- When filing IFR from SDF/LOU/JVY you can avoid receiving
a preferred departure route by filing for an altitude at 8000' or
below.
The exceptions are IND, BNA and CVG which generate preferred arrival
routes. The preferred
departure routes from SDF approach airspace
are
V4.APALO
or PXV
(west)
V4.HYK J526.BKW
(east)
V53.STREP J89.BVT
(north) MYS.V49.BWG
(south)
New routings for propeller driven aircraft landing CVG satellite airports is over FFT FLM LUK, etc. at 7000'
- Turbojet
aircraft are 'assumed' by
ATC to be ready for departure upon arrival at the runway approach
end. Turbojet pilots should only call the local controller if NOT
ready for immediate departure. Any other transmissions,
especially from 800-900 ft from the runway end create a distraction and
cause a disruption of the local controllers thought processes and
timing. Please refrain from calling 'ready' unless you are in a
propeller driven aircraft. One other consideration is to time
your movement into controlled areas by getting the checklist started to
ensure you are ready at the approach end of the runway. We are
not blessed with holding areas to assist in sequencing so the more you
can be prepared the easier for the ground controller to safely sequence
departures and expedite the flow and use of the runways.
- RULE
OF THUMB....... approaching R17R remain on GC
frequency until north of taxiway G, approaching R17L on D remain
on GC frequency until north of D5, via N until north of P, from K until
crossing N, approaching R35L remain on GC frequency until
passing B2, approaching R35R remain on GC frequency until
passing D2.... extra note
here the hold line by D1 is for an approach clearance zone, not an ILS
zone so there is no need to protect unless the weather is less than
800' ceilings or 2 miles visibility.
- The proliferation of heavy jets at SDF is higher than any other airport in the nation (percentage wise). Therefore we take wake turbulence seriously but we do attempt to use minimum separation to insure an orderly and expeditious flow of traffic. Several additional 'techniques' are used to lessen the impact of wake. One in particular is to turn the heavy and allow the following aircraft to turn a 1/2 mile or so later to offset the wake path. Also controllers normally use radar separation rather than time for determining appropriate wake separation. If you desire to use the time factor for wake, you should advise the tower controller or better yet the ground controller of your request. This information can help us determine if the original sequencing is most expeditious or if another sequence would be appropriate. Remember we are sequencing not just departures but mixing in arrivals as well, all trying to head off potential conflicts.
- The tale of dueling
finals.....
the secret to running SAFE and EXPEDITIOUS finals is the use of
altitude separation. We accomplish this at SDF by utilizing a
high side and a low side downwind. The left runway is always the
high side. In other words as a pilot you can expect a descent to
four thousand on this downwind. On downwind on the right runway
you can expect to be descended to three thousand and will not be turned
to base until reaching 3000'.......HINT, when set up for the right
runway the faster you can get to the assigned altitude of 3000 the
faster you will be turned to the final.
- ATTENTION commercial turbojet
pilots...... SDF
utilizes an informal noise abatement policy... that is we land north to
the extent possbile and when landing south we are to utilize R17L as
the primary runway unless an operational necessity exists. As a
pilot if you request R17R, please request the runway as an operational
need. As a controller we can use the west runway if it relieves
congestion on the east runway. Our rule of thumb is if
there are 3 or more arrivals lined up for the east runway we can run an
arrival to the west runway. Our hope is to keep the policy
informal, rather than get it codified by some judge that doesn't know
squat about aviation. Help us keep it that way.
- Because of the proximity of LOU and JVY to SDF, IFR clearances are difficult to accommodate without significant delays to SDF traffic. LOU traffic after Bowman tower closes is much easier to accommodate departing runway 06 or departing VFR and contacting approach on 132.07 east of LOU. JVY traffic can be cumbersome when landing runways 17L/R at SDF. Departing runway 36 or departing VFR to the north are easier to accommodate than a runway 18 departure
- Standiford Tower has the capability to staff two local controllers. This is infrequently if ever done. The tower, therefore, is normally found on frequency 124.2 only. The publications will probably not be changed. If in doubt ask clearance delivery or ground control if the tower is using 124.2 only. This information is usually included on the ATIS broadcast but occasionally is omitted.
- When approaching taxiway N from the terminal ramp (taxiway K), the sign indicating "Tower clearance required beyond this point" is worded poorly. The sign should more appropriately read: Ground control clearance required.... This wording has been addressed to the RAA and they don't seem to think it's a problem, even though it delays some departures. All the vehicular traffic refer to us as 'the tower' for everything.
- One of the biggest misnomers we have in SDF airspace is the Ft Knox restricted area (R3704). We have an extensive agreement with the Army and the range is not always HOT at all altitudes. Also it is NOT a restriction for the Gold vault.... it IS an active artillery range.... real bullets flying around. Avoid it unless in contact with SDF approach, then if unsure ASK about the status of R3704.
- Weekends are a busy time around BRY and EKX. The Green
County Jump Club spends HOURS throwing people out of perfectly good
airplanes, usually from 10,000 ft and lower. Sometimes higher,
usually lower. Contact SDF approach for advisories of parachute
activity anytime you're in the BRY area.
- Visual approach is aviations
friend. We usually have decent weather in the Louisville area and
a majority of the time visual approaches are practical. Why are
visual approaches our firend? We have many separation standards
to deal with ranging from 3 to 6 miles in trail. With the
utilization of visual approaches you, as pilot, can determine to follow
closer than our requirements require. One of the most effective
ways to avoid the wake is exercised by many of the small aircraft
pilots...... they keep the aircraft a hundred feet or so above the
glideslope (or the path of the preceding traffic) and land beyond the
touch down point of the preceding heavy
jet, effectively eliminating the wake issue and keeping the traffic
flowing. Our standard for a heavy behind a heavy is 4 miles in
trail, however with a visual approach the pilot can allow that to
compress a bit. At normal approach speeds (120-150 kts)
this amounts to almost 2 minutes. To ensure we retain 4 miles we
usually have to start with 6 and hope the speeds are consistent.
Each pilot will fly a bit differently so by allowing you to follow the
visual approaches expedites the flow and keeps everyone safe. Your help
in utilizing visual approaches is a key to an efficient ATC
experience
- The SDF ATIS is the most useful tool we have. As a VFR pilot you can determine which frequency to call in on. As an IFR pilot you can pick up the subtle information about SDF, but you have to listen beyond the ceiling and runway in use. Tune in on 118.72 and listen closely.
|
ALL
TIPS AND HINTS ARE SOLELY
SUPPLIED BY THE
UNION CONTROLLERS AT SDF AND IN NO WAY SUPERSEDE ANY FAA REQUIREMENT OR
DIRECTIVE. THESE HINTS AND TIPS ARE PROVIDED TO MAKE YOUR JOURNEY
THROUGH SDF AND SDF AIRSPACE MORE ENJOYABLE AND MORE INFORMED IF
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