AMMENDMENT RECORD. South East RTS. London City & Thames Radar vmats Part 2 EDITION 2.3 (02/11/2011)

Transcription

1 AMMENDMENT RECORD South East RTS London City & Thames Radar vmats Part 2 EDITION 2.3 (02/11/2011)

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3 AMMENDMENT RECORD Amendment N o Comments Pages Date Inserted Edition 1 All 06/06/10 Edition 1.1 Edition 1.2 Edition 2 RVR minima Page /06/10 E190 added to approved aircraft list Co-ordination procedures & document format London City and Thames Radar vmats combined and updated Page 1 15/06/10 All 28/09/10 All 14/01/11 Edition 2.1 SID designators updated Wake turbulence sep. applied to 2 DME 5000ft corrected to 4000ft DET Departure Instructions amended Page 24 Page 58 Page 49 Page /01/11 Stand usage guide Page 19 08/03/11 Edition 2.2 Edition 2.3 Southend outbound procedure added London Heliport procedures updated Multiple changes Page 60 Page 74 Numerous - See Black line 16/09/11 02/11/11 South East RTS London City & Thames Radar vmats Part 2 3

4 PREFACE Introduction This guide is designed to inform the student on the individual procedures of London City and assumes that you already have a good advanced knowledge of controlling with reference to MATS Part 1 (CAP493), standard RT phraseology detailed in CAP413 and are familiar with using VRC or Euroscope (the VATSIM ATC client software). Throughout this document there will be examples of phraseology representative of radiotelephony procedures in use at London City Airport. The messages will always appear in chronological order; subsequent messages may be omitted for clarity. This document is divided into four sections: 1. General Unit Instructions 2. Local Separation Standards 3. Aerodrome Control 4. Approach Control Approach Radar Sections 1, 2 and 3 apply to Aerodrome Controllers. TC Thames controllers must be familiar with all 4 sections. Section 4 Chapter 7 "Low Level Operations" also applies to TC Heathrow controllers. Revision Markings New or changed information is indicated by a vertical line (change bar) displayed on the left side of the page. VATSIM UK Division Website London City Airport Website For airfield and approach charts, see: and click on UK Aeronautical Information Publication (AIP) then Aerodrome Index Specific. All graphics included in this document are the property of their respective owners. Textual Content is 2011 South East Controller Regional Training Scheme, VATSIM UK Division. 4 South East RTS London City & Thames Radar vmats Part 2

5 CONTENTS SECTION 1 UNIT GENERAL INSTRUCTIONS Chapter 1 General Airport Information Introduction Approved Aircraft Chapter 2 Altimeter Setting Procedures Departing Aircraft Joining/Landing Traffic Transit aircraft QFE Threshold Transition Altitude Transition Levels ASRs Airspace Frequencies Visual Reference Points Chapter 3 Light Aircraft and Helicopter Procedures Responsibilities (ADC or APC) Entry/Exit Lanes Fanstop, Practice Forced Landings (PFL) and Asymmetric Procedures Rejoin Procedures Helicopter Procedures Chapter 4 Noise Abatement MNRs Procedures for Aircraft and Air Traffic Control South East RTS London City & Thames Radar vmats Part 2 5

6 Chapter 5 Traffic Data Display Flight Progress Strips Chapter 6 Special Categories of Flight Gliding and Light Aircraft sites Uncontrolled sites in the London/London City CTR Police / HEMS Flights Chapter 7 All Weather Operations Runway Visual Range CATII/III operations Met Information ATC Low Visibility Procedures Weather Summary of Effects on operations Chapter 8 Co-ordination with Adjacent Aerodromes Closest adjacent Aerodromes SECTION 2 LOCAL SEPARATION STANDARDS Chapter 1 Special Separation Standards IFR/SVFR Departure Interval Geographical Separation Within the London City CTR Chapter 2 Wake Turbulence General Arriving Flights Departing Flights SECTION 3 AERODROME CONTROL Chapter 1 Aerodrome Control General Responsibilities Delegated Responsibilities Selection of runway in use South East RTS London City & Thames Radar vmats Part 2

7 3.1.4 Preferential Runway Description of Airfield Use of ATM Runways Taxiways Stands Aerodrome Chart Chapter 2 Aerodrome Operations Co-ordination between Aerodrome / Approach Control / London Control Circuit Procedures Start up Clearances Departure Clearances SIDs Land after procedures Separation of circuit traffic from IFR approaches Training aircraft Chapter 3 Aerodrome Control Procedures Visual Circuit IFR / Radar Circuit VFR Departures VFR Arrivals IFR Departures (Airways) IFR Departures (to the FIR) IFR Arrivals SVFR Departures SVFR Arrivals VFR / SVFR Zone Transits Procedure for operating without Approach / Radar South East RTS London City & Thames Radar vmats Part 2 7

8 SECTION 4 APPROACH AND APPROACH RADAR Chapter 1 General Responsibilities Airfield Information Chapter 2 Procedures for Radar Controllers Identification Procedures Radar Separation Minima Liaison with Aerodrome Control Chapter 3 Inbound Procedures Information to arriving aircraft Absolute minima Inbound routes Radio Communication Failure Procedures Inbound Release procedures Expected Approach Times Holding and approach patterns Missed Approach Procedures Chapter 4 Intermediate and Final Approach Procedures Radar Manoeuvring Area Vectoring Patterns Terrain Clearance Speed Control Transfer to City Radar (FIN) Final Approach Spacing Surveillance Radar Approaches Visual Approaches (IFR Traffic) Chapter 5 Local Airfields Southend South East RTS London City & Thames Radar vmats Part 2

9 4.5.2 Rochester Kenley Chapter 6 Outbound Procedures Departures from London City Departures from Biggin Hill Departure clearances SIDs Speed Limits Chapter 7 Low Level Procedures SVFR Flight Meteorological Minima Altitude Restrictions with the London CTR Standard Operating Altitudes Altitude Restrictions with the City CTR Transiting Aircraft Helicopter Restrictions Separation Standards Co-ordination with Adjacent Airfields SSR Operating Instructions Lower Airspace Radar Service ANNEXES Annex A Radar Phraseology Examples CTR/CTA Transit Procedural Approaches Inbound Airways Traffic Annex B Helicopter Routes in the London CTR & City CTR Annex C Helicopter Routes and Standard Operating Altitudes South East RTS London City & Thames Radar vmats Part 2 9

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11 SECTION 1 UNIT GENERAL INSTRUCTIONS Chapter 1 General Airport Information Introduction London City is a single runway STOLport, an airport used by Short Take Off and Landing aircraft, situated on a former Docklands site 6 nm east of the City of London. The airport opened in 1987 and is the 15 th busiest airport in the UK by passenger and air transport movements. London City airport can handle up to 32 movements per hour. The airport is equipped with the Instrument Landing System (ILS) on both runways, Distance Measuring Equipment (DME) and a Non-Directional Beacon (NDB). The glide slope is set to 5.5 degrees. Aircraft must be of an approved type; an aircraft must fit into one of the Airport's Noise Categories and be capable of making an approach at 5.5 degrees or steeper. Thames Radar, situated at Terminal Control in Swanwick, provides Approach Radar for both London City and Biggin Hill. Figure 1 London City Air Controller South East RTS London City & Thames Radar vmats Part 2 Unit General Instructions 11

12 1.1.2 Approved Aircraft Commercial Aircraft Business Aircraft Airbus A318 BAe 146/Avro RJ family BAe 4100 Jetstream ATR 42 ATR 72 DHC Dash 7 Bombardier Q Series/DHC Dash 8 Dornier Fairchild 228 Dornier Fairchild Do328 Dornier Fairchild Do328 Jet Embraer 135 Embraer E170 Embraer E190 Fokker 50 Fokker 70 Saab 340 Saab 2000 Shorts Commercial Airlines (May 2010) Air France Aer Arran Air One/Alitalia Baboo British Airways CityFlyer KLM Lufthansa Luxair SAS Scotairways Sunair Swiss VLM BE20 Beechcraft 200 BE9L Beechcraft 900 BE58 PA Beechcraft Baron C90/C90A Beechcraft B300 Beechcraft Beech 400A Hawker 800 XP C510 (Citation Mustang) C550 (II) (Citation II) C560 (Citation V) C525 CJ1 (Citation Jet 1) C525 CJ2 (Citation Jet 2) C525 CJ3 (Citation Jet 3) C550 (Citation Bravo) C56X (Citation Excel) EMB 135BJ (Legacy) FA900B (subject to individual ability to complete public transport factored landing distances) FA10 (Falcon 10) FA50 (Falcon 50) F7X (Falcon 7X) F900EX (Falcon 900EX) Bombardier Challenger 605 (CL60) Learjet 45 (LJ45) PA34 (Seneca) PA31 (Navajo) P180 (Piaggio Avanti) 12 South East RTS London City & Thames Radar vmats Part 2 Unit General Instructions

13 Chapter 2 Altimeter Setting Procedures Departing Aircraft All departures should be passed the QNH by GMC with start clearance Joining/Landing Traffic Inbound traffic and aircraft joining the circuit should be passed the QNH and, if requested by the pilot, the QFE. Arriving aircraft will be passed the QNH on first descent to an altitude by Thames Radar Transit aircraft Aircraft transiting the London City CTR will be passed the City QNH by Thames Radar. Aircraft transiting the London CTR should be passed the London (Heathrow) QNH QFE Threshold The Threshold QFE is calculated for the Runway in Use at City and broadcast in the ATIS. The QFE is 1 hectopascal less than the QNH Transition Altitude The transition altitude is 6000 ft Transition Levels The table below shows the lowest level available which, according to the QNH, gives at least 1000ft separation from an altitude of 6000 feet, and the Transition Level. Heathrow QNH Transition Level Next Flight Level ASRs London City is located under the London TMA and therefore is within the London ASR (based on the Heathrow QNH). The Chatham ASR lies to the East and North-East. South East RTS London City & Thames Radar vmats Part 2 Unit General Instructions 13

14 1.2.8 Airspace London City Airport has an Aerodrome Traffic Zone (ATZ) with a 2 nm radius centred on the aerodrome reference point and extended up to 2000 ft AGL. The ATZ is situated within the London City Control Zone (CTR Class D Airspace) which extends to a distance of 4 nm north and south of the aerodrome reference point, aligned parallel to runway 09/27, and to a distance of 4.5 nm from touchdown for runway 27 and 7.5 nm from touchdown for runway 09. The London City Control Area (CTA Class D) extends to a distance of 5 nm north and south of the aerodrome reference point, aligned parallel to runway 09/27, and to a distance of 6 nm from touchdown for runway 27 and 7.5 nm from touchdown for runway 09 and has a base of 1500 ft. London City CTR and CTA extend vertically to 2500 ft and are contiguous with the base of the London Terminal Control Area (Class A) Frequencies City Ground (GMC) City Tower (AIR) City Radar Thames Radar Visual Reference Points 14 South East RTS London City & Thames Radar vmats Part 2 Unit General Instructions

15 Lee Valley Olympic Stadium Zone Transits When Runway 27 is in use, the preferred routing for zone transits is via the M11 Junction 4 and Beckton to route overhead the 27 threshold (see red route above). When Runway 09 is in use, the preferred routing is via the Lee Valley. The new Olympic Stadium may be used as an unofficial reference point to hold aircraft north of the final approach (see green route above). VFR zone transits will normally be not above 2000 ft within the London City CTA. South East RTS London City & Thames Radar vmats Part 2 Unit General Instructions 15

