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  • Procedural Towers are found around the country where traffic levels warrant a full approach service, but not the cost of installing a radar and consoles. Many of these locations will have limited radar or other surveillance coverage and the tower will be equipped with a situational awareness tool that displays aircraft within coverage.

    We will demonstrate a flight between Hobart and Launceston to illustrate the phraseology and reporting requirements when under the control of a procedural tower.

    We will be operating VHZFR, a Beechcraft King Air 350, from Hobart to Launceston via W295 at FL120.

    VHZFR [on 121.7]: Hobart Ground, Zulu Foxtrot Romeo for Launceston, 3 POB [persons on board], received Bravo, request clearance and taxi

    Hobart Surface Movement Control: ZFR, cleared to Launceston, direct, maintain FL120, squawk 2415

    ZFR: Cleared to Launceston, direct, maintain FL120, squawk 2415, ZFR

    HB SMC: ZFR, taxi to holding point Delta, Runway 30, time check 57 and a half [57 minutes 30 seconds past the hour]

    ZFR: Taxi to holding point Delta, Runway 30, ZFR

    As we approach the holding point, we can change to the Tower frequency without being prompted.

    ZFR [on 118.1]: Hobart Tower, ZFR, ready

    HB Tower: ZFR, make left turn, cleared for take-off

    ZFR: Make left turn, cleared for take-off, ZFR

    After take-off, you should turn right to intercept the W295 airway within 5 NM. We must also make a departure report to Tower with our estimate for the next position.

    ZFR: ZFR tracking 335 from Hobart, climbing to FL120

    HB TWR: ZFR, report climb speed

    ZFR: 140 knots, ZFR

    HB TWR: ZFR, due to preceding traffic on the same route, reduce speed to not above 120 knots on the climb, advise if unable

    ZFR: Reduce to not above 120 knots on the climb, ZFR

    We now reduce our speed to 120 knots until we reach cruising level. We may be asked to report passing a certain level or ATC may be able to monitor our climb on their situational awareness tool. Passing 8000 feet, we are instructed to contact the next controller:

    HB TWR: ZFR, contact Melbourne Centre on 123.8.

    ZFR: 123.8, ZFR

    ZFR [on 123.8]: Melbourne Centre, ZFR passing 8300 for FL120

    Melbourne Centre: ZFR, identified 28 miles north of Hobart

    A short while later...

    ML CEN: ZFR, when ready, descend to one zero thousand, Launceston QNH 1015

    ZFR: Descend to 10000 feet, QNH 1015, ZFR

    ML CEN: ZFR, identification terminated, contact Launceston Tower on 118.7

    ZFR: 118.7, ZFR

    ZFR [on 118.7]: Launceston Tower, ZFR, descending through FL112 for 10000 feet, 32 DME, estimating Launceston at time 23

    Launceston Tower: ZFR, Launceston Tower, descend to 8000, runway 32L

    ZFR: Descend to 8000, runway 32L, request ILS approach, ZFR

    LT TWR: ZFR, report at 20 DME, expect ILS approach

    LT TWR: ZFR, descend to 3000 not below the DME steps

    ZFR: Descend to 3000, not below the DME steps.

    We can now descend to 3000, but we must not descend below the lowest safe altitudes on the DME/GPS Arrival chart. For our routing, we follow the steps for Sector D.

    ZFR: ZFR is at 20 DME

    LT TWR: ZFR, track direct to Nile NDB, intercept the localizer, maintain 3000 until Nile, cleared ILS Runway 32L approach

    ZFR: Track direct to Nile, intercept the localizer, maintain 3000 until Nile, cleared ILS Runway 32L approach, ZFR

    As we are tracking down the glideslope...

    LT TWR: ZFR, cleared to land

    ZFR: Cleared to land, ZFR

    LT TWR: ZFR, taxi to the GA Apron

    ZFR: Taxi to the GA Apron, ZFR

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