2015

2015

Controllers and Pilots

CvACC Staff
November 2015

Manual
Procedures and Guidelines

Contents
1

PREFACE ...................................................................................................................... 4

INTRODUCTION ........................................................................................................ 5

FASTTRACK ....................................................................................................................5
3.1 Fast Track- for experienced controllers .................................................... 6
3.1.1 NICOSIA FIR ............................................................................................. 6
3.1.2 Larnaca Airport ......................................................................................... 6
3.1.3 Pafos

Airport..................................................................................................6

3.1.4 Extensive military airspace...................................................................6

4

INTRODUCTION TO THE AIRSPACE .......................................................... 7

4.1 Meet Cyprus ...................................................................................................... 8
4.1.1

The airspace ............................................................................................... 8

4.1.2

The Airports................................................................................................ 8

4.1.3

Main traffic Flows ...................................................................................... 8

4.1.4

Main airways ............................................................................................ 8

4.1.5

Main points ...............................................................................................9

4.2 Airspace Classification................................................................................. 10

5

ATM PROCEDURES............................................................................................... 11
5.1 Determination of the Transition Level ..................................................... 11
5.2 Nicosia Radar coordination procedures .......................................... 12
5.2.1 Between Nicosia/Lefkosia FIR and Tel-Aviv FIR ............................ 12
5.2.2 Between Nicosia/Lefkosia FIR and Cairo FIR .................................. 12
5.2.3 Between Nicosia/Lefkosia FIR and Istanbul FIR ............................ 12
5.2.4 Between Nicosia/Lefkosia FIR and Beirut FIR ................................. 12
5.2.5 Between Nicosia/Lefkosia FIR and Athina FIR ................................ 13
5.3 Nicosia Radar exit conditions ..................................................................... 13

5.4 Coordination between units in Nicosia FIR ........................................... 13

5.4.1 Flights between Nicosia Radar and Larnaca Approach .............. 13
5.4.2 Flights between Nicosia Radar and Pafos Approach ................... 14
5.5

Procedures between Larnaca Approach and Larnaca Tower ........... 15

5.5.1 Arriving Flights ........................................................................................ 15

5.5.2 Departing Flights .................................................................................... 15
5.5.3 VFR Flights ................................................................................................ 15
6

GENERAL GUIDELINES ................................................................................ 15

6.1 When online ........................................................................................... 16
6.2 When manning a position ................................................................ 16
6.2.1 Delivery

(_DEL) ....................................................................................... 16

6.2.2 Ground (_GND) ......................................................................................... 16

6.2.3 Tower (_TWR) ...........................................................................................16
6.2.4 Approach (_APP) .......................................................................................16
6.2.5 Radar (_CTR) ............................................................................................. 16
6.3

Quick Tips ........................................................................................................ 17

6.3.1

Overload in Approach ............................................................................ 17

6.3.2

Nicosia Radar ............................................................................................ 17

6.3.3

Overload in Nicosia Radar..18

6.4

Self-Study and progression.............................................................. 18

6.4.1 Training

Requirements ............................................................................18

6.4.2 Examinations..18
6.5

All pilots should know..19

LETTERS OF AGREEMENT (LOA)..19

PREFACE

The composition of this manual is a result of intensive and thorough study of ICAO documents,
Annexes, etc. as well as the geospatial and airspace limitations of Cyprus.

On behalf of CYPRUS vACC Staff

INTRODUCTION

In order to be able to enjoy our hobby even more, we must help each other. We can train so as
to function as realistically as possible in our environment while we dont introduce new
burdens to our communication and barriers to our hobby. This brings with it the requirement
for the standardization of the training especially for the controllers. The purpose of this
document is to assist this standardization in CvACC.
Above all we must never forget that our hobby is actually a game. At the end of the day, nobody
is going to die, nobody is at risk, and no money will be lost. So, relax, take it easy and enjoy
it. The reality of our hobby is that we cant possibly simulate everything or sometimes it would
be a pity to provide less, when in the network we can provide more. This is the case with
Cyprus.
The procedures we apply online are different than the real life procedures. This is because we
use state of the art software for radar clients that many air traffic control centers do not even
dream off. All our traffic is correlated with the positions being very precise and we dont have
problems such as obstacles and gaps in our radar coverage.
Furthermore, there are no flow restrictions meaning that at times we can accept more flights
than Cyprus handles in reality as our flow can get irregular. As a result, if we want to be
efficient, we have to be different as we are serving different traffic situations. This is not to say
that we are better than the real controllers. No matter how hard we try we will always be
amateurs. Maybe some of you have the potential and eventually seek a carrier in the aviation
industry, but thats a different story. We can never compare our online hobby to any real job,
be it a controller or a pilot.

