway in use, altimeter settings, SSR codes, level instructions, heading and speed
instructions and whether issued by the controller or contained in automatic terminal
information service broadcasts, transition levels.
2.3.5 Visual approaches

The visual approach can be granted to any aircraft requesting it, if the horizontal visibility is
5000 meters or more, and ceiling is at or above altitude 1500 ft (both OVC and BKN count as
ceiling), as per EV_ENR 1.2 (Visual flight rules). If weather is below these minimums, visual
approach shall be rejected and if the aircraft in question is unable to perform any kind of
instrument approach, a divert is mandatory.
2.3.6 Separation
Normal separation minima apply in Riga CTR, the airspace is class C. As per paragraph
1.2.3 of EV_ENR 1.6 (Radar services and procedures) it means 5 nm horizontal separation
between identified aircraft and 10 nm from unidentified aircraft (which can be translated to
VATSIM as one that is not in contact with the ATC or having other kind of difficulties, for
example, reacting to instructions with large delay). In Riga TMA, minimum separation is 3 nm
between identified and controlled aircraft.
For departing aircraft, at least 2 minutes interval shall be observed between take-offs in case
they are departing in significantly different directions. The interval shall be increased to 3
minutes, if departing aircraft are following the same or similar routing.
At handoff, the distance between aircraft shall be above separation minima and be constant
or increasing.
Wake Turbulence Categorization
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Wake turbulence separation minima is based on the weight categories listed below:
• LIGHT, L: Aircraft with MTOW of 7,000 kg or less

• MEDIUM, M: Aircraft with MTOW of between 7,000 and 136,000 kg
• HEAVY, H: Aircraft with MTOW of 136,000 kg or more
Note: For wake turbulence separation purposes, B757 is treated as HEAVY, even though it
belongs to the MEDIUM category
Wake turbulence radar separation between aircraft

The minima shall be applied when:
- An aircraft is operating directly behind another aircraft at the same altitude or less
than 1 000 ft below; or
- both aircraft are using the same runway; or an aircraft is crossing behind another
aircraft, at the same altitude or less than 1 000 ft below.
If the separation between two wake turbulence categorized arriving aircraft is going to reduce
below applicable minima the following mentioned below are required for succeeding aircraft:
- information about previous aircraft (type, speed and distance) and speed reduction
instruction;
- if there is tendency to appropriate separation decreasing, "go around" instruction shall be
issued.
Take off clearance based on the position of the arriving aircraft making an instrument
approach may be issued when departing aircraft is at the runway holding position of the
runway in use and ready for immediate take-off and the arriving aircraft is not less than 5NM
final
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If the departing aircraft is cleared for immediate take-off but has not started rolling, and
approaching aircraft is on 2 NM final:
- the Tower controller shall cancel take-off clearance for departing aircraft and;
- instruct the arriving aircraft to go around.
To avoid situation defined above or when pilot is on line up position and not ready for
departure, information about arriving aircraft shall be transmitted for departing aircraft in
advance. When the departing aircraft has started rolling and take-off cannot be aborted, and
arriving aircraft has started go around procedure Tower controller shall:
1. instruct the arriving aircraft:

- to turn to the west (heading 270°);
- to climb to, to descend to or to maintain altitude 1500 ft;
- to contact Riga APP;
2. inform APP controller about nonstandard go around procedure TWR controller is

responsible for separation between aircraft executing VFR flight in CTR zone and aircraft
executing nonstandard IFR go around procedure.
2.3.4 VFR flights

There are no special procedures for VFR flights in Riga CTR. Normally, both VFR departures
and arrivals should be cleared to exit/enter the CTR at altitude 1500 ft or lower, unless
coordinated otherwise with APP.
All special VFR and VFR flights shall request ATC clearance and clearance for engine
start-up on FREQ: 118.805 MHz “Riga Ground” or Riga Tower on frequency 118.105 MHz if
Riga Ground is offline.
There is one VFR airfield, Spilve (EVRS), located within Riga CTR. Aircraft departing Spilve
should enter Riga CTR via point PARKS at altitude 1500 ft.
VFR exit/entry points in Riga CTR are PARKS, VISTA, ARNIS, KISHI. There are two VFR
holding points established - EAST and WEST as per Visual Approach Chart.
2.3.5 Coordination and handoff procedures
2.3.6. Transfer of Duties

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Tower controller is responsible for carrying out functions and responsibility of Ground
controller in his/her absence. The function of Ground controller is carried out by Tower
controller at all times when Ground control is offline.
2.3.2.1. APP-TWR. IFR arriving aircraft.

Responsibility for landing aircraft is handed over to the TWR controller by the APP/ACC
controller when this aircraft:
- is on ILS or LLZ approach between 12,5 NM and 4 NM from the corresponding 18/36
THR and has reported to the APP/ACC controller "established on ILS" or "established on
Localizer", unless APP/ACC controller has informed the crew to report "established on ILS"
or "established on Localizer" to the TWR controller;
- is on VOR approach between 12,5 NM and 4 NM from the corresponding 18/36 THR and
the crew has reported to the APP/ACC controller "on final";
- is on visual approach, when the APP/ACC controller has cleared visual approach and
aircraft is within the horizontal border of the CTR.
2.3.2.2. TWR-APP IFR departing aircraft.
- Responsibility for providing air traffic control for departing traffic is handed over by the TWR
controller to the APP/ACC controller immediately after take-off.
- Transfer of communication instruction ("When airborne contact Riga - Approach on

129,925") should be excluded from Take-off Clearance issued to pilot.
- If the aircraft is going to leave CTR at altitude 1500 ft or less, responsibility for air traffic
control provision is not handed over to APP/ACC.
- Tower controller is responsible for separation between aircraft executing VFR flight in CTR
zone and aircraft executing (LOC) approach at altitude 1500FT.
- Tower controller should monitor APP frequency (129.925) to be aware that departed traffic
has been successfully transferred to APP controller.
2.3.2.4. GROUND-TWR. Departing aircraft

- Taxiing aircraft should be handed over to Tower controller when it is approaching
runway holding position and aircraft is ready for departure.
Handoffs to TWR:
Departing IFR traffic is handed off by GND when at or approaching holding point.
Arriving IFR traffic is handed off to TWR when established on localizer for ILS approach, or
pilot has reported field in sight for other approaches.
Arriving VFR traffic should be cleared to one of CTR entry points by APP and should contact
TWR shortly before that point.
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Handoffs from TWR:
TWR shall ensure that departing aircraft are adequately separated before handoff. See
2.1.3.3 for more information.
Departing aircraft receives handoff instructions along with take-off clearance, (though actual
handoff instruction is not included in take-off clearance) except airport traffic pattern flights at
or below altitude 2500 ft. The actual handoff is done immediately after receiving a positive
readback from the pilot.
VFR traffic should normally report exiting the CTR before being instructed to switch
frequency, but the handoff (or release to Unicom) can be made earlier, depending on
situation.
Arriving aircraft are handed off to GND while still on the runway prior vacating, and all arriving
ACFT are instructed to contact GND “when vacated”.
Missed approach handoffs from TWR:

When a missed approach is performed, the aircraft is instructed to climb to altitude 2500 FT,
fly runway heading (or published MA procedure) and handed over to APP immediately.
In case of conflicting traffic at go-around, the TWR may issue a separation vector to resolve
the conflict, when pilot is on line up position and not ready for
departure, information about arriving aircraft shall be transmitted for departing aircraft in
advance.
When the departing aircraft has started rolling and take-off cannot be aborted, and
arriving aircraft has started go around procedure Tower controller shall:
1. instruct the arriving aircraft:
- to turn to the west (heading 270°);
- to climb to, to descend to or to maintain altitude 1500 ft;
- to contact Riga APP;, edit the label accordingly and hand over to APP immediately.
2.1.5 Voice ATIS
2.1.5.1 General
Whenever possible, ”Voice ATIS” must be provided for Riga, and also for Ventspils as
enroute station for pilots. It is appropriate that the controller with the lowest workload handles
”VOICE ATIS” (normally TWR, APP or ACC) when several positions are open. In reality,
When ”voice ATIS” is in use the information transmitted via ”voice” shall also be included in
text format. The controller who provides ”voice ATIS” will also make a text version. The
controller who is responsible for ”voice ATIS” will inform other affected positions (the
preferred method is via a message on the ATC channel) whenever the ATIS is changed.
Other positions will inform the controller responsible for ”voice ATIS” whenever any
information needs to be updated (e.g. a runway change).
When ”voice ATIS” is used, no information which is included in ”voice ATIS” may be
included in any controller’s ”text ATIS”. Information about runway in use and weather
conditions may thus only be provided via RIGA ATIS
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2.3.6 Controller information (ATIS)
The ATIS for TWR should include information that is not included in the voice ATIS, but is
useful for pilots, for example:
Riga Tower - ATIS on 120.180
On initial contact report callsign only. Initial climb altitude 4000 FT.
For charts and scenery visit http://www.lv-vacc.org | Follow us on Twitter @EVRR_FIR
2.3.7 Phraseology
Departures
While it is responsibility of GND to ensure that aircraft arrive at holding point with correct
squawk set, the TWR must double check it and if the aircraft is not squawking correct code,
use this phrase: (callsign), CONFIRM SQUAWK (code).
Also TWR must check that aircraft is squawking mode C, before take-off clearance is issued.
While being transferred from Riga Ground to Riga Tower, pilot shall state callsign only upon
initial call to avoid frequency congestion.
There will normally be no instruction in take-off clearance to contact Riga APP (129.925
MHz) after departure, however, pilots are expected to change frequency from Riga Tower to
Riga Approach as soon as possible after take-off. This instruction also will not be included in
ATC clearance; however, it’s clearly stated in SID charts.
TWR controller in take-off clearance should include: wind information, runway number, and
clearance type. e.g. ‘’BTI221 SURFACE WIND 210 DEGREES 11 KNOTS RUNWAY 18
CLEARED FOR TAKEOFF’’
Example 1:
P: Riga Tower, BTI6NG
C: BTI6NG, Riga Tower, Surface wind 170 degrees 7 knots, Runway 18 cleared for
take-off.
P: Cleared for Take-off Runway 18, BTI6NG.
Arrivals
If it is expected that landing clearance cannot be given before at least 4 nm final, use the
phrase EXPECT LATE LANDING CLEARANCE. Reasons for this might be departing traffic
or arrival that has not left the runway yet.
The pilot shall contact RIGA GROUND (FREQ 118.805 MHz) immediately after vacating the
runway for taxi clearance if no other instruction from RIGA TOWER controller received.
Never issue landing clearance until the runway is not free! *
*except if using “Reduced runway separation minima’ ’procedure (see below)
Example 2:
P: Riga Tower, RYR6VG, established localizer Runway 18.
C: RYR6VG, Riga Tower, Surface wind --degrees/--knots, Runway 18/36 cleared to
land.
P: Cleared to land runway 18, RYR6VG
C: RYR6VG, Vacate runway via C, when vacated Ground,118.805.
P: Vacating runway via C, when vacated ground 118.805 RYR6VG.
or:
C: RYR6VG, Riga Tower, Continue ILS Approach runway 18/36.
(Remember it’s important to specify the approach type when instructing aircraft to
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continue approach.)
2.3.8 Special / Conditional Procedures
Conditional Clearance:
When the conditional clearance involves a departing aircraft and an arriving aircraft, it is important that
the departing aircraft correctly identifies the arriving aircraft on which the conditional clearance is
based.
Reference to the arriving aircraft type may be insufficient and it may be necessary to add a
description of the colour or the company name to ensure correct identification.
A conditional clearance shall be given as follows:
a. - identification
b. - condition
c. - clearance; and
d. - a brief reiteration of condition.
Examples of conditional clearances are:
TWR: "RYR6VG Behind landing traffic, 2 miles final, Boeing 737, line up Runway 18/36 and
wait Behind".
Conditional clearances are to be read back in full:
P: "Behind landing traffic lining up Runway 18/36, RYR6VG”
High Intensity runway operation. Land beyond the touchdown zone of the runway:
For safe, orderly and expeditious conduct of a flight RIGA TOWER controller may suggest or
approve a request to land beyond the touchdown zone of the runway in use, if RIGA TOWER
controller or the aircraft gain an operational advantage and the pilot in command accepts it.
The final decision rests with the pilot in command.
The pilot in command is responsible for touchdown point selection beyond the touchdown
zone of the runway which assures safe landing within the limits of the runway.
• for RWY 36 only,
• during the hours of daylight from 30 minutes after local sunrise to 30 minutes before local
sunset and;
• for aircraft wake turbulence category "Medium" or "Light".
Procedure "Land beyond the touchdown zone of the runway" shall be subject to the following
conditions:
a. the visibility shall be at least 5 km and ceiling shall not be lower than 1000 ft;
b. there shall not be tailwind component;
c. the runway condition shall not be worse than "wet" and braking action shall not be worse
than "GOOD" and;
d. braking action shall not be adversely affected by runway contaminants such as ice,
slush, snow and water.
Example 1:
C: "BTI221 Are you ready for long landing runway 36?".
P: "Affirm, ready for long landing, BTI221".
C: "BTI 221, Cleared to land beyond the touchdown zone Runway 36, be advised traffic
behind Boeing 737 4 miles".
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Reduced runway separation minima:
For the purpose of reduced runway separation, aircraft shall be classified as follows:
Category 1 aircraft: single engine propeller aircraft with a maximum certificated take-off mass
of 2 000 kg or less;
Category 2 aircraft: single engine propeller aircraft with a maximum certificated take-off mass
of more than 2 000 kg but less than 7 000 kg; and twin-engine propeller aircraft with a
maximum certificated take-off mass of less than 7 000 kg; Category 3 aircraft: all other aircraft.
Reduced runway separation minima shall be applied :
between succeeding and preceding landing aircraft;
between succeeding and preceding departing aircraft;
between succeeding landing aircraft and departing aircraft;
during the hours of daylight from 30 minutes after local sunrise to 30 minutes before local
sunset.
Reduced runway separation minima shall NOT apply between a departing aircraft and a
preceding landing aircraft.
*wake turbulence separation minima shall be applied;
*visibility shall be at least 5 km and ceiling shall not be lower than 1000 ft;
*tailwind component shall not exceed 5 kt;
Minimum separation continues to exist between two departing aircraft immediately after take-
off of the second aircraft;
Traffic information shall be provided to the flight crew of the succeeding aircraft concerned;
Example 1: “BTI 221, PRECEDING BOEING 737 IS VACATING THE RUNWAY,
SURFACE WIND [XXX] degrees/ [XXX] knots, RUNWAY 18/36 CLEARED
TO LAND”;
2.3.9 Speed control:

- Normally IAS on final shall not be more than 160 (+/-10) knots until 4NM final;
- An arriving aircraft may be instructed to maintain its "maximum speed", "minimum
speed", or a specified speed;
- Speed variation not exceeding of +/- 20 knots IAS should be used by the controller on
intermediate and final approach;
- Speed control should not be applied to aircraft after passing a point of 4 NM from the
threshold on final approach;
- Aircraft concerned should be advised as soon as speed control is no longer necessary;
- Tower controller may request a lower speed, but it should be accepted by the pilot in
command.
Phraseology:
{callsign} REDUCE TO MINIMUM APPROACH SPEED UNTIL 4 MILES FINAL
{callsign} INCREASE TO MAXIMUM APPROACH SPEED UNTIL 4 MILES FINAL
{callsign} REDUCE APPROACH SPEED TO (number) UNTIL 4 MILES FINAL
Example: ‘’BTI65T, reduce to minimum approach speed until 4 miles final’’
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2.4.0 VFR operations
Arriving VFR to Riga

