Norcal TRACON - "Reno" sector (RNO)
| Date | Code | Version | Contact |
|---|---|---|---|
| 2011-01-15 | SOP-222 | 3.00 | Facility Advisory Board (FAB) |
1. PURPOSE.
This Standard Operating Procedure (SOP) outlines the procedures to be used by controllers working Norcal Approach "Reno" sector, the primary airport KRNO, and satellite airports, to ensure that traffic flows are handled in as efficient and timely a manner as possible. By specifying standard handoff points, departure and arrival routes, coordination between adjacent facilities may be greatly reduced.
2. ROLES AND RESPONSIBILITIES.
The Office of Primary Responsibility (OPR) for this SOP is the ZOA Facility Advisory Board. This SOP shall be maintained, revised, updated or cancelled by the ZOA Facility Advisory Board. Any suggestions for modification / amendment to this SOP should be sent to the FAB for review.
3. DISTRIBUTION.
This SOP is intended for use by controllers staffing positions within Norcal Approach "Reno" sector airspace, as well as controllers working at positions interfacing with Norcal Approach "Reno" sector facilities
4. BACKGROUND.
Over time, controllers have found that having aircraft arrive via pre-approved arrival routes, either by STAR's (Standard Terminal Arrival Routes) or via vectors through pre-determined arrival fixes, provides for a more orderly traffic flow, and reduces the need for communication between Norcal Approach "Reno" and other Norcal Approach "Reno" sectors and ZOA Center positions. It is also vitally important that all facilities understand what an airplane is going to do (i.e., what altitude he has been cleared to) when he approaches an adjacent controller's airspace. These procedures outline what instructions pilots will be issued as they go from controller to controller.
5. PRIMARY RESPONSIBILITIES.
The primary responsibilities of the Norcal Approach "Reno" sector is the sequencing Reno area arrivals and separation of Reno area departures.
6. PROCEDURES.
a. Frequencies and Callsigns:
1. Norcal Approach "Reno" sector Combined shall use 126.30 as its frequency, RNO_APP as text callsign, and "NorCal Approach" for arriving traffic and "NorCal Departure" for departing traffic as voice callsign.
a. When split; Norcal Approach "Reno" North Sector (RNO_N_APP) shall use 126.30 and Norcal Approach "Reno" South Sector (RNO_S_APP) shall use 119.20.
2. Frequencies for secondary airports should be determined from appropriate publications.
b. Airspace and Sectorization Plan:
1. RNO_APP shall own the airspace within the lateral limits depicted on this graphic, from surface to FL190 , except all actively manned Class D airspace within the lateral limits.
2. Norcal Approach "Reno" Control may be split into two sub-sectors; Reno North Sector (RNO_N_APP) and Reno South Sector (RNO_S_APP). The split must be approved by the ATM, DATM, TA or Event CIC, no others can authorize this. See the information below for details on how to operate Reno Approach when split.
3. The Sector files authorized for use in operating this sector is the certified Center sector or the the Reno Approach sector file available on the "downloads" page of the ZOA ARTCC web site.
c. Release Procedures and Runway Use Plans:
1. The active runway plan will be determined by RNO_TWR per SOP_050. Normal prevailing winds are from the South.
2. Departure release procedures with RNO_TWR will only be in use upon request by RNO_APP.
d. Special Instructions:
1. Aircraft arriving with flight plans indicating "NO STAR" (or those that have not filed for an approved STAR) shall be have their clearances amended to approved STARs listed in this SOP, so that all traffic is placed on consistent arrivals streams.
2. Aircraft filing "NO DP" or "NO SID" (or those that have not filed for an approved DP/SID) shall have their clearances amended to approved DPs listed in this SOP, so that all traffic is placed on consistent departure streams.
e. Normal (South) Operations 16L/R Combined Sector:
1. ANAHO arrivals are received from OAK_C_CTR with instructions to cross ANAHO 16000. Departing ANAHO, aircraft shall be descended to 11000 and vectored to the approach course. During the final vector to the approach course or within 15 miles of the field, aircraft shall be descended to 9000 or 8500 according to MVA.