FASTTRACK

3.1

Fast Track- for experienced controllers

Welcome t o C Y P R U S vACC! The following notes give an outline of the procedures

we have implemented in CvACC. For the full procedures read carefully throughout the whole
text.
3.1.1 NICOSIA FIR
Callsign Nicosia or Lefkosia Radar:
Separation is 10nm.
Full PSR-SSR coverage simulated.
Correlation depending on Euroscope settings.
5

One sector (LCCC_CTR) and 3 sub-sectors (LCCC_S, LCCC_E, and LCCC_W).

Traffic inbound LCLK and LCPH is cleared to FL130 or FL120 initially and then
released by Nicosia/Lefkosia Radar to LCLK and LCPH APP for the procedural
control when the aircraft crosses approximately FL210.
Delegation of separation might be coordinated between inbounds/outbounds (otherwise
known as DOS or RSYD scenarios).
As Cyprus is recognized on the networks as a PSA, there is an official LOA between
TRVACC and VATSIM that you should read carefully and apply (see Chapter 7).

Two aerodromes LCLK and LCPH with CTR class C to 8000 feet. Read coordination
procedures between units. Transition level is on FL110.
Main flows: LCLK: inbounds and outbounds via Athina (LGGG) FIR or Tel Aviv. LCPH:
mainly inbound traffic via Ankara and Athina FIR. Few overflights to CAIRO and BEIRUT.
3.1.2 Larnaca Airport
Callsign Larnaca Approach:

3.1.3

Separation is 5nm. 6nm when light traffic is following heavy.

Runway 22 ILS, 04 (VOR/DME).
Restricted to the north on extension ILS 22.
Traffic released for control below FL210 (approximately).
Delegation of separation may apply on opposite flows depending on the crossing point.
Class B in ATZ.
Squawks between 5601 up to 5677
VFR routes and training areas are available. See chart. VFR squawk : in the range of
00XX
Pafos Airport

Callsign Pafos Approach:

Separation is 5nm. 6nm when light traffic is following heavy.

Runway 11(VOR/DME) and ILS 29.
Traffic released for control below FL210 (approximately).
Class B in ATZ.
Squawks between 5540 up to 5577
VFR routes and training areas are available. See chart. VFR squawk : in the range of
00XX

3.1.4 Extensive military airspace

You can simulate the extensive military airspace to the degree you want. However, do not
unnecessarily delay traffic due to that.

INTRODUCTION TO THE AIRSPACE

4.1

Meet Cyprus

4.1.1 The airspace

Our vACC is operating in Nicosia FIR (LCCC) and we are happily neighboring with 6 other
countries. Turkey to the north, Syria, Lebanon and Israel to the east, Egypt to the south and
Greece to the west and their corresponding FIRs.

4.1.2

The Airports

In Cyprus we have the following airports as shown below. The major one with lots of
movements is Larnaca (LCLK).

LCLK: Larnaca airport.

LCPH: Pafos airport.
LCRA: Akrotiri RAF.

4.1.3 Main traffic Flows

The main traffic flows are as shown in the following picture. With red lines the departures and
arrivals from airports in Cyprus while with green the overflights are shown.

4.1.4

Main airways

The following airways are used to facilitate the flow shown above.
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4.1.5

UR19 overflights and inbound LCLK(when rwy 22 in use)

UW195 for inbound LCPH
UL609/UN134 for LLBG
UW11 and UR18 overflights and inbound OLBA
UB15 for OLBA
UA28 overflights
UA16 overflights and destinations in Cairo FIR.
Main points

The following chart shows the main points for entry/exit from the FIR and points used in
SID/STARs. Collocated with the airports there is also LCA (Larnaca) VOR and PHA (Pafos)
VOR.

4.2

Airspace Classification

The following airspace classification applies in Nicosia FIR.