P: Tower, good day, YL-KGB entering your airspace via KISHI, altitude 1500 ft, to
land at Riga
C: YL-KGB, Riga Tower. Join right downwind runway 18.
P: Right downwind 18, YL-KGB.
…
P: On right downwind RWY 18, YL-KGB.
C: YL-KGB, surface winds 170 degrees 11 knots, RWY 18, cleared to land
P: Cleared to land RWY 18, YL-KGB
It is OK to issue landing clearance to VFR flights while on downwind leg if traffic situation permits and
the aircraft is past RWY threshold sufficiently to safely perform turn to base and final. If necessary,
more detailed instructions or vectoring might be given to ensure separation, and in such case a later
landing clearance would be used.
Departing VFR from Riga

P: Tower, good day, YL-KGB at holding point RWY 18, ready for departure, VFR to
Adazi
C: YL-KGB, Riga Tower, Surface winds calm, RWY 18, cleared for take-off, left turn
after departure, exit sector via PARKS at altitude 1500 ft.
P: Cleared for take-off RWY 18, left to PARKS, altitude 1500 ft, YL-KGB.
…
P: Crossing PARKS at altitude 1500 ft, YL-KGB.
C: YL-KGB, leaving controlled airspace, no traffic reported, for traffic information
service contact Riga -Approach 129.925
P: 129,925 YL-KGB visu labu
VFR transit flight through the Riga CTR

P: Tower, good day, YL-KGB inbound KISHI, expecting at 35 [minutes], request zone
transit
C: YL-KGB, Riga Tower, cleared to enter controlled zone, routing via KISHI and
PARKS, VFR, not above altitude 1500 ft, QNH 1017. Report at KISHI.
P: Cleared to enter controlled airspace, KISHI and PARKS, VFR, not above altitude
1500 ft, QNH 1017, will report at KISHI, YL-KGB.
…
P: Tower, YL-KGB overhead KISHI.
C: YL-KGB, Tower, roger. Report PARKS.
P: Wilco, YL-KGB.
…
P: Tower, YL-KGB overhead PARKS.
C: YL-KGB, leaving controlled airspace, no traffic reported, frequency change
approved
P: paldies visu labu.
VFR holdings
In case TWR needs to ensure separation between aircraft, two kinds of holdings may be
used. If the VFR aircraft has not entered the zone yet, it might be told to stay clear of the
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class C airspace:
C: YL-KGB, for traffic separation, remain outside controlled airspace, expect joining
clearance at 1040. Time is 1035.
P: Remain outside controlled airspace, YL-KGB.
In this case pilot may simply circle at his present position or basically do what he wants, just
not enter the airspace.
If aircraft is too close or inside the airspace, then one of the designated holdings are to be
used:
C: YL-KGB, proceed direct to holding WEST.
P: Proceed direct holding WEST, YL-KGB.
…
C: YL-KGB, proceed to and report PARKS.
P: Proceeding to PARKS, will report, YL-KGB.
Miscellaneous
Normally, VFR flights are not vectored in controlled airspace, they use own navigation.
However, if it is necessary for separation or other reasons, ATC may give vectors to VFR
aircraft. As soon as it is not required anymore, aircraft is instructed to continue own
navigation. If a pilot requests vectoring, it shall be provided to him, workload permitting.
If VFR flight has not filed flight plan or ATC is not sure what it is going to do, ATC can ask the
pilot to provide that information:
C: YL-KGB, what are your intentions?
P: Tower, we intend to fly west along the sea coast.
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3 Approach and area control
3.1 General
3.1.1 Airspace structure

For the ATS provision the following areas of responsibility (AoR) are established within
Riga FIR/UIR:
Sector EAST, Sector SOUTH, Sector NORTH, Riga TMA, Riga CTR, Liepaja
TMA, Liepaja CTR, Ventspils TIA and Ventspils TIZ. Sector WEST provides ATS within
NORTH AoR, SOUTH AoR, Liepaja TMA AoR, and Ventspils TIA.
In Riga FIR/UIR there are two TMAs (Terminal Manoeuvring Areas) - Riga TMA and Liepaja
TMA.
Riga TMA, depicted by green, is somewhat unusual one compared to other TMAs elsewhere.
It spans pretty large geographical area (for example, it is about 2 to 3 times larger than
Helsinki TMA). It is also larger vertically - its lower boundary is altitude 1500 ft inside the 25nm
circle around RIA VOR, and altitude 3000 ft outside of it, but its upper boundary spans up to
FL 285 while a typical TMA spans up to just FL 95.
ATC services in the entire TMA are provided by a single ATC unit - Riga Approach. Due to the
large vertical boundaries, Riga Approach also provides ATS services for transiting traffic at or
below FL 285. Two international airports are located within it: Riga (EVRA) and Tukums
(EVJA). Above the TMA, to the east of it and to the west, control is provided by Riga ACC, to
the north - Tallinn ACC and to the south - Vilnius ACC.
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Liepaja TMA, depicted in the diagram above by yellow is a more typical one as its vertical limit
is at FL 95. It includes two international airports - Liepaja (EVLA) and Ventspils (EVVA). Lower
boundaries are 1500 and 3000 ft inside and outside of 20 nm circles around EVLA and EVVA,
respectively. ATC services are provided by Liepaja Approach, they can also be delegated to
Liepaja Tower which uses the same frequency and controls the same area; those two
positions cannot be online at the same time.
Lower boundary for Riga FIR is FL 95 outside of Riga TMA and FL 285 within it. Its top
boundary is at FL 460.
3.1.2 Airspace classes

In Latvia, only two airspace classes are in use - in control zones, TMAs and FIR it is class C
airspace, and outside of them - class G (uncontrolled airspace). In class G airspace, no
separation is provided between aircraft, just a flight information service. VFR pilots are not
even required to establish communication with ATC, although they can opt for it to receive
traffic or weather information. IFR pilots, however, are required to establish communication
and also are subject to ATC clearance.
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Picture: ATS Airspace classification.
3.1.2 Required vertical separation minima in Riga FIR/UIR

The required vertical separation minima within Riga CTA/UTA and ATS routes must
carried out according to ICAO Annex 2 Table of Cruising levels 3a. Horizontal radar
separation between identified, controlled aircraft if double SSR is provided in the same,
opposite or crossing track at the same level not less than 5 NM ,whereas separation minima
standard existed in this case was 5 NM lateral and 1,000 feet vertical. The requirement to
separate aircraft is detailed in ICAO Annex 11, Air Traffic Services, which contains the
relevant Standards and Recommended Practices (SARPS) for Air Traffic Control.
3.1.3 The application of Radar Control service

i. Radar identification is achieved according to the provisions specified by ICAO.
ii. Radar control service is provided in controlled airspaces to aircraft operating within Riga
TMA above altitude 1500 FT MSL, Liepaja TMA above altitude 1500 FT MSL and along
all AWYs above FL 95. This service may include:
a. radar separation of arriving, departing and en-route traffic;
b. radar monitoring of arriving, departing and en-route traffic to provide information on any
significant deviation from normal flight path;
c. radar vectoring when required;
d. assistance to aircraft in emergency;
e. assistance to aircraft crossing controlled airspace;
f. warnings and position information on other aircraft considered to constitute a hazard;
g.information to assist in the navigation of aircraft;
iii. The minimum horizontal radar separations are:
a. CTA, UTA and ATS routes: 5 NM between identified controlled aircraft in the same,
opposite or crossing track at the same level;
b. TMA RIGA : 3 NM between identified controlled aircraft;
c. TMA LIEPAJA : 5 NM between identified controlled aircraft;
d. 10 NM between identified and unidentified aircraft in all cases.
iv. Levels assigned by the radar controller to pilots will provide a minimum terrain clearance
according to the phase of flight.
A pilot will know when radar services are provided by use of following phrases by an ACC/APP
radar controller:
a. “... (Unit call sign), Radar Contact ...”
b. “... (Unit call sign), Identified ...”
3.1.4 Rules applicable to IFR flights within Riga ATCC controlled airspace
IFR flights shall comply with the provisions of ICAO Annex 2 paragraph 3.6. when
operated in controlled airspace unless otherwise prescribed by the ATS of Latvia. An IFR
flight operating in cruising flight in controlled airspace shall be flown at a cruising level, or, if
authorised to employ cruising techniques, between two levels or above a level, selected from
the Tables of cruising levels in Appendix 3 a) of ICAO Annex 2 „Rules of the Air” to the
Convention on International Civil Aviation.
3.1.5 Rules applicable to IFR flights outside controlled airspace