16 Chapter 3 Light Aircraft and Helicopter Procedures Responsibilities (ADC or APC) The maximum altitude for VFR/SVFR traffic in the London City CTA is 2400 ft. Aerodrome Control (ADC) is responsible for all aircraft flying with visual reference to the surface in the vicinity of the ATZ. Approach Control (APC) is responsible for providing ATSOCAS, and clearances to aircraft entering the CTR/CTA. The transfer of responsibility from ADC to APC should take place when the aircraft is clear of aerodrome traffic under control of ADC, prior to reaching the CTR boundary, unless otherwise agreed. Both ADC and APC are responsible for providing traffic information to aircraft under their control. The transfer of communication and control of aircraft between APC and ADC should be affected either: 1. VFR On entry to the CTR and prior to entering the ATZ 2. SVFR When the pilot reports visual with the airfield and any preceding traffic Entry/Exit Lanes There are no published Entry/Exit Lanes for VFR/SVFR traffic. VFR/SVFR departures should route via one of the published VRPs or easily recognisable geographical points such as the Lee Valley Fanstop, Practice Forced Landings (PFL) and Asymmetric Procedures Practice Fanstops (practice engine failure after take-off) are not permitted at London City. Subject to scheduled/ifr movements, training aircraft may be given approval to carry out practice forced landings from 2000 ft overhead the airport Radar should be advised accordingly. Subject to scheduled/ifr movements, twin/multi engine aircraft may request permission to carry out practice asymmetric circuits and landings for training purposes. These may be approved by City Tower but care must be taken in this configuration as some aircraft may not be able to commence a missed approach when close to the airfield on final approach. Controllers are advised to re-arrange the order of other aircraft movements and if possible grant landing clearance to the asymmetric aircraft when it reports downwind. 16 South East RTS London City & Thames Radar vmats Part 2 Unit General Instructions

17 1.3.4 Rejoin Procedures Runway 27 Aircraft arriving from the South should join Left Base. Aircraft arriving from the North should join Right Base. Runway 09 Aircraft arriving from South should join Right base. Aircraft arriving from the North should route via Three Mills or the Olympic Stadium to join Left Base. Aircraft arriving from the East may join Downwind Left-hand Helicopter Procedures Helicopters are not normally permitted at London City and should only be accepted at the discretion of the City Tower controller. Helicopters should follow the same procedures as fixed-wing traffic and land/depart from the Runway in use. The apron is less than 760 metres from the runway, therefore care should be taken when air taxiing helicopters. Wake turbulence separation must be applied between air taxiing helicopters and departing traffic and if crossing the runway, the helicopter should be considered as if it is departing from an intermediate point of the runway. Belmarsh Prison A restricted flying area EG R107 is established around HMP Belmarsh. The restricted area applies only to helicopters, and has a maximum altitude of 2000ft amsl. South East RTS London City & Thames Radar vmats Part 2 Unit General Instructions 17

18 Chapter 4 Noise Abatement MNRs Noise abatement procedures for aircraft departing from the Airport and joining controlled airspace are included in the Standard Instrument Departure (SID) instructions. Aircraft departing on other routes, or on training flights within the City CTR, must climb straight ahead to a minimum of 1000 ft before turning on track unless otherwise instructed by ATC. Aircraft making approaches to the Airport without assistance from the ILS must follow a descent path which will not result in its being at any time lower than the approach path that would be followed by an aircraft using the ILS glide path. Pilots of aircraft carrying out visual approaches to either runway must fly at a height of not less than 1500 ft until established on the final approach or until 2.5 nm from touchdown Procedures for Aircraft and Air Traffic Control Aircraft not departing on a published SID should be instructed to climb straight ahead to 1000 ft before turning on track. GABCD after passing 1000 ft, left/right turn out, cleared for take off, surface wind Approach Control will instruct aircraft making a visual approach to descend not below 1500 ft until established on the final approach or until 2.5 nm DME. 18 South East RTS London City & Thames Radar vmats Part 2 Unit General Instructions

19 Chapter 5 Traffic Data Display Flight Progress Strips Aerodrome Control Electronic Flight Progress Strips are in use at London City. Controllers are responsible for keeping FPS up-to-date for all aircraft under their control, including: Checking flight plans and cruising altitudes are correct Assign Temporary Altitudes for departures Assign Squawk codes for IFR airways departures Set Voice Type (Transmit/Receive/Text Only) Clear Temporary Altitudes if handing off to Unicom frequency Departures are displayed in blue on the EFPS, with arrivals coloured orange, local flights and overflights in pink. TC Thames/Heathrow Radar Thames Radar will use standard TC departure strips in blue holders, and arrival strips in orange holders. Pink strips will be used for all transit flights, as shown below. Inbound white strips are to be used for all flights inbound to Heathrow. LEVEL CALLSIGN TYPE SQUAWK ROUTE DETAILS DOMESTIC South East RTS London City & Thames Radar vmats Part 2 Unit General Instructions 19

20 Chapter 6 Special Categories of Flight Gliding and Light Aircraft sites Gerpins Farm Damyns Hall Lippitts Hill Stapleford Rochester Private Grass airstrip on the E boundary of the CTA Grass Aerodrome 1 nm E of the CTA boundary Helipad 9 nm N of London City Airport (base for the Metropolitan Police Helicopter) GA/Light aircraft aerodrome 10 nm NE of London City Airport. Grass Aerodrome 4nm NW of DET Uncontrolled sites in the London/London City CTR Helicopters departing from uncontrolled sites should contact Thames radar for route clearance prior to take-off. Clearance for take-off and landing cannot be given, but the pilot should be informed of the surface wind at the nearest airport, and instructed to report lifting or setting down. Thames Radar will coordinate with City Tower regarding all helicopters using sites near London City Airport Police / HEMS Flights Metropolitan Police helicopters operate in the London and London City Control Zones and normally operate a minimum flight priority CAT B. All CAT A or B flights should be afforded priority over other traffic and should be cleared to join or leave by the shortest possible route. If a Police / HEMS flight requests clearance to transit the zone from City Tower instead of Thames Radar, then in the first instance issue a clearance to transit CAS not above 1500 ft QNH and then co-ordinate with Radar. 20 South East RTS London City & Thames Radar vmats Part 2 Unit General Instructions

21 Chapter 7 All Weather Operations Runway Visual Range IRVR is available for runway 27 and for runway 09. Min RVR Max RVR 50 metres 1500 metres CATII/III operations Not Applicable Met Information An arrival and departure ATIS, identification London City Information, is available on frequency MHz. Departing aircraft are required to acknowledge receipt of the current ATIS information on initial contact with City Ground/Tower. If a non-current code letter is used, or if receipt of the ATIS is not acknowledged, ATC must pass the relevant information. The following ATIS templates can be directly inserted into the controller client and amended as required for runway in use. If Low Visibility Procedures are in force, this must be included in the ATIS broadcast. Controller Information: City Tower - Runway in use 27. ATIS available on frequency Please Advise if you have the Kilo, Lima or Mike holds and taxiway D Voice ATIS: London City information %id%, Time %time%. Runway in use 27 Surface Wind %winds% Visibility %visibility% %precipitation% %clouds% Temperature %temp% Dewpoint %dew% QNH %altimeter% QFE All Standard Instrument Departures terminate at 3000ft due to interaction with Heathrow arrivals Acknowledge receipt of information %id% and advise aircraft type on first contact. South East RTS London City & Thames Radar vmats Part 2 Unit General Instructions 21

22 1.7.4 ATC Low Visibility Procedures LVPs in Force when either: IRVR or metrological visibility of 1100m or less. Cloud ceiling of 500ft or less BKN or above. Air Traffic Control Separations a) Only two aircraft will be permitted to move on the manoeuvring area at any one time b) Aircraft will not be permitted to line-up or backtrack on the runway when an inbound aircraft has reported 6 DME c) RVR values are to be passed to arriving traffic with the landing clearance and to departing traffic on start-up, with taxi instructions and take off clearance. d) Any subsequent changes in the IRVR values will be passed to arriving aircraft until they have landed. e) The minimum spacing between arriving aircraft will be increased to 10nm and, on runway 27, 15nm if space is required to allow for departures to backtrack Weather Summary of Effects on operations Visibility less than 5000 metres And/or Cloud Ceiling less than 1500 ft Visibility less than 5000 metres Visibility less than 1500 metres Request fixed-wing pilots intending to operate VFR in the CTR/CTA what type of clearance they require No further VFR clearances to be issued to aircraft other than helicopters No further VFR operations for Helicopters Visibility 1900 metres or less or Cloud ceiling less than 600 ft IRVR / Visibility 1100 metres or less or Cloud ceiling 500 ft or less No fixed-wing SVFR departures ATC Low Visibility Procedures in Force Note: When the reported visibility consists of two values, the lower of the two values should be used when determining whether to implement the above procedures. 22 South East RTS London City & Thames Radar vmats Part 2 Unit General Instructions

23 Chapter 8 Co-ordination with Adjacent Aerodromes Closest adjacent Aerodromes Aerodrome Bearing Range (nm) Runways ICAO Code Biggin Hill /21 Asphalt EGKB 11/29 Asphalt London/Heathrow L/27R Asphalt EGLL 09R/27L Asphalt Southend /24 Asphalt EGMC London/Stansted /22 Asphalt EGSS South East RTS London City & Thames Radar vmats Part 2 Unit General Instructions 23

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25 SECTION 2 LOCAL SEPARATION STANDARDS Chapter 1 Special Separation Standards IFR/SVFR Departure Interval The responsibility for establishing the initial separation between aircraft departing on SIDs is held by City Tower. Separation between departing aircraft shall be achieved through the application of timed intervals between successive departures based on the departure route and aircraft speed as listed in the tables below. 1 minute = 60 full seconds. Aircraft are divided up into the four speed groups shown below: Group 0 Group 1 Group 2 Group 3 All jet aircraft except for those in Group 1 B462/RJ1H BE40 C500/C501/C551 C525 CARJ CL60 D328 DH8D E135/E145 SB20 AT42/72 ATP BE20/BE9L/B350 DH8A/B/C DHC7 E120 F27 F50 G159 JS31/32/41 SF34 BE58 BE99 C404 E110 PA23 PA31 PA34 SH33 SH36 1st Aircraft SID BPK/CPT CLN/LYD/DVR/ SAM 2nd Aircraft SID CLN/LYD/DVR/ SAM Following is 2 or more groups slower Following is 1 group slower or same group Following is 1 group faster Following is 2 groups faster 1 minute 2 minutes 2 minutes 2 minutes BPK/CPT 1 minute 2 minutes 2 minutes 2 minutes BPK/CPT BPK/CPT 1 minute 2 minutes 3 minutes 4 minutes CLN/LYD/DVR/ SAM CLN/LYD/DVR/ SAM 1 minute 2 minutes 3 minutes 4 minutes Using the ATM, a radar separation of 5 nm constant or increasing may be used in place of a time separation of 2 minutes. South East RTS London City & Thames Radar vmats Part 2 Local Separation Standards 25

26 2.1.2 Geographical Separation Within the London City CTR Within the London City CTR geographical separation exists between traffic (helicopter, fixedwing, or airship) which has been instructed to remain North of the River Thames and traffic which has been instructed to remain South of it, provided that: Traffic information is passed to all pilots concerned, and All pilots agree to the use of this separation. See Separation Standards for a full description of deemed separations within the London and London City CTR. 26 South East RTS London City & Thames Radar vmats Part 2 Local Separation Standards

27 Chapter 2 Wake Turbulence General Aerodrome Control is responsible for providing Wake Turbulence Separation between all departing aircraft, as defined in MATS Part 1 Section 1, Chapter Arriving Flights Where flights are operating visually (IFR flights operating under the reduced minima in the vicinity of the aerodrome, VFR flights, or a mixture of the two), pilots are to be informed of the recommended distance. To achieve this, a pilot may need to extend downwind or orbit. Leading Aircraft Following Aircraft Wake Turbulence Separation Minima Distance (NM) Lower Medium Small 3 Lower Medium Light 5 Small Small 3 Small Light Departing Flights The following groups of holding points are considered to be the same point for the purposes of departure wake turbulence separation: Runway 09 Runway 27 Alpha and Bravo. Kilo, Lima and Mike An aircraft carrying out a touch and go is treated as a departure from an intermediate takeoff point when assessing the spacing requirements for subsequent departures. A light aircraft making a touch and go therefore requires 3 minutes spacing behind the fulllength departure of an aircraft of a heaver wake turbulence category. In addition, if a higher category aircraft carried out a missed approach, a departing light aircraft would require 3 minutes spacing. Helicopters air taxing across a runway should be considered to be a departure from that intermediate point on the runway. However, helicopters routed around the threshold would only require wake turbulence separation from arriving aircraft. Leading Aircraft Following Aircraft Minimum Wake Vortex Separation Medium (Upper and Lower) Small Light 2 minutes South East RTS London City & Thames Radar vmats Part 2 Local Separation Standards 27

