Guide to Applying RSIVA

This guide provides advice on the application of Reduced Separation in the Vicinity of the Aerodrome (RSIVA) on the VATSIM network while controlling Heathrow AIR Departures.

Part 1 - The Rules

Background Information

The effective use of RSIVA between aircraft on diverging routes can significantly increase the overall departure rate.

However, if wake turbulence separation is ever greater than any of the time periods or advice referenced in this document, then that should take precedence. Additionally, controllers must consider the effect of aircraft speed groups on the required route separation, particularly where the time required is increased.

Warning

It cannot be stressed enough that Part 2 of this document is not procedure. This document contains advice on where it may be appropriate to reduce the route separation.

Using RSIVA

RSIVA is a form of separation applied by Aerodrome controllers.

MATS Part 1 (CAP 493) Section 1 Chapter 3 3A.1

In the vicinity of aerodromes, the standard separation minima may be reduced if:

(1) adequate separation can be provided by the aerodrome controller when each aircraft is continuously visible to this controller; or

(2) each aircraft is continuously visible to the pilots of other aircraft concerned and the pilots report that they can maintain their own separation; or

(3) when one aircraft is following another, the pilot of the succeeding aircraft reports the other aircraft is in sight and can maintain their own separation.

VATSIMism

On VATSIM, 'being visual' with aircraft as a tower controller roughly equates to seeing the aircraft on the ATM. Controllers must use their own judgement, but when the visibility reported in the METAR is poor, or when in IMC conditions, you should think twice about trying to apply RSIVA – even on VATSIM!

Prior to the transfer of communications of an aircraft to London TC, Heathrow AIR must ensure that RSIVA (as a form of separation) is replaced by another form of separation – usually that’s radar separation.

Heathrow (EGLL) vMATS, ADC 3.13

AIR Departures must, using the ATM, ensure 3 NM radar separation has been achieved between diverging aircraft before aircraft are handed to the appropriate TC departure sector.

If for any reason 3 NM cannot be achieved, coordination with other controllers may be necessary to agree corrective action.

---

Part 2 - The Advice

Westerlies

During westerly operations, all the 1-minute separation pairs listed in the route separation tables on both the crib sheet and in the vMATS should be able to have RSIVA applied safely to them. In addition, the following combinations should be safe to reduce the time-based requirement of 2 minutes:

First	Second	Remarks
DET	MAXIT	-
MAXIT	CPT	Waiting for the MID to pass the end of the runway before clearing the CPT for departure may assist in achieving 3 NM sooner.
CPT	UMLAT / BPK	Runway 27L
UMLAT / BPK	CPT	Runway 27L

Easterlies

Again, all the 1-minute separation pairs listed in the route separation tables on both the crib sheet and in the vMATS should be able to have RSIVA applied safely to them. In addition, the following combinations should be safe to reduce the time-based requirement of 2 minutes:

First	Second	Remarks
CPT	DET	-
DET	CPT	Waiting for the DET to pass the end of the runway before clearing the CPT for departure may assist in achieving 3 NM sooner.
MODMI	DET	-
DET	MODMI	Waiting for the DET to pass the end of the runway before clearing the MODMI for departure may assist in achieving 3 NM sooner.
GASGU	DET	Waiting for the first departure to reach about a mile from the end of the runway before clearing the second aircraft for departure may assist in achieving 3 NM sooner.
DET	GASGU	-

Note

GASGU -> CPT/MODMI 3 minutes - following coordination of a non-standard heading, TC Heathrow INT South may agree to reduce the standard separation.