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An IFR flight operating outside controlled airspace but within or into areas, or along routes,
designated by the appropriate ATS authority in accordance with ICAO Annex 2 paragraph
3.3.1.2. c) or d) shall maintain a listening watch on the appropriate radio frequency and
establish two-way communication, as necessary, with the air traffic services unit providing
flight information service.
3.1.6 Inadvertent changes

In the event that a controlled flight inadvertently deviates from its current flight plan, the
following action shall be taken:
Deviation from track:
- if the aircraft is off track, action shall be taken forthwith to adjust the heading of the
aircraft to regain track as soon as practicable.
3.2 Position descriptions

3.2.1 Riga Approach
3.2.2 Controller information (text ATIS)

APP controller should provide following information about the airspace/sector in provided
three ATIS lines. It is included in the provided sector files packages by default.
3.2.3 Separation
Normal separation minima exist in Riga TMA - 3 nm between controlled aircraft and 10 nm if
at least one of the aircrafts is not controlled (or is controlled by another ATC unit, for example
after handoff to ACC when ACFT is still in TMA). The airspace is class C
3.2.4 Riga Approach brief procedures

For the ATS provision the following areas of responsibility (AoR) are established within Riga
FIR/UIR: Sector EAST, Sector SOUTH, Sector WEST, Sector NORTH, Riga TMA, Riga
CTR, Liepaja TMA, Liepaja CTR, Ventspils TIA and Ventspils TIZ. Sector WEST provides
ATS within NORTH AoR, SOUTH AoR, Liepaja TMA AoR, and Ventspils TIA AoR. Riga
APPROACH provides services within Riga TMA AoR according to the existing classification.
Within Riga TMA AoR (Sector A) ATS is provided above altitude 3000 FT MSL till FL285, FIS
is provided at and below altitude 1500 FT MSL. Within Riga TMA AoR (Sector B) ATS is
provided above altitude 1500 FT MSL till altitude 3000 FT MSL, FIS is provided at and below
altitude 1500 FT MSL
Riga APPROACH could be operational or not operational. Riga APPROACH provides ATS
within Riga TMA AoR when it is operational. The Riga TMA AoR could be transferred to
Sector EAST.
Riga APPROACH closing procedures are following:

- to receive the coordination from other local sectors online (ACC/TWR/GND) and
using “.break” command, which must be activated 5 min. before expected closure;
- to transfer all aircraft under control at Riga TMA AoR to Sector MAIN or WEST,
SOUTH, EAST or UNICOM if other positions are not present;
- to inform other sector’s and TWR about closure in private message or ATCo
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channel by announcing closure of control service and the acceptance of the
responsibility;
- to logout from EUROSCOPE;.
Riga APPROACH opening procedures are following:

- to coordinate with other local sectors online by using preferred method of verbal or
written communication (e.g. skype) to open Sector;
- to familiarize yourself with current traffic situation and traffic amount at APP
sector, by checking “VAT-Spy” or “vRoute”
- to login at EUROSCOPE with the appropriate Operational Role and settings;
- to receive proposal and to accept the responsibility over Riga TMA AoR from the
previous sectors EAST, NORTH, SOUTH, WEST // TWR.
According to this manual of Riga ATCC, working position of the sector APPROACH is
shareable between a controller with operational role “APPROACH Executive” and a controller
with operational role “APPROACH Planner” (EVRA_1_APP) appointed by the Watch
Supervisor (mentor) from a controller during the highest flight intensity hours. When traffic
intensity permits one Controller may provide the service at APPROACH Sector with operation
role “APPROACH Executive”.
A controller with operational role “APPROACH Executive” must:

- Issue ATC clearances, instructions and information to the crew using standard
phraseology;
- Receive the pilot's reports in respect of flight progress;
- Inform the crew regarding meteorological conditions (when required);
- Provide the crews with any important information related to the conditions on the route or
destination/alternative aerodromes (if any);
- Conduct aircraft identification and continuously control the traffic within the area of
responsibility;
- Provide established separation minima;
- Perform silent traffic coordination between Riga ATCC sectors;
- Provide the crew with any possible assistance in case of abnormal/emergency situation.
3.2.4 Departures
All IFR departures from EVRA are handed over from TWR to APP/ACC before or during the
take-off. Transfer of communication instruction ("When airborne contact Riga - Approach on
129,925 ") should be excluded from Take-off Clearance issued to pilot.
To ALL departing aircraft, SIDs are assigned, in which case NIL information is written in the
label. If vectors or direct-to point have been given, it will be coordinated and specified by
TWR/GND controller during coordination (via INTERCOM or TEXT).
If no conflicting/crossing traffic, maximum flight level APP can assign on initial contact, is
FL 280 or FL270 (if odd level), due the airspace structure, which is up to FL 285. Next higher
altitude will be assigned by next higher ACC controller unless coordinated. If aircraft leaves
TMA into uncontrolled airspace, it is recommended that before releasing the label, the CFL
(Cleared Flight Level) element is cleared (---) to avoid unnecessary CLAM warnings.
For high performance aircraft, which are able to reach more than FL285 before leaving lateral
limits of TMA, the CFL must be coordinated with Riga ACC controller and only then the
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Approach can clear the flight to FL that is above TMA limits. If ACC is not present, the pilot is
advised to continue climb as released to UNICOM.
Radiotelephony:
‘’.... (Unit Callsign),RADAR CONTACT/IDENTIFIED CLIMB FLIGHT LEVEL (flight level)
[NO SPEED RESTRICTIONS]”
or:
‘’.... (Unit Callsign),RADAR CONTACT/IDENTIFIED CONTINUE DEPARTURE
CLEARANCE”
or:
‘’.... (Unit Callsign),RADAR CONTACT/IDENTIFIED TURN RIGHT DIRECT [FIX/Point] CLIMB
FLIGHT LEVEL (flight level) [NO SPEED RESTRICTIONS]
Example:
“BTI8GJ, Riga Approach, Radar contact, Climb FL 280.”
or:
“BTI8GJ, Riga Approach, Radar contact, Continue departure clearance.”
or:
BTI8GJ, Riga Approach Radar contact, turn right direct VALED, Climb FL 280.
3.2.5 Climb instructions/Clearances