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29 SECTION 3 AERODROME CONTROL Chapter 1 Aerodrome Control General Responsibilities Aerodrome Control is responsible for issuing information and instructions to aircraft under its control to achieve a safe, orderly and expeditious flow of air traffic and to assist pilots in preventing collisions between: a) aircraft flying in, and in the vicinity of the ATZ; b) aircraft taking-off and landing; c) aircraft moving on the apron; d) aircraft and vehicles, obstructions and other aircraft on the manoeuvring area. At London City airport, Aerodrome Control may be divided into Air Control (callsign City Tower ) and Ground Movement Control (callsign City Ground ). Air Control (Tower) shall provide services for all of the above and has absolute authority over all movements on the manoeuvring area, apron, active runways and their access points. Ground Movement Control (Ground) shall only provide services for c) and d) when Tower and/or Thames Radar is closed. GMC is responsible for obtaining and issuing clearances to aircraft on stand and pre-noting non-sid departures to Thames Radar and issuing engine start-up clearances. GMC is not permitted to issue taxi instructions when AIR or Thames Radar is open Delegated Responsibilities Aerodrome Control is responsible for traffic operating with visual reference to the surface within the ATZ at or below 2000ft. Aerodrome Control is responsible for applying departure separation between aircraft departing on SIDs in accordance with Section Selection of runway in use The term Runway in Use is used to indicate the main runway or landing direction selected by Aerodrome Control as the most suitable. Aircraft at City airport should not land or depart with a tailwind component. If the surface wind is light and variable or calm, the wind at 2000 ft must be taken into account. When a change of duty runway is predicted, it is the responsibility of AIR to decide on a time based on the traffic situation, at least 15 minutes ahead and inform GMC, Thames Radar and London Terminal Control of the agreed time. AIR in consultation with Thames/City Radar will South East RTS London City & Thames Radar vmats Part 2 Aerodrome Control 29

30 tactically decide the last landing and departing aircraft prior to the runway change. This must be planned to be as close as practicable to the agreed time Preferential Runway Runway 27 is the preferred runway, however, the most into wind runway should always be selected as runway in use since operators of BAe146/RJ1H aircraft will not normally accept any tailwind component Description of Airfield ICAO Code Reference Point Co-ordinates and Location Elevation Magnetic Variation/Annual Change Transition Altitude Safety Altitude EGLC Lat: N Long: E Mid-point of Runway 27/09 19ft AMSL 0.7 hpa W1.3 (2012) 0.14 decreasing ft 2300 ft Use of ATM The Visual Control Room is equipped with an Aerodrome Traffic Monitor (ATM) and is approved for Advanced Use. The information derived from the ATM may be used to: a) Determine the landing order, spacing and distance from touchdown of arriving aircraft b) Assist in applying longitudinal separation for departing aircraft c) Enable controllers to confirm that the initial track of departing aircraft conforms with the clearance issued d) Provide information to aircraft on the position of other aircraft in the circuit or carrying out an instrument approach e) Following identification, validate SSR codes of departing aircraft and verify associated mode C read-outs f) Monitor the progress of overflying aircraft identified by Approach Radar Control to ensure that they do not conflict with the tracks of arriving or departing aircraft g) Establish separation between departing aircraft h) Pass traffic information i) Establish separation in the event of a missed approach j) Assist in taking initial corrective action when the separation between arriving aircraft becomes less than the prescribed minima Using the ATM, separation can be established between departing aircraft by issuing an early turn onto track, provided that is this co-ordinated with Thames Radar. 30 South East RTS London City & Thames Radar vmats Part 2 Aerodrome Control

31 3.1.7 Runways RWY Designator QDM TORA (m) TODA (m) ASDA (m) LDA (m) Taxiways General a) A taxilane is situated on the north side of the apron adjacent to the runway. b) Taxiway D connects the eastern end of the main apron to the runway. c) There are four runway holding points: A, B, C and D. d) A318 aircraft should enter and vacate the runway via taxiway D (and backtrack) due to the wingspan but may use C if taxiway D is unavailable. e) A General Aviation apron is situated in front of the Jet Centre to the west of the main apron. Aircraft outbound from the Jet Centre may be instructed to hold initially at Y. Runway 09 in use a) Departing aircraft may be instructed to hold at A or B. b) Inbound aircraft should normally expect to backtrack and vacate via 'D' after landing. If the situation requires a pilot to vacate at K, L or M and hold in the loop, TWR will advise the pilot before landing so braking can be adjusted and the runway vacated expeditiously. Runway 27 in use a) Departing aircraft may be instructed to hold at C or D and inbound aircraft will normally vacate via B or C (if not occupied). b) Aircraft must not vacate runway 27 via A or D (except for A318 aircraft which must use D). South East RTS London City & Thames Radar vmats Part 2 Aerodrome Control 31

32 3.1.9 Stands There are now eighteen stands for aircraft on the apron. In addition there are stands at the Jet Centre for corporate aircraft. The stands are all "self- manoeuvring"- pilots steer their aircraft on to the appropriate stand lead-in line (as directed by ATC) from where they are directed by marshallers who turn the aircraft so that it is ready to taxi out for departure. There is thus no requirement for "push back" tractors as at many other airports. Stand Number Aircraft Size 11 Dornier , * A318 * stand 10 not in use when E190s parked on stands7-9 Bae 146, Avro RJ, Dash 8-400, Fokker 50, ATR, Embraer 135, E170, E South East RTS London City & Thames Radar vmats Part 2 Aerodrome Control

33 Aerodrome Chart South East RTS London City & Thames Radar vmats Part 2 Aerodrome Control 33

34 Chapter 2 Aerodrome Operations Co-ordination between Aerodrome / Approach Control / London Control In the absence of Thames Radar, Approach/Radar will be delegated to TC South-East (LTC_SE), TC South (LTC_S) London Dover Sector (LON_D) or London Worthing Sector (LON_S). BPK and CPT SIDs shall be transferred directly to TC North-East in the absence of Thames. When runway 09 is in use, BPK and CPT departures will be transferred directly to TC North- East (LTC_NE), TC North (TC_N), London Clacton Sector (LON_E) or London Daventry Sector (LON_C). Circuit Traffic a) AIR must inform Thames Radar when the circuit becomes active and when the circuit ceases to be active. b) AIR must inform Thames Radar when the downwind leg will extend beyond 4 miles c) AIR must request approval from Thames Radar for SVFR circuits VFR Departures a) GMC will pre-note departing flights to Thames Radar and obtain a VFR departure clearance prior to start. b) AIR will obtain approval from Thames Radar prior to issuing take-off clearance. c) VFR departures are transferred to Thames Radar once clear of Aerodrome Traffic. VFR Arrivals a) Thames Radar will issue Zone Entry clearance to arriving aircraft either from the North or South or via one of the VRPs normally not above altitude 2000ft City QNH. b) Thames Radar will pass the details of the aircraft and transfer to AIR upon entering the CTR. IFR Departures a) AIR (Tower) must obtain a release for Brookman s Park (BPK) Compton (CPT) departures from London TC North-East. Clacton (CLN) Departures must be prenoted to TC North-East. Where a Release will be required from London TC and Thames Radar, the release from London TC must be obtained prior to the release from Thames Radar and will expire after 5 minutes. 34 South East RTS London City & Thames Radar vmats Part 2 Aerodrome Control

35 Thames Radar may request BPK and CPT SIDs to be transferred directly to London TC North-East. b) For IFR departures departing to the FIR, departure clearance should be obtained by GMC prior to engine start and AIR is to obtain a departure release from Thames Radar when the aircraft is taxiing/backtracking. c) Southbound SIDs are free-flow, unless a free-flow restriction has been put in place by London Control. If a free-flow restriction is in place, AIR must obtain a release from TC South-East for southbound SIDs. d) If requested by London TC, AIR must pre-note southbound departures to TC SE before the aircraft is issued take-off clearance. e) AIR must request a departure release from Thames Radar for the following: o o o o o The first departure of the day Aircraft not on the speed table Aircraft departing within 4 minutes of an aircraft not on the speed table Aircraft departing after an aircraft has carried out a missed approach Aircraft deviating from the SID or not departing on a SID and any subsequent SID departure f) Thames Radar may place a 'check departures' on all SIDs if there is traffic entering the CTR/CTA which may conflict with the SID tracks and levels. When a 'check departures' is in place, all departures are subject to an individual release from Thames Radar until such time as the 'check departures' is cancelled. g) IFR departures should be transferred to the appropriate TC departure frequency when clear of Aerodrome Traffic. IFR Arrivals a) AIR may co-ordinate with Radar a specific spacing required to allow for departures but also taking into account the amount of inbound traffic. 6nm spacing will allow for 1 departure or for a backtrack on Rwy 09 after landing 8nm spacing will allow for 3 aircraft to backtrack on Rwy 27 and 1 to depart Typical spacing will be at least 6 nm for normal traffic levels, or 8/6/6. b) When an aircraft is carrying out a procedural approach, Thames Radar will inform Aerodrome Control when an aircraft is LCY outbound and base turn complete. South East RTS London City & Thames Radar vmats Part 2 Aerodrome Control 35

36 c) Radar will provide range checks on aircraft at 10 nm from touchdown for aircraft not carrying out an ILS approach. d) Approach/Radar will transfer instrument approach traffic to Aerodrome Control once the aircraft is established on the final approach. Until such aircraft are flying with visual reference to the surface, the responsibility for separation between them shall remain with Approach and Aerodrome Control shall not issue any instructions that would reduce the separation established by Approach. e) If an aircraft executes a missed approach, Tower should instruct the aircraft to fly the Standard Missed Approach climbing to altitude 2000ft. Tower must then inform Radar immediately and if necessary pass on instructions to the aircraft before handing it off to Radar clear of any conflictions. SVFR Departures a) GMC must request clearance for the aircraft from Thames Radar prior to engine start. b) AIR must obtain a release from Thames Radar prior to departure. c) The aircraft is to be transferred to Radar when it is clear of aerodrome traffic. SVFR Arrivals a) Thames Radar will issue SVFR Zone Entry clearance to arriving aircraft either from the North or South or via one of the VRPs b) Thames Radar will pass the details of the aircraft to City Tower and inform Tower when the aircraft enters the CTR c) Thames Radar will transfer the aircraft to Tower when the pilot reports visual with the airfield and any preceding traffic. Transiting Aircraft a) Zone transits will be pre-noted to City Tower by Thames Radar b) If an aircraft freecalls Tower from outside CAS requesting a zone transit without any pre-note from Radar, then the aircraft must be instructed to remain outside CAS until clearance has been obtained from Thames Radar. This does not apply to Police or Emergency Helicopters (see SECTION 1Chapter 6 Special Categories of Flight). c) Thames Radar may keep control of aircraft which are transiting at altitude 2000ft or above but must obtain approval from AIR before any aircraft can penetrate the ATZ. 36 South East RTS London City & Thames Radar vmats Part 2 Aerodrome Control

37 3.2.2 Circuit Procedures Circuits may take place to the north of the Aerodrome at an altitude of 1500ft QNH at the discretion of the AIR controller. Until advised otherwise, it should be assumed circuit aircraft will be making a touch and go. Aircraft remaining within the visual circuit should be instructed to squawk the London City conspicuity code No visual circuits are allowed when the visibility is 1900 metres or less or the cloud ceiling is less than 1500 ft Start up Clearances GMC will issue start clearances to aircraft using the phraseology "...start approved contact City Tower when ready for taxi..." Departure Clearances Departure clearances are to be issued by GMC on stand prior to engine start. IFR Departures: IFR departures joining the airways are given one of the Standard Instrument Departures (SIDs). Cleared altitude of 3000 ft is to be passed with the clearance. IFR departures departing into the FIR will be issued departure clearance (obtained from Thames Radar) on stand prior to start. The phrase After departure shall be used if amended clearances or departure instructions are issued prior to departure either during the taxi phase or at the hold. VFR / SVFR Departures VFR departures are to be given departure clearance on stand prior to start. Prior to departure, piston aircraft may need to carry out power checks. It should not be assumed that such aircraft are ready for departure on reaching the holding point. The maximum level for all non-airways traffic (including VFR/SVFR and IFR traffic departing into the FIR) is altitude 2400 ft due to the base of the London TMA at 2500 ft. South East RTS London City & Thames Radar vmats Part 2 Aerodrome Control 37

