|ATC Callsign||Lelystad Tower|
Lelystad Tower is responsible for traffic on the aprons, runway and in the EHLE Control Zone. It is lelystad Tower's responsibility to safely, but expeditious, manage the flow of traffic: aircraft taxing to and from the runway, aircraft landing and taking off, aircraft entering, leaving or transiting through the CTR. Lelystad Tower will also cover the responsibilities of Lelystad Delivery in his absence. If Lelystad tower and approach are offline, EHAM_APP will take over the responsibility.
Tower is responsible for the usage of the runway, only one aircraft shall be cleared to use the runway at any time, only exemption is a line up behind a just departed or landed aircraft. The runway is considered to be clear when a airborne aircraft has passed either the runway end or runway sides or if a aircraft on the ground has passed a holding point line completely.
When EHR49 is active the AMGOD and IDRID SID cannot be used. BERGI will replaces AMGOD and IDRID will replaces VOLLA.
When EHR8A is active the AMGOD SID cannot be used. BERGI will replaces AMGOD.
Before allowing an aircraft to enter the runway (for takeoff or lineup) tower shall:
There is no traffic on short final that will not be able to land due to the aircraft entering the runway.
Check if the runway is clear
Check if wake turbulence is no factor (this includes a previous touch and go, they are an arrival AND departure)
Issue any additional instructions
If required for safety Tower is allowed to revoke a takeoff clearance or have the pilot abort his takeoff. This can either be done by:
If the aircraft is not yet moving, cancellation of the takeoff clearance
If the aircraft is moving the abortion of the takeoff roll.
Keep in mind that if the pilot has passed his V1 speed (point of no return) he cannot abort his takeoff.
Arriving traffic (IFR) is handed to the tower controller either established on ILS/VOR/NDB final or with the runway in sight for a visual approach.
if possible issue a landing clearance
else tell the pilot to continue his approach and give him the number in sequence for landing (number 1 is the aircraft closest to but not yet passed the runway threshold, traffic on the runway does not add to this number)
The runway is clear
Tower has the authority to revoke a landing clearance, he can either do this by:
Cancelling the landing clearance, this will have the arrival continue his approach and could be used to have an other aircraft make a touch and go or departure in front of the arrival.
Issue a go around instruction, in this case the approach has to be aborted and the aircraft shall continue on the published missed approach or follow instructions of the tower.
VFR traffic will normally follow published VFR routes. Tower is allowed to deviate from this if traffic permits by agreeing on a different route with the pilot, if no satisfactory route can be agreed on VFR shall follow the published routes.With the CTR class C Tower is responsible to separate IFR from VFR and vice versa, VFR flights have to separate themselves if traffic information is given to both VFR flights.
VFR flights en-route and in the circuit can be delayed by giving an orbit, either at a reporting point or at a point in the circuit. VFR circuit traffic could also be delayed by extending there up or downwind leg, if the tower decides to extend he is responsible for turning the aircraft back to crosswind or base, and from there the VFR flight shall continue his circuit. The tower may clear the VFR flight to turn base behind an arriving aircraft when the VFR traffic has the other arrival in sight, if applicable the VFR flight has to be warned about wake turbulence.
If a circuit trainer gets to close to a preceding aircraft he can be cleared for a stop and go in stead of a touch and go, in this case tower informs the pilot this will be a touch and go and clears him to land, if spacing is sufficient tower issues a takeoff clearance.
Remarks on delay techniques:
Traffic in an orbit is unable to see other traffic, make sure there is sufficient space between multiple orbiting flights.
Do not let your circuit get to big! Every mile a flight has to extend he has to fly back.
NOTE: VFR circuit traffic either on touch or stop and go is considered an arrival and departure, therefore has to have sufficient wake turbulence separation with a preceding departure! Tower may hand this responsibility to the pilot by informing him of the heavier traffic ahead and issuing a clearance regarding that traffic and his wake.
The runway depends on the wind.
Tower is responsible for all ground traffic and hands out taxi clearances, a taxi clearance consists of:
Taxi to ... (location)
(runway if the location is a holding point)
via (taxi route)
Lelystad has the following arrival and departure route for VFR:
The B departure and arrival shall be flown at 1000ft.
The M departure and arrival shall be flown at 1500ft.
Lelystad has one VFR circuit at 500ft.
MIKE DEPARTUE AND BRAVO ARRIVAL ARE TEMPORARILY OUT OF USE
Departures should be transferred to (in order of writing) as soon as practicable but before passing 2000ft:
VFR Flight to Eelde, Startup issued by Lelystad delivery.
Lelystad Tower, PHABC, Cessna 172, VFR to Eelde, information A, Request Taxi.
PHABC, Taxi Holdingpoint runway 23
Taxi Holdingpoint runway 23, PHABC
PHABC at holdingpoint runway 23 ready for departure
PHABC Wind 230 degreed 05 Knots Bravo departure, runway 23 cleared for takeoff
Bravo departure, runway 23 cleared for takeoff, PHABC
The Departure given in this example is for illustration purposes only, all departures and arrivals VFR can be found on the Lelystad Quickview.
A conditional lineup clearance,
PHABC, behind the landing Boeing 737 line up runway 23 behind
Behind the landing Boeing 737 line up runway 23 behind, PHABC
VFR Flight From Eelde to Lelystad approaching Bravo.
Lelystad Tower, PHABC, Cessna 172, Approaching Bravo 1000ft, information A
PHABC, Squawk 0060
Squawk 0060, PHABC
PHABC, Cleared Bravo arrival runway 23 QNH1013 information A correct
Cleared Bravo arrival runway 23 QNH1013, PHABC