Class A. Controlled airspace; No airspace is currently designated class A.
Class B. IFR and VFR flights are permitted; all flights are provided with air traffic
control service and are separated from each other. It comprises Larnaca and Pafos
aerodrome traffic zones only.
Class C. IFR and VFR flights are permitted, all flights are provided with air traffic
control service and IFR flights are separated from other IFR flights and from VFR
flights. VFR flights are separated from IFR flights and receive traffic information in
respect of other VFR flights. It comprises Larnaca and Pafos Control Zones and ATS
routes up to FL660 and Psevdas training area.
Class D. Controlled Airspace; No airspace is currently designated
class D.
Class E. Controlled airspace; No airspace is currently designated
class E.
Class F. Advisory airspace; No airspace is currently designated
class F.
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Class G. IFR and VFR flights are permitted and receive flight information service if
requested. It comprises all airspace outside the ATS routes below FL 195, CTR
zones, ATZ , the General Aviation training areas (except Class C training area
Psevdas) and all airspace 700 FT above surface.
The following table shows the relevant classification for the airspace:
Name

Callsign

Remarks

Class of airspace
Nicosia/Lefkosia Lower FIR
SFC-FL245 inclusive Nicosia
Class C
airspace

for

Radar

controlled

Class G for uncontrolled

airspace and B for ATZ

Nicosia/Lefkosia Upper UIR

FL245-FL660 Class C

Nicosia/Lefkosia Radar

Larnaca and Pafos CTR

SFC-8000 ft Class C

Larnaca/Pafos

Class B for ATZ

Larnaca and Pafos ATZ

SFC-3000 ft Class B

Larnaca Tower/Pafos Tower

All airspace outside the ATS routes below FL195, outside CTRs zones and outside ATZs.
General Aviation Training areas (except Psevdas training area - Class C)
And from SFC-700ft
Class G
5

ATM PROCEDURES

5.1 Determination of the Transition Altitude and Transition Altitude

The transition Altitude (TA) and Transition Level (TL) has standard price in Nicosia's
FIR's all airports and it is 9000ft whereas the TL is FL110.

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5.2

Nicosia Radar coordination procedures

5.2.1 Between Nicosia/Lefkosia FIR and Tel-Aviv FIR

5.2.1.1 Start of Descent and Initial Climbs
Nicosia ACC shall clear traffic inbound Tel Aviv FIR, except for over-flights, to FL210 via
LEDRA or ERIMO. Nicosia ACC shall clear traffic inbound Tel Aviv FIR, except for
over-flights, to FL270 via VELOX.

Two traffics with less than 20 nm on the same direction will be separated 2,000ft (first
traffic descending to FL210, second to FL230).
Tel Aviv ACC will clear departing traffic not higher than FL260.

5.2.1.2 TRANSFER OF CONTROL AND TRANSFER OF COMMUNICATIONS

5.2.1.2.1 Release Points
To facilitate sequencing of arrivals, Nicosia ACC will release traffic as soon as it passes
positions LEDRA, ERIMO, VELOX, clear of conflicting traffic or as coordinated.

5.2.2 Between Nicosia/Lefkosia FIR and Cairo FIR

To avoid unnecessary changes of cruising levels and to conform with inbound/outbound
traffic over reporting point LAKTO (NICOSIA/CAIRO FIR/UIR boundary point) and
reporting point VELOX within Nicosia FIR/UIR on Airway W11/UW11 aircraft flying
along
these Airways are assigned Odd and Even flight levels as follows:
For North East bound Even Flight levels.
For South- West bound Odd Flight levels.
** Along the Airway R18/UR18 joining the reporting points VELOX, DESPO and ALSUS,
aircraft flying along these airways are assigned Odd and Even flight levels as follows:
North-East bound Even flight levels
South-West bound Odd flight levels
5.2.3 Between Nicosia/Lefkosia FIR and Istanbul FIR
According to the published Letter of Agreement, see chapter 7.
5.2.4 Between Nicosia/Lefkosia FIR and Beirut FIR
Aircraft inbound OLBA shall be cleared for FL190 when traffic enters either via KUKLA,
BALMA or ELIKA and should be released below FL210 or 20-30nm before the boundary.
Aircraft departing OLBA shall be cleared for FL180 via KUKLA, BALMA and ELIKA.
Other FLs only under coordination.
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5.2.5 Between Nicosia/Lefkosia FIR and Athina FIR

Westbound aircraft routing via EVENO shall be transferred at level or climbing to their
requested level subject to known traffic1.

Known traffic is defined as traffic routing eastbound via EVENO between the 2 units.

Flights with destination LGRP shall be cleared at FL280, when pilots asks for descent, to
the corresponding Athina FIR sector.