38 3.2.3 SIDs Designators for the Standard Instrument Departures are: BPK Brookmans Park CPT Compton CLN- Clacton LYD- Lydd DVR Dover SAM Southampton Designator BPK 5U 5T CPT 6U 6T CLN 7U 7T LYD 5U 5T DVR 5U 5T SAM 6U 6T The cleared altitude for all SIDs is 3000 ft. All Standard Instrument Departures interact with TMA traffic, 1000 ft above SID levels Land after procedures Land after procedures must not be used at London City Separation of circuit traffic from IFR approaches VFR traffic may be instructed to orbit at the start/end of the downwind leg, to land or to leave the circuit and hold away from the instrument approach. Traffic information is to be passed as appropriate. Circuit traffic must report the relevant traffic in sight before turning base. If the pilot cannot see the aircraft on final, they must either extend downwind or orbit left/right at the end of their downwind leg. Once the traffic is in sight, wake turbulence advisories should be passed (if applicable) with the instruction to report final Training aircraft Only training necessary for the operation of aircraft at the aerodrome will be permitted. Aircraft requesting IFR training / Radar Circuits will require departure instructions and a release from Thames Radar. GMC will request approval for start-up from Thames Radar and instruct the aircraft to contact Tower for taxi. Thames Radar may pass the departure instructions to AIR either when the aircraft is taxing or when AIR requests departure release. 38 South East RTS London City & Thames Radar vmats Part 2 Aerodrome Control

39 Chapter 3 Aerodrome Control Procedures Visual Circuit Aircraft Phraseology Controller Phraseology Controller Action City Ground GABCD GABCD City Ground pass your message GABCD Cessna 172 at the GA apron request start for VFR circuits GABCD, start approved, QNH 1023 when ready for taxi, contact Tower Inform AIR "GABCD starting for visual circuits" City Tower GABCD request taxi GCD taxi holding point D runway 27 GCD ready for departure GABCD Hold at D, after departure right hand circuits VFR, circuit altitude 1500 ft, squawk 7057 GCD readback correct, via D enter backtrack, line-up runway 27 Obtain a readback of clearance GCD Runway 27 cleared for take-off, surface wind 260 degrees 12 knots Inform Thames Radar Circuit Active GCD downwind GCD report final OR report final number two follow the Cessna 421 on base leg (where necessary give caution wake turbulence and Decide on the landing order Inform Thames Radar if the downwind leg will extend beyond 4 miles South East RTS London City & Thames Radar vmats Part 2 Aerodrome Control 39

40 recommended distance) OR for spacing make one left hand orbit and report again downwind OR report before turning base OR delaying action, orbit right until advised OR extend downwind for 4 miles for departing traffic, report final OR number 2 follow an ATR72 on a 3 mile final, caution wake turbulence, recommended distance 4 miles GCD final GCD continue approach, departing traffic OR GCD cleared touch and go surface wind Inform Thames Radar when circuit no longer active OR GCD cleared to land, land only due wake turbulence, 40 South East RTS London City & Thames Radar vmats Part 2 Aerodrome Control

41 surface wind OR GCD land after the vacating C172, surface wind IFR / Radar Circuit Aircraft Phraseology Controller Phraseology Controller Action City Ground GBGFU request start for IFR training circuits GBGFU City Ground start approved QNH 1021, for taxi contact City Tower Telephone Thames Radar "Starting for IFR training: GBGFU" City Tower GFU request taxi GFU City Tower taxi holding point D runway 27 GFU ready for departure GFU backtrack, line-up runway 27 Telephone Thames Radar City Tower, Request Release GBGFU Radar, GBGFU after departure climb straight ahead to altitude 3000 ft, after passing 1000 ft, turn right heading 070 degrees, Squawk 7073 released Read the clearance back to Thames Radar GFU I have your clearance Ready for clearance GFU GBGFU hold at D, after departure climb straight ahead to altitude 3000 ft, after passing 1000 ft, turn right heading 070 degrees, South East RTS London City & Thames Radar vmats Part 2 Aerodrome Control 41

42 squawk 7073 GFU read back correct, enter backtrack runway 27 vacate via K hold at M Obtain a readback of clearance VFR Departures Aircraft Phraseology Controller Phraseology Controller Action City Ground GORED GORED City Ground pass your message When able, telephone Thames Radar "Request departure clearance GORED PA28 VFR to Biggin" GORED on the GA Apron, information B copied, VFR departure to Biggin, request start GORED after departure leave the Control Zone to the South VFR not above altitude 2000 ft squawk 7073 Obtain a readback of clearance GED readback correct, start approved QNH 1012 contact Tower for taxi Aircraft already taxied to the holding point by AIR and reported 'ready'... GED traffic is a Cessna just airborne, turning right into the circuit GED after passing 1000 ft left turn out, cleared for take-off, surface wind 220 degrees 14 knots GED contact Thames Radar AIR will telephone Thames Radar: "GORED ready for departure VFR to the south" Radar: "Approved" If necessary, pass traffic information whilst the aircraft is still on the ground When the aircraft is clear of conflictions and traffic information where it is deemed necessary has been 42 South East RTS London City & Thames Radar vmats Part 2 Aerodrome Control

43 passed VFR Arrivals Aircraft Phraseology Controller Phraseology Controller Action Receive telephone call from Thames Radar Radar VFR inbound, GBGFU PA34 from Luton squawking 7076 via Banbury Reservoir not above 2000ft City Tower GBGFU GFU City Tower join and report left base runway 09 QNH 1012 OR join and report right hand downwind runway 27 If applicable pass traffic information e.g. the circuit is active with a PA28 late downwind OR traffic is a C152 opposite direction VFR climbing not above 1500 ft GFU left base GFU report final OR GFU report final, number 2 follow the C172 on right base South East RTS London City & Thames Radar vmats Part 2 Aerodrome Control 43

44 OR GFU orbit right and report again base leg, departing A318 GFU cleared to land surface wind 020 degrees 9 knots GFU vacate next left, taxi to the GA apron IFR Departures (Airways) Aircraft Phraseology Controller Phraseology Controller Action City Tower CFE95Y stand 7 request clearance for Edinburgh with information M CFE95Y City Tower cleared to Edinburgh, BPK 5T, squawk 5412 Obtain a readback of clearance CFE95Y readback correct, maintain altitude 3000 ft on reaching, QNH 1028 Ensure the initial altitude and QNH are readback CFE95Y request start-up CFE95Y request taxi CFE95Y start approved, contact Tower when ready for taxi. CFE95Y taxi holding point D runway 27 Telephone London TC City Tower, Request Release CFE95Y BPK departure CFE95Y via D backtrack runway 27, vacate via K hold at M 44 South East RTS London City & Thames Radar vmats Part 2 Aerodrome Control

45 CFE95Y via M line-up and wait OR Line up and wait (reason) OR After the landing Cessna 152 on 1 mile final, via M line up and wait OR Cleared for take-off surface wind When clear of circuit traffic: CFE95Y contact Thames Radar IFR Departures (to the FIR) Aircraft Phraseology Controller Phraseology Controller Action Telephone Thames Radar City Ground, request departure clearance for GAXXG Radar, GAXXG cleared to leave the Control Zone on track LAM, climbing altitude 2400 ft Squawk 7073 South East RTS London City & Thames Radar vmats Part 2 Aerodrome Control 45

46 Read the clearance back to Thames Radar City Ground GAXXG at the Jet centre, request start-up for Norwich GAXXG City Ground, after departure leave the Control Zone via LAM IFR at altitude 2400 ft, squawk 7073 Obtain a readback of clearance Readback correct, Start approved QNH 1012 when ready for taxi contact Tower Tower GAXXG request taxi GXG City Tower taxi holding point A runway 09 Telephone Thames Radar City Tower, Request Release GAXXG GXG ready for departure GXG after passing 1000 ft, left turn on track LAM, runway 09, cleared for takeoff, surface wind 060 degrees 5 knots When clear of circuit traffic: GXG contact Thames Radar IFR Arrivals Aircraft Phraseology Controller Phraseology Controller Action If making an SRA, receive telephone call from Thames Radar Radar, GOJET 10 miles SRA runway 27 City Tower, Continue 46 South East RTS London City & Thames Radar vmats Part 2 Aerodrome Control

47 Approach report at 4 miles City Tower, GOJET 5 miles ILS runway 27 GOJET City Tower, continue approach, Dash 7 departing Decide on the landing order; inform the aircraft of any revision, giving traffic and wake turbulence information as appropriate. GET cleared to land surface wind If applicable pass traffic information e.g. Right hand circuit active with a PA28 orbiting at the end of the downwind leg, cleared to land, surface wind When the aircraft has slowed: GOJET backtrack vacate via C, taxi stand SVFR Departures Aircraft Phraseology Controller Phraseology Controller Action City Tower GCITY GCITY City Tower pass your message GCITY at the GA apron, request taxi for a VFR flight to Biggin Hill GTY the reported visibility is 3000 metres, what type of clearance do you require? Request SVFR clearance GTY GTY roger standby Telephone Thames Radar City Tower, Request SVFR South East RTS London City & Thames Radar vmats Part 2 Aerodrome Control 47

48 Clearance for GCITY to Biggin Hill Radar, GCITY cleared to the southern zone boundary, Special VFR not above altitude 1500 ft squawk 7073 Read the clearance back to Thames Radar GTY I have your clearance Pass your message, GTY GCITY cleared to the southern zone boundary, SVFR, not above altitude 2000 ft squawk 7073 Obtain a readback of clearance GTY Readback correct, taxi holding point D, runway 27 QNH 1008 Telephone Thames Radar City Tower, Request Release GCITY GTY ready for departure GTY after passing 1000 ft, right turn, cleared for take off, surface wind 080 degrees 4 knots When clear of circuit traffic and traffic information has been passed: GTY contact Thames Radar SVFR Arrivals 48 South East RTS London City & Thames Radar vmats Part 2 Aerodrome Control

49 Aircraft Phraseology Controller Phraseology Controller Action Receive telephone call from Thames Radar Radar, SVFR arrival GBRBE PA28 from Biggin squawking 7075 not above 2000ft Receive telephone call from Thames Radar Radar, GBRBE field in sight on left base runway 27, coming to you City Tower GBRBE GBE City Tower report final runway 27 GBE cleared to land surface wind 220 degrees 5 knots When the aircraft has slowed: GBE, vacate via C and taxi to the GA apron VFR / SVFR Zone Transits Aircraft Phraseology Controller Phraseology Controller Action Receive telephone call from Thames Radar Radar, VFR over-flight JCB12 Jetranger from Biggin to Stansted squawking 7030 northbound not above 1500ft South East RTS London City & Thames Radar vmats Part 2 Aerodrome Control 49

50 Receive telephone call from Thames Radar Radar, JCB12 field in sight coming to you City Tower JCB12 JCB12 City Tower, hold at the Thames Barrier, traffic is an RJ100 2 mile final runway 09 JCB12 visual with the traffic JCB12 cross via the 09 threshold behind the landing RJ100 Once the necessary traffic information has been passed and clear of aerodrome traffic: JCB12 contact Thames Radar When a transit aircraft enters the CTR, it is important to remember that the aircraft may operate at any level below the upper clearance limit in order to remain VMC. To ensure meaningful traffic information is passed it is permissible to request the level of the aircraft. Opposite direction traffic, a C152, VFR, last reported at 1500 ft When London City is busy, Zone transits from north to south and vice versa will be instructed to route via the overhead and cross the landing threshold of the runway in use Procedure for operating without Approach / Radar IFR / Radar Circuits Aircraft may be issued with suitable departure instructions as given in the previous example but must be flown no higher than 2000ft to the South of the airport when runway 09 is in use and North of the airport when runway 27 is in use. Once airborne the aircraft can remain on Tower frequency and be passed traffic information and instructed to report established inbound on the final approach. 50 South East RTS London City & Thames Radar vmats Part 2 Aerodrome Control

