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1.1. ATS surveillance service is provided by the ATC units listed below:
Units
All ACC, APP and TWR.
Note. ATS surveillance service is provided only when permitted by the aerodrome control service work-load. Vectoring provided exceptionally. Aircraft will not normally be informed that radar identification has been achieved.
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1.2. The aerodromes specified below are equipped with PAR, approved for civil use:
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2.1.1. Only if it has been identified by carrying out a turn an aircraft will be advised of its position.
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2.2.1. Unless a greater separation is applicable in accordance with turbulent wake conditions the following separation minima are applied:
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2,5 NM on certain airports during final approach and during following conditions;
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The average runway occupancy time of landing aircraft is proven, by means such as data collection and statistical analysis and methods based on a theoretical model, not to exceed 50 seconds;
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Braking action is reported as GOOD and runway occupancy times are not adversely affected by runway contaminants such as slush, snow or ice;
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A radar system with appropriate azimuth and range resolution and an update rate of 5 seconds or less is used in combination with suitable radar displays;
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The aerodrome controller is able to observe, visually or by means of surface movement radar (SMR) or a surface movement guidance and control system (SMGCS), the runway-in-use and associated exit and entry taxiways;
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The preceding aircraft shall be of the same or lower turbulence category from aircraft operation directly behind. Aircraft count to turbulence category H or J shall not be the preceding aircraft.
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3 NM or 5 NM between identified aircraft depending on distance from the site of the radar antenna.
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2.2.2. In order to eliminate or minimize the hazards caused by wake turbulence, the radar separation minima specified below are applied, unless a greater separation is prescribed as specified above.
Aircraft types are divided into four wake turbulence categories as follows:
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J
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SUPER |
For aircraft A380-800 |
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H
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HEAVY |
MTOM 136 000 kg or more |
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M
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MEDIUM |
MTOM less than 136 000 kg but more than 7 000 kg |
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L
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LIGHT |
MTOM 7 000 kg or less |
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Ledande (framförvarande) luftfartyg, kategori/
Leading aircraft, category
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Efterföljande (bakomvarande) luftfartyg, kategori/
Following aircraft, category
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J
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H
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M
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L
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J
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6 NM |
7 NM |
8 NM |
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H
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- |
4 NM |
5 NM |
6 NM |
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M
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- |
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5 NM |
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2.2.3. The separation minima shown in 2.2.2 are applied when:
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An aircraft is operating directly behind another aircraft at the same level or less than 1000 ft below; or
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Both aircraft are using the same runway, or parallel runways separated by less than 760 m, or
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An aircraft is crossing behind another aircraft at the 6 o’clock position.
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2.3.1. Speed adjustment is applied only when the maintaining of an orderly flow of air traffic is thereby considerably facilitated. The following procedures are applicable:
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Speed adjustment is requested to even tens of knots (IAS) only.
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Only if the pilot-in-command, when asked, accepts this, an aircraft will be requested to maintain a lower speed than:
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En route och ankommande/ En route and arrival:
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Flight level
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Jet
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Turboprop or prop
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Above FL 245
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250*) |
170 |
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Below FL 245
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160**) |
150**) |
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*) or adequate Mach number.
**) or during approach: minimum approach speed.
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Departure:
Jet 230 kt, turboprop or prop 150 kt.
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2.4.
Obstacle clearance during vectoring
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2.4.1. Vectoring of IFR traffic is not permitted below the minimum vectoring altitude.
Note. Inside controlled airspace the controller will, when vectoring an IFR flight and when giving an IFR flight a direct routing which takes the aircraft off an ATS route, issue clearances that provide prescribed obstacle clearance until the aircraft reaches a point where the pilot will resume own navigation.
Correction for low temperature effect will be made at 0° and below.
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2.4.2. The minimum vectoring altitude is an established altitude which should be one of the following:
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The area minimum altitude (AMA) shown on the valid Enroute Chart in ENR 6‚ or
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The minimum sector altitude (MSA) shown on the IAC; or
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The minimum altitude determined for an established vectoring area.(see 2.4.3)
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Established minimum vectoring altitude is published in AD 2 for each airport on:
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Area Chart TMA
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Standard Departure/Arrival Chart (SID/STAR)
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ATC Surveillance Minimum Altitude Chart
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2.4.3. Vectoring areas are established where a permanent need exists for vectoring at altitudes below the relevant AMA or MSA.
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2.4.4. The minimum vectoring altitude determined for a radar vectoring area will provide a minimum clearance of 300 m (1000 ft) above all objects within 6 km (3 NM) of the position of the aircraft.
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2.5.1. General
Arriving traffic may be vectored to the final approach path without normal surveillance routes being published on IAC.
Note. Normal surveillance routes constituting part of a STAR are always published on the appropriate IAC.
Information about OCA/H will be passed on request only.
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2.5.2. SRE Approach (Not applicable)
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2.5.3. PAR Approach
Information about deviation from the glide path will be given as SLIGHTLY ABOVE, ABOVE, or WELL ABOVE GLIDE PATH and SLIGHTLY BELOW, BELOW, or WELL BELOW GLIDE PATH respectively.
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3 Operation of SSR transponders
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3.1. Current requirements for transponder equipment in power-driven aircraft are specified in GEN 1.5.
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3.2. An aircraft carrying a transponder shall operate it at all times, including automatic altitude reporting. Unless otherwise instructed by ATS,
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3.3. The transponder shall be set to a code as instructed by ATS or, if no such instruction has been received, on code 7000.
Exceptions see 3.7, 3.8 below and ENR 1.13.
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3.3.1. A pilot having already received a code setting instruction before entering Sweden FIR shall maintain that setting until otherwise instructed.
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3.3.2. The pilot shall acknowledge code setting by read-back.
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3.4. When requested by ATS to "RESET SQUAWK" (mode, code), the pilot shall reselect his assigned mode and code.
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3.5. When requested by ATS "CONFIRM SQUAWK (mode, code)" the pilot shall verify the mode and code setting on his transponder and confirm to ATC the setting displayed on his transponder.
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3.6. The pilot shall not “SQUAWK IDENT” (i.e. operate the identification button) unless requested by ATS.
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3.7. Emergency procedures
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3.7.1. An aircraft encountering an emergency and having previously been instructed by ATS to operate the transponder on a specific code shall maintain this code setting unless otherwise advised by ATS. Under all other circumstances the transponder shall be set to mode A code 7700.
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3.7.2. Notwithstanding the procedure specified in 3.7.1, mode A code 7700 may be selected whenever there is reason to believe that this would be the best course of action.
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3.8. Radio communication failure procedures
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3.8.1. In the event of a radio communication failure, mode A code 7600 shall be selected. Applicable established radio communication failure procedures are to be followed.
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3.8.2. If an IFR flight encounters visual meteorological conditions and the pilot-in-command decides to continue to fly in visual meteorological conditions, mode A Code 7601 shall be selected. Applicable established radio communication failure procedures are to be followed.
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Note. When the controller by instructing the aircraft to “SQUAWK IDENT” (identification button) is able to determine that the aircraft receiver is functioning, further control of the aircraft will be continued within the SSR area of coverage using “SQUAWK IDENT” as acknowledgement of clearances and instructions issued.
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