2. CANN arrivals are received from OAK_C_CTR with instructions to cross TRUCK at 16000. Departing TRUCK, aircraft shall be descended to 11000 and vectored to the approach course. During the final vector to the approach course or within 15 miles of the field, aircraft shall be descended to 9000 or 8500 according to MVA.
3. RYANN arrivals are received from OAK_C_CTR with instructions to cross RYANN at 16000. Departing RYANN, aircraft shall be descended to 11000 and given instructions "Depart FMG heading 340 vectors for approach". During the final vector to the approach course or within 15 miles of the field, aircraft shall be descended to 9000 or 8500 according to MVA.
4. SIERRA arrivals are received from OAK_C_CTR with instructions to cross HOBOA at 16000. Departing HOBOA, aircraft shall be descended to 11000 and vectored to the approach course. During the final vector to the approach course or within 15 miles of the field, aircraft shall be descended to 9000 or 8500 according to MVA.
5. KENNO arrivals are received from OAK_C_CTR with instructions to "descend via KENNO1 RNAV arrival". Aircraft will be aware RNO is landing south. Advise the pilot to "continue to descent via KENNO1 RNAV arrival". During IFR conditions aircraft should be vectored for the ILS 16R approach after MELNY.
6. Missed Approaches can be executed per the published procedures or alternately climbed to 9000 (prop) / 12000 (turbojet) and turned for left downwind to be re-sequenced as appropriate.
7. FMG departures shall proceed under pilot navigation and handed off to OAK_C_CTR.
8. RENO departures shall comply with the runway takeoff instructions and upon reaching 10000 shall be vectored to transition or to join a bay area arrival, then handed off to OAK_C_CTR. Note that this is the preferred departure procedure for Reno.
9. WAGGE departures shall proceed under pilot navigation and handed off to OAK_C_CTR.
10. ZEFFR departures shall be issued to RNAV equipped aircraft and shall proceed under pilot navigation and handed off to OAK_C_CTR.
11. Basic Vectoring for arrivals into Runway's 16L/R shall be done as followed: If an aircraft is arriving from the south or southeast, the aircraft shall be vectored or given direct FMG, then issued instructions to "Depart FMG heading 340 vectors for approach" Be sure to keep aircraft clear of the departure end of 16L/R. All other aircraft shall be vectored according for their assigned approach.
f. Normal (South) Operations 16L/16R for RNO_N_APP (North Approach Sector):
1. ANAHO arrivals are received from OAK_C_CTR with instructions to cross ANAHO 16000. Departing ANAHO, aircraft shall be descended to 11000 and vectored to the approach course. During the final vector to the approach course or within 15 miles of the field, aircraft shall be descended to 9000 or 8500 according to MVA.
2. CANN arrivals are received from OAK_C_CTR with instructions to cross TRUCK at 16000. Departing TRUCK, aircraft shall be descended to 11000 and vectored to the approach course. During the final vector to the approach course or within 15 miles of the field, aircraft shall be descended to 9000 or 8500 according to MVA.
3. RYANN arrivals are received from RNO_S_APP at 11000 with instructions to "Depart FMG heading 340 vectors for approach". During the final vector to the approach course or within 15 miles of the field, aircraft shall be descended to 9000 or 8500 according to MVA.
4. SIERRA arrivals are received from OAK_C_CTR with instructions to cross HOBOA at 16000. Departing HOBOA, aircraft shall be descended to 11000 and vectored to the approach course. During the final vector to the approach course or within 15 miles of the field, aircraft shall be descended to 9000 or 8500 according to MVA.
5. KENNO arrivals are received from RNO_S_APP with instructions to "descend via KENNO1 RNAV arrival". Aircraft will be aware RNO is landing south. Advise the pilot to "continue to descent via KENNO1 RNAV arrival". During IFR conditions aircraft should be vectored for the ILS 16R approach after MELNY.
6. Missed Approaches can be executed per the published procedures or alternately climbed to 9000 (prop) / 12000 (turbojet) and handed off to RNO_S_APP for a turn/vector to a modified left downwind 16L/R to be re-sequenced as appropriate.