51 VFR Departures Once clear of aerodrome traffic, VFR departures can be instructed to report leaving the Control Zone and then instructed to Freecall enroute frequency. VFR Arrivals VFR arrivals will Freecall the Tower for zone entry clearance. Aircraft Phraseology Controller Phraseology Controller Action City Tower GORED GORED City Tower pass your message GORED PA34 inbound from Stapleford, 4 miles north of the M11 Junction 4 altitude 2400 ft VFR GED cleared to enter the City Control Zone via the M11 junction, VFR not above altitude 2000 ft QNH 1012 squawk 7057 Obtain a readback of clearance GED report the M11 Junction The aircraft can then be passed traffic information and joining instructions as normal. IFR Departures to the FIR (non-airways) Aircraft may be issued with suitable departure instructions as given in the previous example and once airborne, instructed to report leaving the Control Zone. Upon leaving the Control Zone, the aircraft should be instructed to squawk 7000 and Freecall enroute frequency. Tower must provide the required departure separation between IFR departures as per paragraph for airways departures on SIDs or MATS Part 1, Section 1, Chapter 3 for non- SID departures. IFR Arrivals IFR arrivals should be passed the QNH and instructed to report established on the final approach and may be requested to report a DME range e.g. report 4 DME. South East RTS London City & Thames Radar vmats Part 2 Aerodrome Control 51

52 SVFR Departures The standard procedure should be followed and the aircraft should be issued with suitable departure instructions as given in the previous example. Once airborne, the aircraft should be instructed to report leaving the Control Zone. Tower must not allow another SVFR or IFR aircraft to depart until the preceding SVFR departure has reported leaving the Control Zone unless: Both departures are SVFR and one is departing Northbound and one Southbound, in which case 1 minute separation may be used. SVFR Arrivals VFR arrivals will Freecall the Tower for zone entry clearance. Aircraft Phraseology Controller Phraseology Controller Action City Tower GCITY GCITY City Tower pass your message GCITY PA32 inbound from Biggin Hill, overhead Swanley 2000 ft VFR request zone entry and joining instructions GTY the reported visibility is 3000 metres, what type of clearance do you require? Request SVFR clearance GTY GTY cleared to enter the City Control Zone via the South SVFR not above altitude 2000 ft QNH 998 hectopascals squawk 7057 OR remain outside controlled airspace due to inbound IFR traffic Obtain a readback of clearance GED report entering the Control Zone GED report the airfield in 52 South East RTS London City & Thames Radar vmats Part 2 Aerodrome Control

53 sight SVFR traffic must not be cleared to enter the Control Zone if there is an opposite direction SVFR departure (i.e. SVFR arrival from South and Southbound SVFR departure) or IFR traffic departing or inbound on an instrument approach unless the controller is visual with both aircraft and able to provide reduced separation in the vicinity of the aerodrome. VFR / SVFR Zone Transits VFR aircraft will Freecall City Tower and request clearance to transit the Control Zone. Aircraft Phraseology Controller Phraseology Controller Action City Tower GORED request zone transit GORED City Tower pass your message GORED PA34 enroute from Redhill to Duxford, 6 miles south of the airport altitude 2000 ft VFR request zone transit GED cleared to enter the City Control Zone VFR not above 2000 ft QNH 1012 squawk 7057 Obtain a readback of clearance GED report the south bank of the Thames GED cross via the 27 threshold GED cleared to leave the zone to the north VFR not above altitude 2000 ft Once the aircraft has crossed (normally via the landing threshold of the runway in use) they may be cleared to leave the Control Zone. Upon leaving the Control Zone the aircraft should be instructed to Freecall enroute frequency. South East RTS London City & Thames Radar vmats Part 2 Aerodrome Control 53

54 INTENTIONALLY LEFT BLANK 54 South East RTS London City & Thames Radar vmats Part 2 Aerodrome Control

55 SECTION 4 APPROACH AND APPROACH RADAR Chapter 1 General Responsibilities The area of responsibility for Thames/City Radar is the London City CTA and CTR, the Thames RMA and TC airspace as delegated to Thames within 40 nm of the London City ATZ and 30 nm of the Biggin Hill ATZ, subject to radar coverage and equipment. When Heathrow Radar (SVFR) is closed, Thames Radar is bandboxed with Heathrow Radar which is responsible for SVFR traffic operating within the London (Heathrow) Control Zone. Thames/City Radar shall provide approach control services to aircraft from the time and place at which: a) Arriving aircraft are released by London TC until control is transferred to Biggin APC/ADC, London City ADC or are clear of controlled airspace and transferred to the appropriate agency; b) Aircraft approaching from outside controlled airspace place themselves under the control of Thames Radar until control is transferred to Biggin APC/ADC or London City ADC; c) Departing aircraft on specified routes, are transferred from Aerodrome Control until: i. Control is transferred to the relevant TC departure sector; or ii. They are clear of controlled airspace and are transferred to other agencies d) Overflying aircraft are within the relevant controlled airspace. Thames Radar is to provide standard separation between Special VFR and IFR flights and between Special VFR flights. The Thames/City Radar positions provide services appropriate for the Approach and Approach Radar control functions, as specified in MATS Part 1, Section 3. Specific functions include: Thames Radar (INT) 1) The acceptance of releases and control of aircraft inbound aircraft from the release point until control is transferred to FIN, City ADC, Biggin APC/ADC or once the aircraft has left controlled airspace and been transferred to other agencies. 2) The control of overflying aircraft within the Thames RMA including transit flights within London City CAS South East RTS London City & Thames Radar vmats Part 2 Approach and Approach Radar 55

56 3) All departures except those for which control has been delegated to the London City AIR controller. 4) Control of aircraft which have carried out a missed approach, unless control has been delegated to FIN. 5) Liaison with the AIR controller on pertinent issues excepting range checks, final approach spacing and landing and go-around clearances 6) Executive coordination with other ATSUs, unless delegated to FIN. 7) Sequencing traffic from the time it is released, or is placed under a deconfliction service or traffic service, until it is transferred to FIN. Traffic is only to be transferred to FIN when it is separated from all departure routes. 8) Coordinating CAS transit traffic with FIN as necessary. Traffic Information shall be provided to VFR transit aircraft to enable them to avoid IFR arriving and departing aircraft. If necessary, routeing instructions or altitude restrictions may be issued to the VFR aircraft. INT may delay issuing a clearance to transit aircraft for traffic reasons. In such situations INT will advise the pilot routeing when to expect a clearance. City Radar (FIN) The City Radar position may be opened when Runway 09 is in use at London City. When City Radar is closed, Thames Radar is responsible for all the functions carried out by City Radar. The airspace controlled by LC FIN shall be defined as the western half of the London City CTA. City Radar is responsible for: 1) Sequencing aircraft accepted from INT from the downwind position onto final approach at London City 2) Surveillance Radar to Visual Approaches 3) Coordinating planned and unplanned missed approaches and retaining control of such traffic when delegated by INT 4) Liaison with the AIR controller as required for range checks, final approach spacing and landing or go-around clearances 5) Ensuring that traffic transferred from INT is not vectored out of the London City CTA 6) Ensuring that traffic having descended below 2000ft on final approach is not climbed above that altitude without prior coordination with INT Heathrow Radar (SVFR) 1) Delegated control over traffic transiting the London City Control Zone/Area 2) Control over SVFR traffic in the London Control Zone, excluding the Northolt RMA when active. 3) Co-ordinates London City Zone transits with Thames Radar and London CTR traffic with Heathrow Director when required. 56 South East RTS London City & Thames Radar vmats Part 2 Approach and Approach Radar

57 4.1.2 Airfield Information London City RWY QDM TORA (m) TODA (m) ASDA (m) LDA (m) Threshold Designator Elevation ft ft Biggin Hill RWY Threshold QDM TORA (m) TODA (m) ASDA (m) LDA (m) Designator Elevation ft ft ft ft Note: Runway 11/29 is not equipped with runway lighting Frequencies City Tower (AIR) City Information (ATIS) Thames Radar City Radar Heathrow Radar (SVFR) Biggin Approach (APC) Biggin Tower (ADC) Biggin Hill Information (ATIS) Southend Approach/Radar South East RTS London City & Thames Radar vmats Part 2 Approach and Approach Radar 57

58 Chapter 2 Procedures for Radar Controllers Identification Procedures All aircraft must be identified by using one of the methods described in MATS Part 1. All departures should be instructed to Squawk IDENT on first contact to validate the mode A. Aircraft must also be instructed to report their passing altitude (if omitted from the first call) to verify the Mode C readout (readout has to be +/- 200ft from the reported altitude). Inbound airways traffic transferred from London TC displaying code/callsign secondary responses, Mode A codes are deemed to have been validated by London Control. Where inbound airways traffic is transferred from London TC displaying Mode C information, levels are deemed to have been verified by London Control Radar Separation Minima The minimum radar separation of 3 nautical miles is to be used between identified/coordinated aircraft with both PSR & SSR functioning; otherwise 5 nautical miles must be used Liaison with Aerodrome Control London City a) City/Thames Radar shall provide the following information to City: i. The type of approach for IFR aircraft, if anything other than ILS, with a range check at 10 nm. ii. The anticipated delay to departing IFR flights together with the reason for the delay. iii. Information on VFR or SVFR aircraft intending to land or transit the London City CTR. iv. Missed approach instructions when required. v. Departure Release, together with departure instructions, when required. vi. When aircraft are carrying out procedural approaches Radar will inform Tower when the aircraft is LCY outbound and when the aircraft reports base turn complete. Radar will transfer IFR traffic to Tower once it is established on the final approach. b) AIR will request a departure release from Thames Radar for the following: o o o o The first departure of the day Aircraft not on the speed table Aircraft departing within 4 minutes of an aircraft not on the speed table Aircraft departing after an aircraft has carried out a missed approach 58 South East RTS London City & Thames Radar vmats Part 2 Approach and Approach Radar

59 o Aircraft deviating from the SID or not departing on a SID and any subsequent SID departure h) Thames Radar may place a 'check departures' on all SIDs if there is traffic entering the CTR/CTA which may conflict with the SID tracks and levels. When a 'check departures' is in place, all departures are subject to an individual release from Thames Radar until such time as the 'check departures' is cancelled. i) City Tower must inform Radar when the visual circuit is active and when it ceases to be active. j) Tower must inform Radar if the downwind leg of the circuit extends beyond 4 miles. k) City Tower will request approval for VFR departures before issuing a take-off clearance. Tower Check Aerodrome Control is equipped with an ATM displaying both primary and secondary radar and therefore it is only necessary to give a 10 nm check to the AIR controller in respect of an inbound aircraft for the following: i. Non-transponding aircraft ii. Aircraft whose Squawk is not Code/Callsign converted iii. Training traffic which does not intend to land iv. Aircraft carrying out anything other than an ILS approach (type of approach must be given). Transfer of Arriving Aircraft a) IFR aircraft shall be transferred to AIR in the intended landing order and will be instructed to Contact City Tower with Callsign only b) VFR aircraft shall be transferred to AIR when visual with the airfield and only once co-ordinated with AIR. c) SVFR aircraft shall be transferred when visual with the airfield and any preceding aircraft or when the AIR controller is visual with the SVFR traffic and is able to provide reduced separation in the vicinity of the aerodrome in accordance with MATS Part 1 Section 1 Chapter 3. South East RTS London City & Thames Radar vmats Part 2 Approach and Approach Radar 59

60 Biggin Hill IFR Traffic a) Thames shall provide information on all arriving IFR flights to Biggin Approach: i) ETA; ii) iii) iv) type of approach; the anticipated order in which control of aircraft is to be transferred; the anticipated delay to departing IFR flights together with the reason for the delay. v) missed approach instructions if required b) Biggin Approach will request release from Thames Radar for all IFR departures entering controlled airspace. c) Biggin Approach will inform Thames Radar when they are controlling traffic carrying out procedural approaches. d) Biggin Approach will transfer airways departures to Thames Radar once established inbound DET climbing to 2400ft or 3000ft. Tower Check Thames Radar must pass Estimates for inbound IFR traffic to Biggin Approach and range checks at 20 nm and 10 nm and must advise Biggin if the pilot intends to circle-to-land on runway 03 as soon as possible. Transfer of Arriving Aircraft a) IFR aircraft shall be transferred to Biggin Approach in the intended landing order and will be informed Radar Service Terminated, Contact Biggin Approach b) If Biggin Tower and Approach are operating, IFR arrivals should be transferred directly to Biggin Tower instead of Approach. VFR Traffic It is not necessary to prenote VFR traffic to Biggin Hill Approach Control. Traffic will be transferred to Biggin Hill Approach at least 10 nm away from Biggin Hill if outside regulated airspace, or as soon as possible if leaving regulated airspace. VFR traffic from the north-west must be coordinated with Biggin Approach whilst any aircraft is making an instrument approach to Biggin. 60 South East RTS London City & Thames Radar vmats Part 2 Approach and Approach Radar