5.3 Nicosia/Lefkosia Radar exit conditions

Standard techniques apply. Conflicting traffic with a projected distance of less than 10nm
must be instructed to continue present heading until both aircraft are clear of each other.
When solving enroute conflicts always vector the slow aircraft behind the fast aircraft
unless the situation is such that this would not be favorable.
Between two aircraft exiting the airspace you need to have at least 10nm constant or
increasing. You can assure that by the reported mach numbers or the aircraft types. If
mach numbers are similar you can instruct the aircraft to fly those speed ie lock them on
speeds. You can go down to 5nm after coordination with the next unit.

5.4 Coordination between units in Nicosia/Lefkosia FIR

The following paragraphs refer to the coordination procedures between Nicosia Radar,
Larnaca APP and Pafos APP.
5.4.1 Flights between Nicosia Radar and Larnaca Approach
All aircraft inbound Larnaca are released for procedural control after crossing FL210
usually.
Coordinated flight levels between Nicosia ACC and LCLK_APP
(inbound traffic)

BONEK: FL130
PHA:FL130
RUDER: FL120
REXAL: FL120
BOSIS: FL120
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AMAKO: FL120
BETID: FL130
(outbound traffic)
For departures going westbound Larnaca gives an initial FL200 and hands off to Nicosia
ACC when the aircraft crosses 8000ft. (Larnaca can always ask for another report and keep
the aircraft under its control if he thinks there would be a conflict with an inbound traffic.
Traffic must be clear before handing over to Nicosia ACC)
For departures eastbound or southbound Larnaca gives and initial FL110 and hands off to
Nicosia ACC when the aircraft crosses 8000ft. (Larnaca can always ask for another report
and keep the aircraft under its control if he thinks there would be a conflict with an
inbound traffic. Traffic must be clear before handing over to Nicosia ACC)
SIDs and STARs used according to runway in use

KOBER1A

Nicosia Radar shall establish longitudinal separation between the arriving flights as far as
practicable.
5.4.2 Flights between Nicosia Radar and Pafos Approach
All inbound traffic to LCPH is cleared to FL130 by Nicosia/Lefkosia ACC and hands over
to Pafos Approach after crossing FL210. Pafos gives initial FL120 and hands over to
Nicosia after aircraft crosses 6000ft.

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5.5 Procedures between Larnaca Approach and Larnaca Tower

5.5.1 Arriving Flights
Arriving flights to runway 22 will normally be given the appropriate STAR as shown
above for an ILS approach and shall be handed off to TWR as soon as they report
established. Arriving flights to runway 04 will normally be given the appropriate STAR
as shown above and shall be transferred when established.
5.5.2 Departing Flights
Departing flight from runway 22 shall be assigned the appropriate SID. Transfer of
communication shall take place when the aircraft is airborne. Departing flights from
runway 04 shall be assigned the appropriate SID.
5.5.3 VFR Flights
Aircraft flying traffic circuit remains under the control of LCLK_TWR. Aircraft
executing VFR route shall comply with the published VFR routes and max altitude
(3000ft) or otherwise instructed by the LCLK_APP. LCLK_APP is the only responsible.

GENERAL GUIDELINES

6.1

When online

Every time you login, you join a group of people from many countries, many
backgrounds, and of all ages and of course various degrees of experience, if any, on the
simulated environment. New members are entitled to a kind of immunity. Never get
angry, never complain and above all, be patient and try to help!!! Remember, you were a
new member once and probably someone tried to help you.
Sometimes, pilots may complain on the frequency that you are very slow or that you are
keeping them on the ground for long etc. Dont worry. This is happening in the real
environment as well due to the fact that sometimes they are not aware of the full traffic
picture. That is why sometimes they do not understand your decisions. Keep calm and
continue.
The official method of communication in VATSIM is voice. However text is also
available. Be prepared, know your aliases and be ready to provide text service if needed.
Pilots may request text for various reasons. It could be that they dont understand our
accent or the communication is not very clear or it is broken. It could also be that
someone around them is sleeping so they cant talk loud. Finally, it could be that for
other reasons (such as disability etc.) simply they cant or they find it hard to do so.
Respect all of the reasons mentioned above and provide the same service as you do via
voice communications.