In Riga ACC, normal ICAO 4444 requirements and rules in place.
If required for separation purposes, aircraft can be deviated from original flight plan track and
vectored as required, by just instructing a/c to follow three-digit heading, e.g.: ‘’turn right
heading 270’’, and later when aircraft is laterally/vertically/horizontally clear of traffic by
phrase: ‘’...(callsign) [Clear of traffic] Resume own navigation direct [Point/FIX]” Phrase
‘’Continue departure clearance” means that aircraft will maintain its received departure
instructions, e.g. initial climb and SID.
If required for separation purposes, or coordination is obtained from higher sector for
shortcut, aircraft can be cleared inbound a specific point/FIX upon first contact, by using
phrases “when ready direct [FIX]” if not urgent, or “Turn right direct [FIX]”
If required for vertical spacing, instruction to maintain high rate of climb until specific altitude
must be issued.
Example: “...(callsign) Climb (Flight Level/Altitude), expedite until passing (Flight
Level/Altitude)”
e.g.: ‘’BTI8GJ, Climb FL 240, expedite until passing FL 60.”
or opposite instruction, to reduce rate of climb: “...(callsign) Climb (Flight Level/Altitude),
reduce rate of climb (rate of climb, FPM) until passing (Altitude/FL)
Normally, TWR will coordinate departures with APP and vice versa, APP can request TWR
to re-clear departing a/c to lower initial altitude (e.g. 2500 FT) or reclear a/c to continue
runway heading, due traffic situation.
APP controller in charge, must coordinate shortcuts/re-clearances etc with other sectors
online at time, if needed. Primary method of coordination in Latvia vACC is via integrated
system “INTERCOM” in radar control client EuroScope 31d.
Standard Instrument Departure Routes AND maximum clearance altitudes (Flight Levels) for
specific routes:
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RUNWAY 18 (ONE EIGHT)
ASKOR FOUR ECHO DEPARTURE (ASKOR 4E) -- FL 280
BERIL THREE ECHO DEPARTURE (BERIL 3E) -- Depends on XFL (Sector Exit Flight Level)
ERIVA FOUR ECHO DEPARTURE (ERIVA 4E) -- FL 270
LAPSA FOUR ECHO DEPARTURE (LAPSA 4E) -- FL 280
SAKTA FOUR ECHO DEPARTURE (SAKTA 4E) -- FL 270
SOKVA FIVE ECHO DEPARTURE (SOKVA 5E) -- Depends on XFL
TENSI FIVE ECHO DEPARTURE (TENSI 5E) -- FL 280
TUSAS FIVE ECHO DEPARTURE (TUSAS 5E) -- FL 270
VALED FOUR ECHO DEPARTURE (VALED 4E) -- FL 280
VANAG FIVE ECHO DEPARTURE (VANAG 5E) -- FL 270
RUNWAY 36 (THREE SIX)

ASKOR FOUR GOLF DEPARTURE (ASKOR 4G) -- FL 280
ASKOR FOUR JULIET DEPARTURE (ASKOR 4J) -- FL 280
BERIL THREE GOLF DEPARTURE (BERIL 3G) -- Depends on XFL (Sector Exit Flight Level)
BERIL FOUR JULIET DEPARTURE (BERIL 4J) -- Depends on XFL (Sector Exit Flight Level)
ERIVA FIVE GOLF DEPARTURE (ERIVA 5G) -- FL 270
LAPSA FIVE GOLF DEPARTURE (LAPSA 5G) -- FL 280
SAKTA FIVE GOLF DEPARTURE (SAKTA 5G) -- FL 270
SOKVA SIX GOLF DEPARTURE (SOKVA 6G) -- Depends on XFL
TENSI SIX GOLF DEPARTURE (TENSI 6G) -- FL 270
VALED FOUR GOLF DEPARTURE (VALED 4G) – FL 280
VALED FOUR JULIET DEPARTURE (VALED 4J) – FL280
VANAG SIX GOLF DEPARTURE (VANAG 6G) -- FL 270
3.2.5 Arrivals
All arrivals from controlled airspace should be handed over about two minutes before entering
the TMA to give time to provide pilots with information about type of approach assigned to
them. Approach controller may coordinate with adjacent ACC controllers to have them assign
an approach to pilot, in which case the handoff can be done later. In either case it should be
avoided at all costs that pilot crosses TMA border point without having been assigned an
approach, either vectors or STAR.
Arrivals from uncontrolled airspace should be asked to contact Approach 2 to 3 minutes
before entering TMA for the same reasons.
Vectored arrivals usually are cleared direct IAF or RIGA VOR by APP controller on initial
contact with the aircraft. Then cleared for base vector and later given inbound turn for ILS.
Again, it is of great importance that no aircraft reach IAF without being assigned vectors or
transition (as they should enter a hold there should this happen).
3.2.6 Transit flights

Since the TMA extends up to FL285, Riga Approach also provide radar control to enroute
traffic as an enroute controller for lower flying transit flights, typically turboprop airliners. If one
is seen to be closing in, it is good idea to notify the controller that controls it at that time, so he
is aware that aircraft has to be handed over to APP, and not ACC. This is especially true
when dealing with foreign ACC controllers as practice shows that not all of them are aware of
ceiling of Riga TMA.
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When dealing with transit aircraft, the Approach functions much like an ACC controller.
Shortcuts might be given as desired and deviations from flight tracks asked if needed to avoid
conflict, etc.
APP controller may coordinate “shortcuts” with upper sector/controller.
If needed, aircraft can be instructed to expedite its descent, by using phrase:
“...(Callsign) expedite vacating (flight level/altitude) [..]”
Radiotelephony:
‘’.... (Unit Callsign), Radar Contact/Identified’’
ex: ‘’SKX124L, Riga Approach, Radar contact’’
3.2.7 Radar vectoring under radar control.

It is controller’s decision if the aircraft is to be vectored or a STAR is to be assigned. In case
of STAR, if pilot reports he is unable to follow it, ATC shall provide radar vectors.
When vectoring, think about the fuel and time economy - have it tight without unnecessary
turns and twists, unless it is necessary for separation or other reasons. Also too many
heading instructions given to pilot should be avoided. Normal final length from Altitude 2500
feet is 12 miles long (distance from touchdown) but shorter final might be offered by ATC
from 6 miles final from Altitude 1500 feet if traffic situation requires, or for economy reasons,
as many pilots will be happy with shorter approach, to shorten approach time. In some
cases, a long final can also be used, with intercept altitude of 4000 feet, at least 15 miles
away.
Generally, if there is no conflicting traffic, the aircraft can be vectored from any of TMA border
points to localizer interception with three vectors. But this rule is overridden if there is any
safety concern. During vectoring, aircraft should be provided with track mile distance,
number in sequence (during dense traffic operations) and whether vectoring will be in a
left-hand or right-hand circuit.
The type of approach shall be included in initial contact with aircraft
(STAR/Radar vectoring/Other)
ILS approach MUST be assigned always on first contact, but other approaches must be
approved on pilot’s request (Visual / VOR DME) whenever possible (if weather and/or
NOTAMs permits... etc.) In some cases visual approach can be offered by ATC controller, to
result in a shorter line-up with the runway, if traffic situation requires. Standard ICAO
radiotelephony must be used.
APP controller in charge (ATCO1) MUST assign a sequence for incoming aircraft, by
considering their present heading, speed, aircraft type and distance/time left to airfield.
For sequencing purposes, high speed and/or short finals must be offered to crew and used
to optimise traffic flow. Speed restrictions must be used adequately to ensure sequencing
between aircraft which is 3nm or greater as required by authority.
3.2.7.1 Aircraft vectored for final approach should be given a heading or a series of headings
calculated to close with the final approach track. The final vector shall enable the aircraft to
be established in level flight on the final approach track prior to intercepting the specified or
nominal glide path if an MLS, ILS or radar approach is to be made, and should provide an
intercept angle with the final approach track of 45 degrees or less.
In some cases STAR can be assigned to ACFT on initial contact, but if radar vectoring is
35
required, ACFT can be vectored later, using phrase “...(callsign) VECTORS ILS (runway)
TURN LEFT/RIGHT (heading/number of degrees) [REPORT NEW HEADING]”
e.g. “BTI6FB, Vectors for ILS approach RWY 18, turn left 10 (one zero) degrees, report new
heading”
Or ACFT must be asked to report their present heading, and then vectored accordingly to the
heading provided.
Phrase: “...(callsign) REPORT HEADING”
Radiotelephony:
‘’.... (Unit Callsign),RADAR CONTACT/IDENTIFIED [STAR IDENTIFIATOR] ARRIVAL
[ADDITIONAL INSTRUCTIONS/INFORMATION (descend/speed control)]
ex: ‘’BTI6FB, Riga Approach, Radar contact, GUNTA 6C arrival, after GUNTA descend
altitude 4000 feet, QNH 1013”
or
‘’.... (Callsign), RADAR CONTACT/IDENTIFIED, CONTINUE [heading/inbound
(FIX/Waypoint)] EXPECT (radar) VECTORS [Type of Approach/Runway number]
(DESCEND [FL/Altitude]) [ADDITIONAL INSTRUCTIONS/INFORMATION]
ex: ‘’BTI6FB, Riga Approach, Radar contact, Continue to PEVEK, expect vectors ILS
approach runway 36, descend altitude 4000 feet, QNH 1002.”
On initial contact with ACFT, instruction to continue present heading can be assigned, by
using phrase: “...(callsign) continue present heading [other instructions]”
e.g. “BTI6MC, Riga Approach, Radar contact, on present heading, descend FL 070”
If aircraft is cleared via Standard Instrument Arrival upon initial contact, but requires radar
vectoring, for traffic sequencing or other reason, aircraft must be informed of that, by using
phrase: “vectors for (reason) (instruction)”
Aircraft crew must be asked to report new radar heading, in case of deviation from track to
point, if not radar vector.
Radar vectoring radiotelephony:

“...(callsign)... VECTORS (reason/approach type and runway) TURN LEFT/RIGHT (number)
DEGREES, REPORT NEW HEADING.”
“...(callsign)... KEEP AND REPORT PRESENT HEADING”
“...(callsign)... TURN RIGHT/LEFT HEADING (number)”
“...(callsign)... [AFTER (point)] CONTINUE HEADING”
“...(callsign)... TURN LEFT/RIGHT (number) DEGREES [REPORT NEW HEADING]”
3.2.7 Speed control

Speed control should be used to optimize the traffic flow. Longitudinal separation is achieved
with greater ease when all aircraft in an approach sequence are flying at the same speed.
• Speed may be both increased and decreased but avoid increasing from “flaps extended”
speed to “clean” speed.
The radar controller may, in order to facilitate radar control or reduce the need for radar
vectoring, request aircraft under radar control to adjust their speed in a specified manner.
Specific speed should normally be expressed in multiples of 10 kt based on indicated air
speed (IAS).
Only minor speed adjustments, of not more than ± 20 kt, should be requested of an aircraft
established on intermediate and final approach.
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Pilots should typically expect the following speed restrictions:
• 210 kt - during the initial approach phase;
• 180 kt - on base leg/closing heading to final approach;
• between 180 kt and 160 kt - when established on final approach and thereafter 160 kt to 4
NM from the threshold on final approach.
These speeds are applied for ATC separation purposes and are mandatory. Aircraft unable to
conform to these speeds must inform ATC and state what speeds can be used.
Aircraft concerned should be advised as soon as speed control is no longer necessary.
Only when requested by the radar controller and accepted by the pilot in command, a lower
speed could be specified.
3.2.8 Speed restrictions

Speed instructions shall be given in whole tens of knots (210, 220, 230, 250 etc.).
Since the radar display shows ground speed, it is often necessary to ask pilots to report their
speed (it is understood that IAS is being referred to):
To answer aircraft’s request for high speed, if due condition it’s needed for aircraft to maintain
speed published in charts, radar controller should use following phrase:
{callsign} SPEED AS PUBLISHED
e.g. BTI6FB, Speed as published, will be number 5 in sequence.
{callsign} REPORT INDICATED AIRSPEED
High speed, no speed restriction:
{callsign} NO SPEED RESTRICTIONS.
When cancelling an ATC speed restriction:
{callsign} STANDART SPEED
Here are some examples of phrases that are used when giving instructions to maintain
specific speeds:
{callsign} INDICATED AIRSPEED (number) [(additional information about sequence/traffic)]
{callsign} REDUCE (or INCREASE) INDICATED SPEED (number) KNOTS [OR
LESS/GREATER] [ADDITIONAL INFORMATION ABOUT NUMBER IN SEQUENCE, OR
TRAFFIC]
{callsign} REDUCE TO MINIMUM APPROACH SPEED [UNTIL 4 MILES FINAL]
{callsign} MAINTAIN SPEED (number) KNOTS [FOR SEQUENCING]
or, to advise aircraft to maintain high speed:
{callsign} HIGH SPEED APPRECIATED. e.g. BTI6FB High speed appreciated.
{callsign} MAINTAIN HIGH SPEED [FOR SEQUENCING]
{callsign} [KEEP] SPEED (number) KNOTS [OR LESS/GREATER] [UNTIL (point/DME)
(MILES FINAL)]
{callsign} START REDUCING SPEED (number) [OR LESS]
Example: BTI6FB, Start reducing speed 210 knots or less.
3.2.9 Altitudes
Since the numbers 2 and 3 are easily mixed up in radio transmission, altitude 3000 feet
should not be used as a clearance, instead altitude 2500 FT and 4000 FT must be used.
Altitudes and Flight Level instructions below FL100 allowed in EVRR Flight Information Region
for vectoring: FL 100, FL 090, FL 080, FL 070, FL 060, FL 050
A 5000ft, A 4000ft, A 2500ft, A 2000ft, A 1500ft.
Controller must include word: “ALTITUDE” when clearing aircraft for descend bellow TL/TA
37
“Descend 2500 FT” is not correct phraseology. “Descend altitude 2500 FT” must be used
instead.
Descend clearance to altitude 1500 FT and altitude 2000 FT can be issued ONLY when
aircraft is in RIGA CTR.
The intermediate approach altitude/height generally intercepts the glide path/MLS elevation
angle at heights from 300 m (1000 ft) to 900 m (3000 ft) above runway elevation. In this case,
for a 3° glide path, interception occurs between 6 km (3 NM) and 19 km (10 NM) from the
threshold.
3.3.0 Transfer of control with Riga Tower

Responsibility for arriving landing aircraft is handed over by the APP controller to the TWR
controller considered that aircraft will be able to complete its approach:
- If aircraft is using ILS or LLZ - when reported "ESTABLISHED ON ILS" or
"ESTABLISHED ON LOCALISER" from the distance of 12,5 NM but not closer than 4,0
NM from THR 18/36;
- If this criterion is not fulfilled request aircraft its readiness to continue ILS or LLZ
approach and;
- If ready, give instruction to report "ESTABLISHED ON ILS" or "ESTABLISHED ON
LOCALISER "to TWR;
- If not, break off ILS or LLZ approach and give appropriate instructions (go-around).
Before the transfer of radar control to Riga TOWER, APP controller should adjust speeds of
successive aircraft to ensure the distance on final is not less than 3 NM.
Radiotelephony:
{callsign} CONTINUE [ILS] APPROACH.
{callsign} REPORT ESTABLISHED TO TOWER 118,1.
3.3.1 Provision of separation between aircraft:

In all cases when arriving traffic has not crossed altitude 2500 ft and it is handed over to the
TWR controller, the APP controller is responsible for separation provision for all other traffic
within Riga TMA AoR.
For traffic at altitude 2500 ft within Riga CTR, APP controller shall inform TWR controller about traffic,
TWR controller provides separation for all other traffic within Riga CTR AoR and APP controller
provides separation for all other traffic within Riga TMA AoR.
For traffic below altitude 2500 ft and above altitude 1500 ft within Riga CTR TWR controller
shall inform APP controller about traffic, APP controller provides separation for all other traffic
within Riga TMA AoR and TWR controller provides separation for all other traffic within Riga
CTR AoR.
3.3.2 Approach procedures with radar control