61 Chapter 3 Inbound Procedures Information to arriving aircraft After an arriving aircraft has made its initial call to Approach Control, the following information shall be passed as soon as practicable: a) Runway in Use and type of approach for the runway; b) Current ATIS Weather Code; c) Any changes in the operational status of visual or non-visual aids essential for approach and landing; d) LVPs in operation; e) Biggin Hill arrivals should be informed that they will leave controlled airspace on final at 6 miles. Subsequent Changes Aircraft that have received the information above must be kept informed of the following until they have landed: a) Significant changes in the meteorological and runway conditions; b) Further reports from other pilots; c) Further changes in the operational status of approach and landing aids; d) Implementation or cancellation of LVPs. All TC controllers are to confirm the cleared level of an aircraft coming under their control on first RTF contact. If it is not volunteered by the pilot it is to be requested and verified by the receiving controller before giving any executive instruction. In addition, Thames Radar is to confirm aircraft type, including type variants for all City inbounds. South East RTS London City & Thames Radar vmats Part 2 Approach and Approach Radar 61

62 4.3.2 Absolute minima The minimum value of 800 metres RVR will be used at all airports as the absolute minimum for visual approaches. If a pilot requests a visual approach when the visibility is less than the Absolute Minima, controllers should inform the pilot that this type of approach is unavailable and request the pilot s intentions. Controllers shall append check your minima to the first provision of RVR values at or below 1,000 m to pilots of inbound aircraft making an instrument approach, except when the aircraft are already established on final approach. London City IAP / RWY ILS 09 ILS 27 SRA to Visual 09 SRA to Visual 27 Met Vis./RVR 1000 metres 900 metres 7000 metres 7000 metres Biggin Hill Instrument Approach RVR Met Visibility Day Met Visibility Night ILS/DME 700m N/A N/A LOC/DME 1000m 670m 500m VOR/DME 1000m 670m 500m Inbound routes Standard Terminal Arrival Routes IFR aircraft inbound to London City or Biggin Hill direct from the London FIR will be required to route via ALKIN or SPEAR and may be required to hold. Aircraft leaving the airways system will be instructed to follow the appropriate STAR by London Control. All STARs terminate at either ALKIN or SPEAR stack and aircraft must not pass the stacks without ATC clearance. 62 South East RTS London City & Thames Radar vmats Part 2 Approach and Approach Radar

63 Arrivals Route via SPEAR, LAM and DET, SPEAR arrivals should cross SPEAR at 5000ft, from there vectors can be given for either runway in times of light traffic, alternatively, they should continue to ALKIN, and vectors provided as appropriate. LAM arrivals will be nonstandard, and will be co-ordinated by TC, typically to cross LAM at 4000ft, vectors then provided from LAM for either runway. DET arrivals will cross DET at 4000ft, from there they can continue to ALKIN, or receive vectors to either runway. When deciding to give vectors, controllers should consider current workload, safety of the aircraft, and finally the traffic situation. STAR DESIGNATOR VIA ROUTE DESCENT PLANNING ALKIN 3C DVR DVR - SANDY - BONDY - DET - ALKIN ALKIN 3D SOVAT SOVAT - TEBLO - SANDY - BONDY - DET - ALKIN ALKIN 3F WAFFU WAFFU - BEXIL - ROKOS - SANDY - BONDY - DET - ALKIN SPEAR 1A KENET ( FL90) KENET - WCO - BOMBO - BKY - BRAIN - MAYLA - SPEAR FL80 by SANDY 4000 by DET VOR FL80 by SANDY 4000 by DET VOR FL80 by SANDY 4000 by DET VOR FL140 by D10 before KENET 5000 by SPEAR SPEAR 1B LOGAN LOGAN - TRIPO - RIDLY - SPEAR FL220 level 30NM before LOGAN FL120 by LOGAN FL70 by TRIPO 5000 by SPEAR SPEAR 1H WAL (<FL190) WAL - HON - CLIPY - BKY - BRAIN - MAYLA - SPEAR SPEAR 1J MCT (<FL140) MCT - HON - CLIPY - BKY - BRAIN - MAYLA - SPEAR SPEAR 1K DTY (FL70) DTY - FINMA - BOMBO - BKY - BRAIN - MAYLA - SPEAR SPEAR 1L WAL (>FL200) WAL - LISTO - PEDIG - ROGBI - CLIPY - BKY - BRAIN - MAYLA - SPEAR SPEAR 1M MCT (>FL150) MCT - PEDIG - ROGBI - CLIPY - BKY - BRAIN - MAYLA - SPEAR FL150 by CLIPY 5000 by SPEAR 5000 by SPEAR 5000 by SPEAR FL200 by ROGBI FL150 by CLIPY 5000 by SPEAR South East RTS London City & Thames Radar vmats Part 2 Approach and Approach Radar 63

64 4.3.1 Radio Communication Failure Procedures London/City In the event of complete radio communication failure in an aircraft, the pilot is to adopt the appropriate procedure described at ENR until: a. Inbound Aircraft i. SPEAR Leave SPEAR at 4000 ft then continue in accordance with the standard procedures from ALKIN ii. STAR via ALKIN-SANDY Leave SANDY at FL 70 and route BONDY - DET - TILBY - ALKIN. Descend to maintain FL60 to be level before BONDY. At BONDY descend to maintain 4000 ft to be level by DET, then continue in accordance with the standard procedures from ALKIN Note: Non-RNAV equipped aircraft will be routed via LYD and are to leave LYD at FL60 and route DET-ALKIN. At 12 DME descend to maintain 4000 ft to be level by DET, then continue in accordance with the standard procedures from ALKIN b. Outbound Aircraft For the purposes of radio failure, the climb to flight planned level should be commenced after the last position shown in the SIDs or Standard Departure Routes where an altitude or flight level is specified Biggin Hill In the event of complete radio communication failure in an aircraft, the pilot is to adopt the appropriate procedure described at ENR until: a. Inbound Aircraft i. SPEAR STAR. Leave SPEAR at 5000 ft towards ALKIN. At 20 DME BIG descend to maintain 4000 ft, to be level by ALKIN, then continue in accordance with the standard procedures from ALKIN. ii. STAR via ALKIN-SANDY. Leave SANDY at FL 70 and route BONDY - DET - TILBY - ALKIN. Descend to maintain FL60 to be level before BONDY. At BONDY descend to maintain 4000 ft to be level by DET, then continue in accordance with the standard procedures from ALKIN. Note 1: Non-RNAV equipped aircraft will be routed via LYD and are to leave LYD at FL60 and route DET-ALKIN. At 12 DME descend to maintain 4000 ft to be level by DET, then continue in accordance with the standard procedures from ALKIN. 64 South East RTS London City & Thames Radar vmats Part 2 Approach and Approach Radar

65 b. Outbound Aircraft For the purposes of radio failure, the climb to flight planned level should be commenced after the last position shown in the Standard Departure Routes where an altitude or flight level is specified Inbound Release procedures Aircraft meeting the conditions of the Standard Release shall be transferred to Thames Radar using a silent handover. Minimum distance between successive aircraft at the same level is 10nm. Speed control may be applied to maintain the separation. Standard Release for inbounds via SPEAR: Transfer of control is passing RIDLY descending to 5000ft level by SPEAR and own navigation to SPEAR. If no holding is required, Thames Radar may accept inbounds from the north routed via BPK and LAM. Thames must advise London TC N of the accepted level and heading after LAM before the aircraft reaches CLIPY. London will normally release the aircraft to Thames at LAM descending to 4000ft and instructed to leave LAM on the heading provided by Thames. Standard Release for inbounds via DET: Transfer of control is passing DET at or descending to 4000ft level DET and own navigation DET-ALKIN. Full Release Aircraft not meeting the conditions of a Standard Release, or when silent handovers have been suspended, will be the subject of a Full Release: Stack Full release Callsign Flight Level Release Point Contact Point Any qualifying instructions Expected Approach Times Expected Approach Times are to be issued at 5 minute intervals for radar vectored approaches if the delay is more than 20 minutes. EATs are not normally passed if the expected delay is less than 20 minutes, instead, the usual phrases used are Less than 5 minutes, 5 to 10 minutes, 10 to 15 minutes and 15 to 20 minutes. South East RTS London City & Thames Radar vmats Part 2 Approach and Approach Radar 65

66 4.3.4 Holding and approach patterns Stack Inbound Radial and Direction Minimum Holding Alt Maximum Holding Alt Holding Speed Limit ALKIN 241 Right Hand 1800ft 4000ft 180 kt SPEAR 195 Right Hand 4000ft FL kt LCY 275 Right Hand 2000ft 2000ft 180 kt Aircraft may hold at SPEAR at 4000ft without co-ordination and up to FL70 once coordinated with London TC. ALKIN and SPEAR are to be used by traffic inbound via a STAR. ALKIN and SPEAR are deemed laterally separated. London City (LCY) NDB hold is to be used by aircraft after a missed approach or when required by Thames Radar or London Control. The LCY and ALKIN holds are not deemed separated Missed Approach Procedures Missed Approach Procedures published in the UK AIP are reproduced below: London City Runway Procedure Missed Approach 09 ILS/DME/NDB Climb straight ahead to At I-LST DME 5 turn left to LOC/DME/NDB return to NDB(L) LCY at 2000 or as directed. SRAV Climb straight ahead to At I-LST DME 5 (LON DME 24.9) turn left to return to NDB(L) LCY at 2000 or as directed. 27 ILS/DME/NDB LOC/DME/NDB Climb straight ahead to At I-LSR DME 5 (LON DME 14.3) turn right to return to NDB(L) LCY at 2000 or as directed. SRAV Climb straight ahead to At I-LSR DME 5 (LON DME 14.3) turn right to return to NDB(L) LCY at 2000 or as directed. 1) The AIR controller will inform Thames Radar of the missed approach 2) AIR will hold all subsequent departures and issue tactical headings to ensure aircraft are separated 3) Thames Radar should issue a heading and frequency for the aircraft to contact 4) AIR will request release from Thames for the next departure following a missed approach 66 South East RTS London City & Thames Radar vmats Part 2 Approach and Approach Radar

67 IFR aircraft carrying out a low-approach and go-around should remain with Radar who will obtain a go-around clearance from Radar. Until such clearance is obtained, the aircraft must not overfly the runway below 1000ft on the London City QNH. Biggin Hill Runway Procedure Missed Approach 21 ILS/DME/VOR LOC/DME/VOR Climb straight ahead to not above At I-BGH DME 2 turn right to VOR BIG continuing climb as necessary to Leave VOR BIG on R050 to TUNEL (BIG VOR R050 DME 10) to enter hold or as directed. Note: Remain within I-BGH DME 4.2 or BIG DME 4 during right turn to VOR DME BIG. MAX 160KIAS until established outbound R050 to TUNEL. VOR/DME Climb ahead on R209 to not above At BIG DME 2 turn right to VOR BIG continuing climb as necessary to Leave VOR BIG on R050 to TUNEL (BIG VOR R050 DME 10) to enter hold or as directed. Note: Remain within BIG DME 4 during right turn to VOR DME BIG. MAX 160KIAS until established outbound R050 to TUNEL. 1) The Biggin Approach controller will inform Thames Radar of the missed approach 2) Thames Radar should issue missed approach instructions, either standard missed approach, and if required, a heading to fly once the aircraft has passed the overhead and an altitude to climb to. South East RTS London City & Thames Radar vmats Part 2 Approach and Approach Radar 67

68 Chapter 4 Intermediate and Final Approach Procedures Radar Manoeuvring Area The RMA dimensions dependent upon runway in use at Heathrow. KEY THAMES RMA - HEATHROW ON RWY 27 DB ' DB ' DB ' DB ' THAMES RMA - HEATHROW ON RWY South East RTS London City & Thames Radar vmats Part 2 Approach and Approach Radar

69 4.4.2 Vectoring Patterns Thames Radar may vector aircraft downwind inbound to Runway 09 subject to the following conditions: Aircraft must descend to an altitude of not above 2100 ft QNH, to be level before passing west of a line passing north/south through London City Airport. Aircraft must then descend to 2000 ft QNH as soon as possible subject to RVA restrictions. Aircraft must not be vectored west of a north/south line through Vauxhall Bridge (6.4nm west of London City), without prior coordination with TC Heathrow. KEY Vectoring for Runway 09 Vectoring STARs SIDs Vectoring for Runway 27 South East RTS London City & Thames Radar vmats Part 2 Approach and Approach Radar 69