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6.2

When manning a position

6.2.1 Delivery (_DEL)

The delivery position is one of the easiest and one of the first ones you will be working
on. However it is crucial as without proper clearances planes will be flying all the way
around. Once in a while a new member will call you to request a clearance. Maybe they
dont know what a clearance is, or what an SID etc. is. Dont get nervous or mad. Try to
help him/her if you can, issue alternative instructions and try to coordinate it with tower
approach etc. If the unit above you be it tower approach or radar, asks you to pass a
different clearance than the one you were planning to, comply. It is probably for a good
reason. The frequency is
6.2.2 Ground (_GND)
When you are serving as ground, try to keep a balance. Yes, all aircraft request a
clearance and they need taxi as well. However, you cannot serve everyone at the same
time. We work on a first come first serve basis. So try to provide your services to the
flight that called in first. You can of course skip that sequence in order to establish a
proper flow of traffic. For instance, if you have 2 flights one ATR72 and one B744
following the same route calling in for taxi at the same time, try to send the B744 first as
he will be faster. Be establishing a sequence you help your fellow controllers and make
their job easier. Above all we must work as a team. When nobody else is online you are
not entitled to give takeoff or landing clearances. You can of course give information to
the departing flights regarding other flights that could be an issue. As ground you will also
man delivery in unmanned. As ground you will also take the responsibilities of delivery
if unmanned. The frequency is 119.100.
6.2.3 Tower (_TWR)
Yes, you will be responsible for the active runway and everything from the holding
position to the final approach and the traffic pattern. Therefore you need to be quick and
take decisions in time. Remember to keep your ATIS updated and inform the other units
regarding the runway in use. You and only you decide which runway you want to use.
When you are the only one online you are not entitled to provide radar service and you
shouldnt do so. You are a tower position and not an approach position. Even if they ask
you for approach vectors you should refuse. As tower you will also act as ground and
delivery if unmanned.
6.2.4 Approach (_APP)
Larnaca airport is a procedural tower, which means that there is no radar coverage. (no
vectors). Procedural control is the real control made in Cyprus for all the airports. On vatsim
we can always take a look on the radar screen to make sure things are good but do not forget
that, yes you can see the traffic but procedures shall be applied. Instruct an aircraft to enter a
holding pattern as published in any case you think this is needed. The frequency is 121.200.
6.2.5 Radar (_CTR)
You are a veteran of the approach position. You cant really recall when you started
controlling planes online but you are sure that if they ever create software that vectors
16

automatically aircraft, they will use your advice and your vectoring technique as an
example. Now, hold your horses. Working on a radar sector especially during an event or
when other units are offline is tricky. It can be that you are online alone and you will have
to do everything from Larnaca delivery to Nicosia radar. No matter how good you are,
remember that your capacity is limited. If you cant deal with the traffic you have and
there is nobody else to assist you, create a level limit. Write in your atis that you are
controlling from FL80 and above for instance. It is ok. Also be aware that your workload
doesnt only depend on the number of aircraft you have but it also involves complexity. 4
arrivals difficult to separate together with some departures on the same direction mixed
with VFR traffic and a new pilot requesting help sounds complex already. It might be that
you are overloaded with 8 aircraft and it might be that you handle 35 easily.

6.3

Quick Tips

Working radar requires skill that you will be building with experience as you progress.
Your number one priority is safety. Then, expedition follows. Hopefully the following tips
will help you both on approach and acc work:

Scan your traffic. Train your eyes to go from one aircraft to the other continuously.
Follow a pattern. Like we do in instrument flying. The sequence is up to you to
decide. You can work clockwise or in small circles or anything else that suits you.
Dont just watch the screen and wait for things to happen. You have to actively
think about and plan for each aircraft. Ask yourself questions for every aircraft.

6.3.1 Overload in Approach

If you feel you are getting overloaded and you see more traffic coming dont
hesitate to ask for help.
If you lose the picture scan all your traffic carefully. Try to get rid of traffic you
dont need.
Concentrate to the important-critical problems you have at the time. Consider
putting aircraft on hold for some time.
Coordinate with Nicosia Radar, ask them to keep the inbounds for a while.

6.3.2 Nicosia Radar

Read the label, what is the routing of the aircraft?

Is there going to be any conflicting aircraft on this routing?
If yes, think how you can solve the problem. Measure distances, see the
groundspeed, and adjust the velocity leaders. Decide who is first on the crossing.

See if you can go for a level change as well.

Once you decide what to do, do it. Keep an eye on how it works. If it doesnt, go
with plan B.
Air traffic control is about spotting and solving problems like the one above, once
you finish, continue scanning to detect the next potential problem.
Think about restrictions you have and the procedures. We are a team, if you dont
descend your aircraft in time, approach has more work to do. They have their own
problems to solve, dont give them extra work.