When arriving aircraft is being sequenced under radar vector, that part of approach between
RIA D25.0 NM and the final approach track will be flown under vector from the controller.
Once the aircraft is under the jurisdiction of "Riga Approach" changes of heading or flight
level/altitude will be made only on the instruction from the controller except in the case of
radio communication failure in the aircraft or at the ATS Unit.
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The intermediate approach track or radar vector is designed to place the aircraft on the
localizer or the MLS azimuth specified for the final approach track at an altitude/height that is
below the nominal glide path/MLS elevation angle.
3.3.3 Headings and flight levels

Radar vectors and the descent clearance will be issued considering an estimate of the track
distance to touchdown (track miles).The descent clearance will include track miles distance.
Further distance information will be given between the initial descent and the intercept
heading onto the ILS.
3.3.4 Descent profile

Descent Approach vertical profile will be used and assume the aircraft will maintain a
descent gradient of approximately 320 ft per NM (3° descent angle).
3.3.6 Wind consideration

When vectoring, APP controller must consider the current enroute winds, which may affect
vectoring, and aircraft’s track, as well ground speed displayed in ACFT label. Controller is
responsible for correcting aircraft’s heading by issuing left/right turns, with instruction to report
new heading, or by assigning specific heading. In cases when strong winds are reported in
TMA area, controller must ask pilots to report indicated airspeed, to ensure correct
separation standards and speed control are applied.
1. To determine estimated crosswind, for an aircraft on approach, or crossing localiser,
controllers must ask crew to report their indicated spot wind, by using phrase:
“...(callsign) Report spot wind...”
3.3.5 Approach control service

The information presented on a radar display may be used to perform the following additional
functions in the provision of approach control service:
- Provide radar vectoring of arriving traffic on to ILS or LLZ approach, entering al-titude (FAP)
4000 FT, 2500 FT, 2000 FT or 1500 FT for the purpose of establishing an expeditious and
efficient approach sequence;
- Provide radar vectoring of arriving traffic on to VOR approach, entering altitude (FAF) 4000
FT, Altitude 2500 FT
- Provide radar vectoring of arriving traffic to a point from which a visual approach can be
completed.
Radar vectors should be given, and descent clearance should include an estimate of track
distance to touchdown. The minimum distance to touchdown is determined taking into
account distance from FAP (FAF) to touchdown, distance (length) of intermediate approach
segment and intercept angle with ILS or LLZ (VOR).
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Type of Approach Glide path Intercept Minimum distance to
entering altitude angle (degrees) touchdown
(feet) (NM)
ILS RWY 18/36, 1500 FT 0-15° 6,0

LLZ RWY 18/36 16-30° 6,5
31-60° 7,0
2500 FT 0-15° 9,1

16-30° 9,6
31-60° 10,1
4000 FT 0-15° 13,9

16-30° 14,4
31-60° 14,9
Table [1] Minimum distances to touchdown
3.3.6 Missed Approach

Missed approach procedures are detailed on the appropriate Instrument Approach Charts.
If the published levels (5000 ft and 6000 ft) of the Missed Approach Holding (REKBI or TETRI)
are occupied, new instructions will be given to aircraft under radar control.
3.3.7 Radar Failure

When radar control is interrupted (equipment failure), with the exception when the arriving
aircraft leaves the last heading to intercept the final approach track, new instructions will be
issued to each aircraft under control and the procedures detailed in paragraph 1.3 will be
brought into use.
3.3.8 Short-term Conflict Alert Procedures:

The generation of Short-Term Conflict Alerts is a function of an ATC radar data processing
system. If the distance between the three-dimensional position of two aircraft is predicted to
be reduced to less than the defined applicable separation minima within a specified time
period, the visual alert will be generated to the radar controller within whose jurisdiction area
the aircraft is operating. All types of flight transponder equipped aircraft with Mode C are
eligible for generation of STCA.
In the event an STCA generated in respect of controlled flights, the controller shall without delay
take action to ensure that the applicable separation minimum will not be infringed.
2.4.0.0. Air Traffic Control Services procedures, operations and separation minima
The horizontal radar separation minimum within Riga TMA, in accordance with technological procedures
of this manual, of Riga ATCC, if double radar coverage is provided between both identified, controlled
ACFT shall be 3.0 NM (5.5 km) and vertical separation is carried out according to ICAO Annex 2 Table
of Cruising levels.
According to terms of Doc 4444RAC/501 “RULES OF THE AIR AND AIR TRAFFIC SERVICES”
ACFT approach speeds should be closely monitored by the controller and when necessary
adjusted so as to ensure that separation is not reduced below the minimum.
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3.3.9 Communications
Riga Approach controller provides ATS using VHF radio stations on frequency 129.925 MHz,
121.5 MHz (in emergency situations).
The radio communication between the IFR aircraft and Air Traffic Controller held on the
frequency 129,925 MHz must be in English. According to ICAO regulations and phraseology
from ICAO SARPs, ICAO 4444 ATM and this manual.
The flight crew shall read back to the ATCO safety –related parts of ATC clearances and
instructions which are transmitted by voice. The following items shall always be read back:
- ATC [en]route clearance;
- Clearances and instructions to enter, land on, take off from, hold short of, cross, taxi and
backtrack on any runway;
- Runway in use, altimeter settings, SSR codes, level instructions, heading and speed
instructions and whether issued by the controller or contained in automatic terminal
information service broadcasts, transition levels.
Other clearances or instructions, including conditional clearances, shall be read back or
acknowledged in a manner to clearly indicate that they have been understood and will be
complied with.
4.1.1 Holding
During “rush hours” or events, when there are more than 10 a/c in zone, depending on
situation and runway in use, holdings might be required to optimise traffic flow in/out.
There are nine (9) pre-defined special holding points in Riga TMA:
IRMAN, ELMIX, SMARDE, TAGUL, NELPI, EKMAL, REKBI, KEGUM, TETRI, RIGA 18, RIGA
36.
REKBI and TETRI are used only for missed approaches (go around). No aircraft approaching
TMA shall be instructed to hold in these holding points, holdings should be optimised
depending on distance between aircraft and specific holding point. For example, aircrafts
entering via GUNTA, will be instructed to hold at NELPI or RIGA VOR (RIGA 18/RIGA 36), but
this rule can be overcome if needed, which means that other holding points can be used as
well.
Instructing a pilot to join a published holding pattern:
(callsign) PROCEED (or CLEARED) TO HOLDING (significant point, name of facility or fix)
[MAINTAIN (or CLIMB or DESCEND TO) (level)] HOLD AS PUBLISHED EXPECT
APPROACH (or FURTHER CLEARANCE) AT (time);
Example: BTI6FB, Proceed to holding SMARDE, hold as published, descend and maintain
FL 090, expect delay one zero minutes, due traffic congestion.
If it is necessary to specify the details of the holding pattern:
(callsign), HOLD AT (name of holding or fix), INBOUND TRACK (3 digits), [RIGHT (or
LEFT) HAND PATTERN]
Example: BTI6FB, Hold at TAGUL as published, inbound track 050 degrees, right hand
pattern Flight Level 100.
Pilots also may request level change during holding, or change of leg time, due to fuel
economy reasons. That request must be approved whenever possible by APP controller
-executive, by using phrase “approved”. ATCO also can ask the crew, what will be their
requested holding Flight Level, if traffic situation permits.
If information available, crew should be informed about estimated delay time, and/or exact
time, when aerodrome will be opened for landings, by providing time in Zulu, and number in
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sequence for approach, after holding.
e.g. “BTI6MC, airdrome will be closed for snow removal until time 1615”
Instruction to leave the holding, must be issued by APP controller, considering all separation
aspects as per ICAO 4444 ATM. Aircraft can be instructed to leave holding by a specific
heading or instruction to proceed to waypoint/FIX.
Radiotelephony: “...(callsign) LEAVE HOLDING NOW, FLY HEADING/INBOUND
(heading/waypoint) [ADDITIONAL INSTRUCTIONS]”
E.g. BTI6MC, Leave holding now, fly heading 050, descend altitude 4000 FT, QNH 1013,
number 3 in sequence.
4.1.2 Radio communication failure at the ATC Unit