70 4.4.3 Terrain Clearance The lowest level within the southern half of the RMAC that can be assigned to aircraft which is terrain safe is 2000ft except within a 3nm radius of the Wrotham Mast where the MSA is 2300ft. The lowest level within the northern half of the RMAC that can be assigned to aircraft which is terrain safe is 1800ft except within the defined area east of London Heliport and west of a line drawn from BIG to EGLC where the MSA is 2000ft. Further descent to 1500ft ALT on runway 27 or 1600ft ALT on runway 09 may be given within the Approach Area shown when on 40 closing heading or Final Approach at London City. The Minimum Sector Altitude within 25nm of the airfield is: Northeast: 2200ft Northwest: 2200ft Southeast: 2300ft Southwest: 1800ft 70 South East RTS London City & Thames Radar vmats Part 2 Approach and Approach Radar

71 4.4.4 Speed Control Speed control may be applied on a tactical basis to the extent determined by the Radar Controller. Aircraft unable to conform to the speeds specified by the Radar Controller should inform the controller immediately and state what speeds will be used. In the interests of accurate spacing pilots are requested to comply with speed adjustments as promptly as is feasible within their own operational constraints, and should advise ATC if circumstances necessitate a change of speed for aircraft performance reasons. On occasions, a pilot may request to maintain a higher than normal speed. If traffic situation allows this, the aircraft can be told that there is "no ATC speed restriction". There are standard speeds which, if required, may be employed during approach: a) During Intermediate approach, leaving the stack to the point at which a base leg is flown, minimum clean speed or 210kt should be used. b) On a base leg and closing heading, 180kt maximum should be used. (If spacing is becoming tight, aircraft can be slowed to 160kt when on a closing heading for the ILS) c) On final (EGLC), 160kt until 6DME i) Speed adjustments must not be requested or applied after the aircraft has passed 6 DME from touchdown ii) The pilot is to be advised if/when speed control is no longer required iii) The use of minimum safe approach speed is not permitted until the aircraft is established on the localiser and should be avoided whenever possible Transfer to City Radar (FIN) Traffic should normally be offered to LC FIN descending to altitude 3000ft (QNH) at 210kt or less and clear of all City and Biggin departures. If any non-standard altitudes or speeds are used, FIN should be informed when the aircraft is transferred. On transfer of communication to FIN, controllers should use the phrase: "Contact City Radar, with callsign only " Final Approach Spacing Minimum spacing should reflect the wake turbulence categories of flights involved. Controllers should also note due to Single Runway Operations at London City, Further spacing should be co-ordinated with the AIR controller to allow departures to use the runway and for aircraft to backtrack. Due to the required backtrack at City, spacing should not be less than 6 miles for two consecutive landing aircraft on 09; or less than 8 miles between aircraft where a departure will use the runway between landing aircraft on 27. South East RTS London City & Thames Radar vmats Part 2 Approach and Approach Radar 71

72 AIR may co-ordinate with Radar a specific spacing required to allow for departures but also taking into account the amount of inbound traffic. 6nm spacing will allow for 1 departure or for a backtrack on Rwy 09 after landing 8nm spacing will allow for 3 aircraft to backtrack on Rwy 27 and 1 to depart Typical spacing will be at least 6 nm for normal traffic levels, or 8/6/6. Radar is responsible for ensuring the agreed arrival spacing, or Wake Turbulence separation (in accordance with MATS Part 1 Section 1 Chapter 3), whichever is greater exists until the aircraft reach 2 NM from touchdown Surveillance Radar Approaches During any outages of the Instrument Landing System at London City Airport, the only permissible instrument approach available is the Surveillance Radar to Visual Approach Procedure (SRVA) which terminates at 2.5nm. This procedure, developed as a hybrid approach to reflect the steep approach angle at London City Airport requires a level flight segment from 4.5nm to 2.5nm from touchdown, to be flown at 1500ft. During this level period of flight, the approach radar controller will issue the aircraft with track guidance to maintain the runway centreline inbound the airport. If visual, at 2.5 DME the pilot may commence a visual approach or, if not visual, the pilot must carry out the missed approach procedure. SRA Co-ordination FIN shall advise the AIR controller when the aircraft is 10nm from touchdown. Landing clearance will be requested at 4nm. If landing clearance has not been issued by AIR when the aircraft reaches 2.5nm, a further request for landing clearance is to be made. If the aircraft reports visual before landing clearance has been issued the aircraft should be transferred to AIR in the normal manner. If landing clearance has been passed and acknowledged before the aircraft reports visual then the aircraft should be advised after landing contact Tower Visual Approaches (IFR Traffic) Unless prior co-ordination has taken place with AIR, INT or FIN may clear aircraft for a visual approach when the pilot reports visual with the airfield provided that they are not cleared to descend below 2000ft until either: a) Co-ordination is effected with AIR; b) The aircraft is on a base leg aiming to join final approach at not less than 5 nm from touchdown; 72 South East RTS London City & Thames Radar vmats Part 2 Approach and Approach Radar

73 c) The aircraft is already within the Final Approach Area. Where co-ordination with AIR has taken place, provided the aircraft has reported visual with the airfield, the position of traffic permitting, aircraft may be cleared for a visual approach at any point. When clearing an aircraft for a visual approach, with all necessary criteria met, the pilot should, be given the instruction descend not below altitude 1500ft until passing 2.5 DME. This will ensure correct final approach descent profile. South East RTS London City & Thames Radar vmats Part 2 Approach and Approach Radar 73

74 Chapter 5 Local Airfields Southend Inbounds via DET Aircraft inbound to Southend via DET will be transferred to Thames Radar by London TC South-East in accordance with the silent handover condition the same as City, Biggin and Rochester arrivals. Thames Radar is responsible for passing the identification of the inbound and obtaining an acceptance level at the SND from Southend APC: Inbound [Callsign], Estimate (for Southend), Position The Southend controller will respond with: [Callsign] Identified and accepted, Level and Southend QNH, Contact frequency Thames Radar will then inform the pilot *Callsign+ Southend will accept you at altitude QNH, cleared to leave controlled airspace by descent. Upon leaving controlled airspace *Callsign+ my radar service terminates, contact Southend on frequency Radar releases to Southend APC are not permitted. Outbounds via DET Southend ATC will request a release for airways departures routing via DET (DVR, LYD and SAM departure routes). Thames Radar must request release from TC. If TC cannot release the aircraft but Thames can, Thames may issue a release subject TC. Unless otherwise instructed, the aircraft will join controlled airspace following the SDR climbing to 4000 ft on passing 5 DME inbound to DET. When issuing a departure release, Thames Radar is to specify the altitude, either 3400 ft to remain outside controlled airspace, or 4000 ft. This departure is to be climbed to 5000 ft subject to the limitation of Thames Radar airspace. The aircraft shall be transferred to TC South-East after appropriate coordination and when clear of other Thames traffic. Designator Via Route Dover (DVR) L9/L10/W71 Join controlled airspace on track to DET Lydd (LYD) M189 (Y803) Join controlled airspace on track to DET Southampton (SAM) M140/Q41 Join controlled airspace on track to DET LYD M189 WAFFU Y8 GWC SAM 74 South East RTS London City & Thames Radar vmats Part 2 Approach and Approach Radar

75 For positioning flights to London City, aircraft will follow LYD to DET then join ALKIN 3C STAR at altitude as directed by Thames Radar Rochester Aircraft inbound to Rochester from the airways will be assigned a STAR and handled the same way as City and Biggin inbounds via DET in accordance with the silent handover condition. Thames Radar is responsible for passing the estimate for the inbound aircraft and transferring it to Rochester Information once clear of controlled airspace. Airways departures from Rochester will fly the appropriate Standard Departure Route and will be dealt with in the same way as Southend departures. Thames Radar must obtain a release from TC South-East for southbound departures and TC North-East for northbound departures. Northbound departures may also be coordinated with Southend APC if appropriate. Rochester Standard Departure Routes (SDRs) - via Airways Departure Designator Via Route/Altitude to N Brookmans Park 3 (BPK 3) N57/L10 Direct BPK Cross 20 DME BPK above 3000ft climbing to 4000ft NE Clacton 3 (CLN 3) L620 DET - SND - CLN Cross DET RDL 017 DME 7 at 5000ft SE Dover 3 (DVR 3) L9/L10 Direct DVR climbing to 4000ft S Lydd 3 (LYD 3) M189 DET - LYD climbing to 4000ft (Y803) SW Southampton 3 (SAM 3) M140 DET - LYD - M189 - WAFFU - Y8 - GWC - SAM climbing to 4000ft W Compton 3 (CPT 3) L9 BPK - HEN - CPT Cross 20 DME BPK above 3000ft climbing to 4000ft Kenley Kenley is located 5nm West of Biggin Hill, adjacent to the M23/M25 junction. It is a notified winch launch glider site. Intense gliding activity can be expected within 2nm of Kenley up to an altitude of 2000ft. The site should be considered active seven days a week during daylight hours. Controllers should avoid routeing any flight below 2500ft within 2nm of Kenley. South East RTS London City & Thames Radar vmats Part 2 Approach and Approach Radar 75

76 Chapter 6 Outbound Procedures Departures from London City After departure, outbound traffic on the SIDs from runway 27 fly the standard right turn and maintain 3000ft QNH. Once the aircraft has established on an easterly track and has passed through a line parallel to; and 3nm east of the BIG - EGLC track, Thames Radar may climb the aircraft to 4000ft QNH without coordination with TC. Thames Radar climbs southbound departures to 5000ft, CLN to 4000ft and BPK and CPT remain at 3000ft. Departures may be transferred to London TC on a silent handover provided that they are clear of inbound traffic which has been released to Thames and are free from co-ordination. Successive departures shall be separated by at least 3 miles (constant or increasing) when transferred to London TC. Thames Radar may apply tactical headings to ensure minimum separation, in which case the aircraft shall be instructed to 'report the heading to London Control'. For Brookmans Park and Compton departures it is possible for Thames Radar to advise AIR to transfer them directly to London Control if there is no conflicting traffic since they remain at 3000ft. Southbound departures will be transferred to TC South-East (LTC_SE), TC South (LTC_S), or London Dover Sector (LON_D) or Worthing Sector (LON_S). Northbound departures will be transferred to TC North-East (LTC_NE), TC North (LTC_N), or London Clacton Sector (LON_E) or Daventry Sector (LON_C). When runway 09 is in use, AIR will transfer BPK and CPT departures directly to the appropriate London Control sector, unless otherwise instructed by Thames Radar Departures from Biggin Hill Thames Radar must request release from TC for airways departures from Biggin Hill. If TC cannot release the aircraft but Thames can, Thames may issue a release subject TC. If there is IFR traffic inbound to Biggin within 10 nm, Thames will issue a release subject *callsign of inbound a/c+. Biggin will release the departure if the controller is visual with the inbound aircraft and are able to provide reduced separation in the vicinity of the aerodrome. When releasing an airways departure, Thames Radar is to specify the altitude; either 2400ft to remain outside CAS or 3000ft. Biggin Hill departures will be climbed to 4000 ft before being transferred to London TC Departure clearances London City GMC will request clearance for any aircraft not departing via a SID before the aircraft starts. Thames Radar should pass the departure clearance and squawk code e.g. *Callsign+ Cleared to leave the control zone on track BPK IFR climbing to altitude 2400ft squawk South East RTS London City & Thames Radar vmats Part 2 Approach and Approach Radar