7. Departures shall be handled mainly by RNO_S_APP, occasionally a departure may enter your airspace if headed to the north.
8. North sector's main job during South Operations is the vectoring/sequencing of arrivals into the airport, consider RNO_N_APP as a APP and RNO_S_APP as a DEP controller for South Ops. Visual Approaches may be coordinated between sectors if a aircraft reports the field in sight in RNO_S_APP airspace.
g. Normal (South) Operations 16L/16R for RNO_S_APP (South Approach Sector):
1. RYANN arrivals are received from OAK_C_CTR with instructions to cross RYANN at 16000. Departing RYANN, aircraft shall be descended to 11000 and given instructions "Depart FMG heading 340 vectors for approach". Aircraft shall then be handed off to RNO_N_APP for approach vectors.
2. KENNO
arrivals are received from OAK_C_CTR with instructions to "descend via
KENNO1 RNAV arrival". Aircraft will be aware RNO is landing
south. Advise the pilot to "continue to descent via KENNO1 RNAV
arrival" and hand off to RNO_N_APP.
3. Missed Approaches will be recieved from RNO_TWR or RNO_N_APP and can be executed per the published procedures or alternately climbed to 9000 (prop) / 12000 (turbojet) and turned/vectored for a modified left downwind 16L/R to be re-sequenced as appropriate.
4. FMG departures shall proceed under pilot navigation and handed off to OAK_C_CTR.
5. RENO departures shall comply with the runway takeoff instructions and upon reaching 10000 shall be vectored to transition, then handed off to OAK_C_CTR. Note that this is the preferred departure procedure for Reno.
6. WAGGE departures shall proceed under pilot navigation and handed off to OAK_C_CTR.
7. ZEFFR departures shall be issued to RNAV equipped aircraft and shall proceed under pilot navigation and handed off to OAK_C_CTR.
8. Basic Vectoring for arrivals into Runway's 16L/R shall be done as followed: If a aircraft is arriving from the south or southeast, the aircraft shall be vectored or given direct FMG, given a descent to 11000 then issued instructions to "Depart FMG heading 340 vectors for approach." Be sure to keep aircraft clear of the departure end of 16L/R. All other aircraft shall be vectored according for their assigned approach. Aircraft shall then be handed off to RNO_N_APP.
9. South sector's main job during South Operations is the vectoring/seperation of departures out of Reno, consider RNO_S_APP as a DEP and RNO_N_APP as a APP controller during South Ops. Visual Approaches may be coordinated between sectors if a aircraft reports the field in sight in RNO_S_APP airspace.
h. North Operations 34L/R Combined Sector:
1. TARVR arrivals are received from OAK_B_CTR with instructions to cross TARVR at 16000. Departing TARVR, aircraft shall be instructed to "Descend and maintain 11000" and cleared/vectored for the approach after SPOON, as appropriate based on the type of approach.
2. VIKES arrivals are received from OAK_C_CTR with instructions to cross LLC DME 40 at 16000. Upon entering RNO_APP airspace, aircraft shall be instructed to "descend and maintain 11000". Departing VIKES, aircraft shall be instructed to "descend and maintain 10000" and vectored to the approach course.
3. KENNO arrivals are received from OAK_B_CTR with instructions to "descend via KENNO1 RNAV arrival". Aircraft will be aware RNO is landing north. Advise the pilot to "continue to descent via KENNO1 RNAV arrival". During IFR conditions aircraft should be cleared for the LOC/DME-BC 34L approach from to SPOON.
4. Missed Approaches can be executed per the published procedures or alternately climbed to 9000 (prop) / 12000 (turbojet) and turned for a right or left downwind to be re-sequenced as appropriate.
5. FMG departures shall proceed under pilot navigation and handed off to OAK_C_CTR.
6. RENO departures shall comply with the runway takeoff instructions and upon reaching 10000 shall be vectored to transition, then handed off to OAK_C_CTR. Note that this is the preferred departure procedure for Reno.