If radio communication fails with "Riga Approach”, and no other radar control positions are
online, pilots must contact "Riga Tower" on 118.105 MHz for new instructions. In this case
TWR controller will be allowed to provide Radar service (radar control) to identified aircraft.
Detailed communication failure procedure:

Aircraft shall adhere to the procedure stipulated in Annex 2 (Rules of the Air) and in Doc
7030. If communication failure occurs during STAR execution, but approach clearance is not
received the pilot maintains the last received and acknowledged level (altitude) until IAF then
proceeds to holding patterns RIGA 18 or RIGA 36 and carries out an instrument approach for
the runway–in–use.
In the event of communication failure during radar vectoring, when approach clearance is not
received the pilot maintains the last received and acknowledged level (altitude), proceeds
direct to holding patterns RIGA 18 or RIGA 36 and carries out an instrument approach for the
runway in use.
If communication failure occurs when approach clearance is received the pilot proceeds in
accordance with the published approach procedures.
If communication failure occurs during a missed approach the pilot proceeds to the missed
approach holding patterns REKBI or TETRI, completes at least one holding pattern at 5000 ft,
then commences an approach for landing in accordance with the approach procedures via
RIA DVOR/DME.
4.1.3 Communication failure procedure for VFR aircraft

Aircraft shall adhere to the procedures stipulated in Annex 2 (Rules of the Air) and in Doc
7030. Aircraft outside controlled airspace experiencing communication failure and having
received no clearance should land at an aerodrome outside the control zone
4.1.4 Coordination
Approach controller in charge must coordinate shortcuts/re-clearances, speed control
restrictions and approach type clearances with Riga TWR, if present.
Coordination must be ensured via integrated “INTERCOM” system / GVCCS or Text
messages, using plain language, to ensure that both sides can understand what’s being said.
4.1.5 Radar Based Coordination Procedures

4.1.5.1 SSR Code Assignment:
Both ATS units shall transfer aircraft on verified discrete SSR codes. Any change of SSR
code by the accepting ATS unit may only take place after the transfer of control point.
42
4.1.5.2 Transfer of Radar Control
Transfer of radar control may be effected after prior verbal coordination provided the
minimum distance between the aircraft does not fall below 5 NM.
4.1.5.3 Silent Transfer of Radar Control
Transfer of radar control may be effected without prior verbal coordination provided the
minimum distance between successive aircraft about to be transferred is 10 NM and
constant or increasing.
Note: When using Mach number speed control, pilots concerned shall be instructed to report
their assigned Mach number to the accepting ATS unit upon initial contact.
4.1.6 Procedures for Coordination
4.1.6.1 ATS Routes and Flight Level Allocation
4.1.6.2 Flights from Riga TMA/CTR to Riga FIR/UIR

Traffic to be transferred before reaching airspace limit (FL 285)
Traffic to be on course to cleared FLP route point, not deviating from course.
Traffic to be with its assigned SSR code set prior transfer of Radar control.
4.1.6.3 Flights from Riga FIR/UIR to Riga TMA/CTR

Traffic to be cleared to lower FL (if required) for entering APP airspace, to ensure safe APP
path for aircraft.
Traffic to be separated adequately according to requirements and procedures and safe
separation minima is assured.
Transfer of Radar control shall not be executed later than 5 nm from border entering FIX
(point).
4.1.6.4 Sectorisation
Latvia virtual Area Control Centre
Riga AoR: Riga Control (Riga Control [Sector East]) (Riga Control [Sector West])
(Riga Control [Sector North]) (Riga Control [Sector South])
EVRR_CTR 135.100 MHz (primary) (EVRR_E_CTR 133.200 MHz)
(EVRR_N_CTR 135.100 MHz) (EVRR_S_CTR 134.750 MHz)
Callsign: “RIGA CONTROL”
Baltic AoR: Baltic Control (BALT_CTR 132.300 MHz)
Note 1: Secondary frequencies within parentheses ( ).

Note 2: Callsign for all EVRR Sector W, N, E, S and EVRR Primary frequency sectors is
RIGA CONTROL.
Note 3: For frequencies where the sixth digit is 5 (e.g. 129.925), the final 5 shall on VATSIM
be substituted with a 0 (zero) due to technical limitations (e.g. 129.920).
Radiotelephony Example:
“JAL407 Contact Riga Control on 134,750”
“Japan air four zero seven, Contact Riga Control, one three four, decimal seven five zero”
43

Riga ATCC1

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Riga ATCC

Local Regulations and Procedures

(c) Latvia virtual Area Control Centre (vACC) 2019

First published June 2011

0.1.3 Feedback and contact information

0.1.5 Radar Control programmes and files.

0.2 Amendment record

First edition 13 November 2010

3rd chapter added 28 June 2011

Manual completely re-edited, wrong parts

Manual re-edited, all spelling mistakes fixed

Manual re-edited; spelling mistakes

1.2.2 Geographical Data / Weather

1.2.3 Position list

VATSIM Radio Callsign Frequency Sectorisation Remarks

BALT_CTR Baltic Control 132.300 MHz Baltic ACC-C EETT/EVRR/EYVL

EVRR_CTR Riga Control 135.100 MHz Riga ACC-C Primary FREQ

EVRR_W_CTR Riga Control 135.100 MHz Riga ACC-W Sector - WEST

EVRR_N_CTR Riga Control 135.100 MHz Riga ACC-N Sector - NORTH

EVRR_E_CTR Riga Control 133.200 MHz Riga ACC-E Sector - EAST

EVRR_S_CTR Riga Control 134.750 MHz Riga ACC-S Sector - SOUTH

EVVA_ATIS Ventspils ATIS 126.800 MHz Ventspils ATIS

2.1 Riga Intl (EVRA)

2.1.1 About the airport

2.1.2 Runway usage

2.2 Riga Ground (GND)

2.2.2 Start-up and pushback

2.2.3 Standard Instrument Departures (SIDs)

2.2.4 Other departures

[Stand/gate assignment table WIP]

2.2.8 Coordination and handoff procedures

2.2.9 Controller information (text ATIS)

Syntax for IFR clearance with SID is as follows:

Pushback and startup radiotelephony:

P: Tower 118.105, BTI6NG

For arriving aircraft, normally the communication is also fairly simple:

2.3.1 Position description

PICTURE: RIGA AIRPORT GROUND AREAS OF RESPONSIBILITY:

Riga TWR controller’s duties and responsibilities:

To provide air traffic services for the following traffic:

The main tasks of Tower controller are following:

- clearances to enter the control zone;

Riga Tower Controller should:

2.3. Air Traffic Control Service procedures.

2.3.2 Separation minima and control procedures

- types of aircraft and their relative performance;

- ATC clearance is relayed to and acknowledged by the aircraft concerned.

If an approaching aircraft commences a missed approach procedure, the take-off

Arriving aircraft shall not be normally permitted to land until:

Provision of separation between aircraft

2.3.5 Visual approaches

Wake Turbulence Categorization

• LIGHT, L: Aircraft with MTOW of 7,000 kg or less

Wake turbulence radar separation between aircraft

1. instruct the arriving aircraft:

2. inform APP controller about nonstandard go around procedure TWR controller is

2.3.4 VFR flights

2.3.5 Coordination and handoff procedures

2.3.6. Transfer of Duties

2.3.2.1. APP-TWR. IFR arriving aircraft.

2.3.2.2. TWR-APP IFR departing aircraft.

- Transfer of communication instruction ("When airborne contact Riga - Approach on

2.3.2.4. GROUND-TWR. Departing aircraft