17

Set your priorities right. A level change is more important than a frequency
change. Solving a conflict is more important than giving a direct routing. . Try to
make a mental list of things you have to do and arrange them in the right order.
When giving direct routings think about how this is going to affect your traffic
and other units traffic in general. Scan and take into account all the traffic flying
around that could be affected by your decision.

6.3.3 Overload in Nicosia Radar

6.4

Keep calm. Continue working your traffic and try to get rid of aircraft you dont
need. Ask for help if other controllers are around, it might be that you can split
vertically the sector.
If approach is not busy ask for their help, you can transfer aircraft a bit earlier and
they can do some work for you.
Keep scanning your traffic and concentrate on safety critical problems. Set your
priorities right.

Self-Study and progression

We will of course help you during your first steps in air traffic control and whenever you
need our help. However, after a certain point and depending on how much you want to
learn about air traffic control your progress is up to you. On the website you will find
plenty of material and explanations. As a first step you should visit the VATEUD training
department and material. On a deeper study you can refer to the real world manuals and
documents. One thing to be aware of is that in reality in different countries different
regulations and procedures may apply. It doesnt mean necessarily that they are better or
worse, right or wrong. Its just the way it is. A brief summary is given below.
The basic requirements in reality are according to ICAO, the International Civil Aviation
Organization. ICAO publishes 18 annexes. Of interest to us are the following annexes:

Annex 2 - Rules of the air and Annex 11 Air traffic services

On top of that ICAO publishes the following documents of interest to

us:

Doc 4444 Air Traffic Management , this is the bible of air traffic control
Doc 9432 Phraseology
Doc 7030 Regional Procedures

Obviously thousands of documents, books, manuals, tutorials etc. exist in general. The
more you read, the better you become. If you have any questions dont hesitate to contact
the training department. Of course we dont know everything but we might be of help.

6.4.1 Training Requirements

In CVACC we completely comply with the instructions and requirements set out by
18

VATSIM. Occasionally and depending on the members interest we are willing to run
sessions for refresher training, emergency scenarios or anything else you need or you can
think off.
6.4.2 Examinations
Some of the ratings do require a controller practical test examination to be conducted. In
others a local examination can take place. For these ratings the VATSIM guidelines will be
followed. The examiners are always approved by VATEUD and do meet VATSIM
standards. That is not to say that they dont make mistakes or that they are always right.
We try to always to our best. Our aim in training is to help you pass every examination
and have as many controllers as possible enjoying our hobby. That means, you always
start an examination with an advantage, we want you to pass. There is no reason to stress
and there is no reason to worry.
6.5

All pilots should know

Dear pilots, for those of you planning to travel across our lovely Lefkosia airspace either
overflying or having final destination one of our domestics you need to be aware of some
procedures that take place in each airport and you all need to comply with.
1) When runway 22 is active at Larnaca, traffic coming from northwest/west enters the
TMA via BONEK only (your flight plan will be amended by Nicosia), executing
BONEK1A for the ILS X. Traffic from northeast/east enters via RUDER DCT
SOBOS for the ILS S. Traffic entering via BETID should expect a direct to LCA after
BETID for the ILS X. All departures going west will be routed via PHA2B only.
2) When runway 04 is active at Larnaca all traffic coming from northwest/west enters
the TMA via PHA only, executing PHA2A arrival for the VOR Z approach (your
flight plan will be amended by Nicosia). Traffic from northeast/east enters via
RUDER and RUDER1A for VOR Z. Traffic entering via BETID expect BETID1A
for VOR Z. All departures going west will be routed via BONEK1D.
3) All pilots should be aware of the fact that procedural control is only provided in both
Larnaca and Pafos. Radar vectoring will be provided in the extreme case when an
aircraft does not comply with the procedures as shown in the charts, and there is a
high risk of conflict. So, remember that a good pilot is the one who has charts on
board.

LETTERS OF AGREEMENT

7.1 LoA between TRvACC and CvACC

http://www.vatsim.eu/LoA/LoA6Mar2004.pdf
7.2 LoA between Lebanon vACC and CvACC
http://vatleb.vatme.net/cyprus-vacc-letter-of-agreement/
7.3 LoA between VATIL and CvACC
https://drive.google.com/file/d/0B7k7GGfTD7tZTzBpSVlTemJHNXc/view
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Training Department

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