7. Basic Vectoring for arrivals into Runway's 34L/R shall be done as followed: If an aircraft is arriving from the North or Northeast/Northwest, the aircraft shall be vectored or given direct FMG, given a descent to 11000 then issued instructions to "Depart FMG heading 160 vectors for approach" Be sure to keep aircraft clear of the departure end of 34L/R. All other aircraft shall be vectored according for their assigned approach.
i. North Operations 34L/34R for RNO_N_APP (North Approach Sector):
1. VIKES arrivals are received from OAK_C_CTR with instructions to cross LLC DME 40 (OSACU) at 16000. Upon entering RNO_N_APP airspace, aircraft shall be instructed to "descend and maintain 11000". then handed off to RNO_S_APP.
2. Missed Approaches will be recieved from RNO_TWR or RNO_S_APP and can be executed per the published procedures or alternately climbed to 9000 (prop) / 12000 (turbojet) and turned/vectored for a modified right downwind to be re-sequenced as appropriate.
3. FMG departures shall proceed under pilot navigation and handed off to OAK_C_CTR.
4. RENO departures shall comply with the runway takeoff instructions and upon reaching 10000 shall be vectored to transition, then handed off to OAK_C_CTR. Note that this is the preferred departure procedure for Reno.
5. North sector's main job during North Operations is the vectoring/seperation of departures out of Reno, consider RNO_N_APP as a DEP and RNO_S_APP as a APP controller during North Ops. Visual Approaches may be coordinated between sectors if a aircraft reports the field in sight in RNO_N_APP airspace.
6. Basic Vectoring for arrivals into Runway's 34L/R shall be done as followed; If a aircraft is arriving from the North or Northeast/Northwest, the aircraft shall be vectored or given direct FMG, given a descent to 11000 then issued instructions to "Depart FMG heading 160 vectors for approach" Be sure to keep aircraft clear of the departure end of 34L/R. All other aircraft shall be vectored according for their assigned approach. Aircraft shall then be handed off to RNO_S_APP.
j. North Operations 34L/34R for RNO_S_APP (South Approach Sector):
1. TARVR arrivals are received from OAK_B_CTR with instructions to cross TARVR at 16000. Departing TARVR, aircraft shall be instructed to "Descend and maintain 11000" and cleared/vectored for the approach after SPOON, as appropriate based on the type of approach.
2. VIKES arrivals are received from RNO_N_APP with instructions to descend and maintain 11000. Departing VIKES, aircraft shall be instructed to "descend and maintain 10000" and vectored to the approach course.
3. KENNO arrivals are received from OAK_B_CTR with instructions to descend "via KENNO1 RNAV arrival". Aircraft will be aware RNO is landing north. Advise the pilot to "continue to descent via KENNO1 RNAV arrival". During IFR conditions aircraft should be cleared for the LOC/DME-BC 34L approach from to SPOON.
4. Missed Approaches can be executed per the published procedures or alternately climbed to 9000 (prop) / 12000 (turbojet) and handed off to RNO_N_APP for a turn/vector to a modified right downwind to be re-sequenced as appropriate.
5. Departures shall be handled mainly by RNO_N_APP, occasionally a departure may enter your airspace if headed to the south.
6. South sector's main job during North Operations is the vectoring of arrivals into the airport, consider RNO_S_APP as a APP and RNO_N_APP as a DEP controller for North Ops. Visual Approaches may be coordinated between sectors if a aircraft reports the field in sight in RNO_N_APP airspace.
k. IFR Low Altitude Routing:
None.
h. Additional Comments:
1. The Sparks Visual Rwy 16L/R approach shall not be issued, as the required scenery landmarks are not simulated.
2. Be aware for KTVL (South Lake Tahoe) IFR traffic on the LDA/DME-2 as the IAF is FMG VOR, RNO_APP can clear an aircraft for the approach with coordination with OAK_C_CTR as only one IFR in/out at a time is allowed.
3. Rare Suicide Opeartions do exsist at Reno (KRNO). Only time Suicide Operations shall be run at Reno is under the ATM, DATM, or TA's approval. Suicide ops include the landing of aircraft on 34L/R while departing aircraft on 16L/R or landing on 16L/R and departing on 34L/R. Again, this is not authorized unless permission is given by the ATM, DATM or TA only.