77 AIR will then request release for the aircraft when it is ready to depart. Thames Radar is to provide the release and departure instructions e.g. *Callsign+ After Noise, turn right heading 070, Released/Released Subject Radar. When issuing departure instructions, Thames Radar must take into account: Noise Preferential Routings Terrain Clearance Separation from other traffic SIDs London City Standard Instrument Departures (SIDs) All SIDs terminate at altitude 3000 ft. Runway 09 Runway 27 Route Brookmans Park 5 Uniform Brookmans Park 5 Tango N57/N601 & EGGW (BPK 5U) (BPK 5T) Clacton 7 Uniform (CLN 7U) Clacton 7 Tango (CLN 7T) L620 eastbound Dover 5 Uniform (DVR 5U) Dover 5 Tango (DVR 5T) L9/L10 eastbound/m140 Lydd 5 Uniform (LYD 5U) Lydd 5 Tango (LYD 5T) M189/Y803 Southampton 6 Uniform (SAM 6U) Southampton 6 Tango (SAM 6T) UN866/leaving CAS via SAM VOR Compton 6 Uniform (CPT 6U) Compton 6 Tango (CPT 6T) L9 westbound Biggin Hill Standard Departure Routes (SDRs) - via Airways Departure to Designator Via Route N Brookmans Park 2 (BPK 2) N57/L10 DET - BPK NE Clacton 2 (CLN 2) (Note 5) L620 DET - SND - CLN SE Dover 2 (DVR 2) L9/L10/W71 DET - DVR S Lydd 2 (LYD 2) M189 (Y803) DET - LYD SW Southampton 2 (SAM 2) L620/Q41 DET - LYD - M189 - WAFFU - Y8 - GWC - SAM W Compton 2 (CPT 2) L9 DET - BPK - HEN - CPT Note 1: Departures from Runway 21, follow Noise Abatement Procedure turning right to pass overhead BIG VOR at 2400 ft ALT. South East RTS London City & Thames Radar vmats Part 2 Approach and Approach Radar 77

78 Note 2: Departures from Runway 03, after noise abatement, turn right to intercept DET VOR RDL 278 to DET. Note 3: When established on DET VOR RDL 278, not above 2500 ft ALT until 9 DME DET, then to 4 DME DET at 4000 ft ALT. Note 4: For positioning flights to London Luton/London Stansted, follow BPK 2 SDR to BPK then join LOREL 2Q STAR, at altitude as directed by ATC, in its appropriate place under the table. Note 5: Cross DET VOR/DME fix 017 /7 nm at 5000 ft ALT Speed Limits Thames Radar must not remove the 250 kt below FL100 speed restriction on departures unless this is coordinated in advance with London TC. Inbound aircraft must cross Speed Limit Points at a maximum speed of 250kt unless the speed restriction has been removed by ATC. In order to improve the departure flow and at the same time maintain separation between aircraft, particularly those following the same routeing over the first 20 to 30 nautical miles of flight, a speed limit of 210 kt applies to all aircraft departing from London City to enable aircraft to make the initial turn followed a restriction of 250 kt below FL100. In certain weather conditions and perhaps for reasons of safety pilots may not be able to comply with the speed limit of 250 kt IAS. When such circumstances are anticipated, a pilot should inform ATC when requesting start-up clearance stating the minimum speed acceptable. In this event, pilots will be informed before take-off of any higher speed limitation. Similarly should circumstances arise during flight the pilot should immediately advise ATC again stating the minimum speed acceptable. 78 South East RTS London City & Thames Radar vmats Part 2 Approach and Approach Radar

79 Chapter 7 Low Level Procedures SVFR Flight The maximum altitude for SVFR flights is 2000ft when West of London Bridge, otherwise the maximum altitude is 2400ft. Aircraft should not be instructed to fly at a specific altitude, instead the phrase Not above/below should be used. Thames/City Radar is to provide standard separation between IFR and SVFR, and SVFR and SVFR. No separation can be provided between Special VFR flights flying in the access lanes and local flying areas for Denham (EGLD), White Waltham (EGLM) and Fairoaks (EGTF) aerodromes Meteorological Minima Visibility Cloud Base / Ceiling Traffic / Routes 10km 1200 ft SVFR fixed wing inbounds 1900 m 600 ft SVFR fixed wind outbounds 2000m SVFR rotary in/out/overflights London/Heathrow 6 km 1000 ft Visual separation permitted at London/Heathrow ceiling 6 km Visual separation on designated helicopter routes 6 km 1000 ft Met Police Helicopters security checks 1000 m SVFR helicopters on designated routes 1200 ft H10 traffic (not mandated, but due to altitudes involved, required) 1500 ft SVFR traffic 020 to 140 degrees (not mandated, but due to altitudes involved, required) 5km VFR flights in/out of an Aerodrome in Class D, based on reported Met. Visibility 3000 m Denham, Fairoaks, White Waltham and Brooklands LFA 1000 m 600 ft Battersea. No SVFR clearance if less than 6 km Hold at Gutteridge if IFR (flight visibility and London/Heathrow METAR) 6 km 1200 ft Visual Approaches 800 m Visual Approaches (military traffic) 1000 m RVR for IAPs South East RTS London City & Thames Radar vmats Part 2 Approach and Approach Radar 79

80 4.7.3 Altitude Restrictions with the London CTR Thames/City Radar may issue the following maximum altitudes without co-ordination: Between London Heliport and Chelsea Bridge ft Between Chelsea Bridge and Vauxhall Bridge ft The ATC clearance to helicopters following published routes should instruct pilots to fly at the "standard operating altitudes". This allows the helicopter to fly "not above" the published altitudes, except for H10 between Perivale and Chiswick Bridge, where the published altitudes must be maintained ( at 1200ft to ensure terrain clearance and separation from aircraft on the Heathrow ILS.) Pilots who are unaware of the correct altitudes should be informed of them when the clearance is given, or instructed to report approaching the appropriate reporting point for the next altitude instruction. Pilots are to be at the lower altitude on arrival at the point at which the lower altitude applies Standard Operating Altitudes Route Reporting points Standard Operating Altitude H2 Iver Airport Spur 1000ft H3 H4 Bagshot Mast Junction 3 M3 Junction 3 M3 Thorpe Thorpe Sunbury Lock Sunbury Lock Battersea If runway 09L/R is in use, H3 is normally closed Isle of Dogs Chelsea Bridge Chelsea Bridge Battersea 1500ft 1000ft 800ft 1000ft 2000ft 1500ft H5 Northwood Uxbridge Common 2000ft H7 H9 H10 Banstead Sutton/Epsom railway Sutton/Epsom railway Morden Morden Battersea Oxshot East/West Esher Common Esher Common London/Woking railway London/Woking railway Bedfont Sipson Hayes Hayes Gutteridge Gutteridge Northwood CTR boundary Cookham Cookham Gutteridge Gutteridge Perivale Perivale Brentford Brentford Chiswick Bridge Chiswick Bridge Battersea 2000ft 1500ft 1000ft 2000ft 1500ft 800ft 1000ft 1500ft 2000ft 2000ft 1500ft 1200ft at 1200ft at 750ft 1000ft 80 South East RTS London City & Thames Radar vmats Part 2 Approach and Approach Radar

81 4.7.1 Altitude Restrictions with the City CTR Thames/City Radar may issue the following maximum altitudes: VFR ft IFR Between Vauxhall Bridge and London Bridge ft o For runway 09 - levels in accordance with the RMAC chart. Co-ordinating Higher Heathrow on Westerlies: LL FIN, who will co-ordinate with the other directors as appropriate Heathrow on Easterlies: the relevant London TC sector Transiting Aircraft Co-ordination with LC AIR The following details must be passed to LC AIR: Callsign Aircraft type Point of departure (if applicable) Destination (if applicable) SSR code Route Heading (if applicable) Altitude Helicopter Restrictions No single-engined helicopter may enter R160 unless on a published Heli-Route. Helicopters operating on the published routes are to be cleared SVFR Controllers shall not issue IFR clearances to helicopters wishing to depart or land at sites within the London CTR other than LL or WU. South East RTS London City & Thames Radar vmats Part 2 Approach and Approach Radar 81

82 82 South East RTS London City & Thames Radar vmats Part 2 Approach and Approach Radar

83 4.7.4 Separation Standards Route (Deemed) Separation from Heathrow Runways The separation criteria to be applied to helicopters operating on Helicopter Route H10 with respect to London/Heathrow inbound traffic on 27R are as follows: Responsibility for initiating coordination with respect to the above restrictions rests with the Heathrow FIN Director. Type of Approach H10 between Kew Bridge and Barnes ILS Separated. ILS Localiser Only Separated, provided that the aircraft is on the localiser and is not cleared to descend below 2000ft QNH until 6nm from touchdown. SRA Separated. Visual Separated, provided that the aircraft is on the Final Approach Track and is not cleared to descend below 2000ft until 6nm from touchdown. Helicopter Route H10 is deemed separated from ILS approaches to Runway 27L. Visual approaches to Runway 27L are separated provided that aircraft are not cleared to descend below 2000ft QNH until 6nm from touchdown. Separation from Heathrow IFR Traffic London Heathrow Inbound Descent Profiles: To provide separation from London/Heathrow inbound traffic the following altitude restrictions are to be applied: when London/Heathrow is on westerly operations, aircraft transiting the zone routeing north/south via London Heliport should be at 1500ft; when London/Heathrow is on easterly operations, aircraft transiting the zone via Ascot/Burnham should be not above 1000ft while adjacent to and passing under the final approach path. London Heathrow Outbound Minimum Climb Gradient To assist controllers in providing standard separation between London/Heathrow departures and low level flights operating within the London Control Zone, all departing aircraft operating on a SID are required to comply with a minimum climb-out profile. This profile requires the aircraft to cross the relevant noise monitoring point at 1000ft or above, and thereafter, maintain a climb gradient of 4% or better. South East RTS London City & Thames Radar vmats Part 2 Approach and Approach Radar 83

84 Aircraft that comply with this requirement will achieve an altitude of at least 2000ft at a track distance of 7nm from the upwind end of their departure runway. This climb gradient equates to a climb rate of 243ft per nm. Unverified Mode C readings may not be used for separation purposes. On occasion, departing aircraft may not be able to comply with the minimum climb-out gradient, although they may be able in other respects to comply with the SID. Any aircraft that is unable to comply with the required climb-out gradient will notify ADC, and this information will be relayed to the TC London/Heathrow, giving the aircraft's callsign and ETD. Separation between Helicopters on H4 Visual separation may be applied when following route H4 on SVFR clearance when: appropriate traffic information is passed to both helicopter pilots. both pilots agree to separate visually; both pilots are on the same frequency; the altitudes applicable are adhered to; Geographical Separation within the London CTR - Use of the River Thames Between Kew Bridge and Vauxhall Bridge, separation exists between traffic (rotary, fixed wing or airship) instructed to remain north side of the River Thames and traffic which has been instructed to remain south side of the River provided that: appropriate traffic information has been passed to the pilots concerned; and there is agreement between the pilots concerned. Helicopters (or airships) following the north and south banks of the River Thames are subject to the usual conditions for the separation of helicopters on published routes. Right Side Separation Right side separation may be used on the route H3 between Bagshot Mast and Thorpe, and on the route H4 between Kew Bridge and Vauxhall Bridge. Restrictions on the Use of Helicopter Routes H3 and H9 During Easterly Operations Whenever Runway 09R and/or 09L are in use Helicopter Route H3 will not normally be available. The UK AIP details the above restriction. Special arrangements for the use of H3 in connection with special events will be published in TOIs. In order to provide vertical separation between London/Heathrow easterly departures and Helicopters routeing along Helicopter routes H3 and H9 the following procedures are to be carried out: 84 South East RTS London City & Thames Radar vmats Part 2 Approach and Approach Radar

85 Between 0800 and 2100 Local When there is helicopter traffic on H3 between Teddington and Thorpe and/or on H9 between Oxshott West/East and Bedfont, aircraft on CPT - MAY - MID - SAM SIDs must be instructed to climb straight ahead through 1500ft QNH and pass the LON DME 2nm before turning right. Between 2100 and 0800 Local The straight ahead to 1500ft requirement is not to be used, therefore no helicopter traffic is permitted to operate on H3 between Teddington and Thorpe and/or H9 between Oxshott and Bedfont when aircraft are departing on CPT - MAY - MID - SAM SIDs. Maximum Altitude In order to provide separation between aircraft on a SVFR clearance and traffic inbound to London/Heathrow on the ILS, the maximum altitudes issued to SVFR traffic will be as follows: West of a line north/south through London Bridge - not above 2000ft; otherwise, not above 2400ft. Minimum Altitudes A minimum altitude of 1500ft will apply to all SVFR traffic operating within the London/City CTR west of a line north/south through the Isle of Dogs (the edge of The Restricted Area R160) except: Helicopters following H4; aircraft, fixed wing or rotary, having obtained permission from NATS HQ and subject to a NSF authorisation. Where possible, aircraft fixed wing or rotary, should not be instructed to fly at a specific altitude. Multiple Category A Flights There may be occasions when the Ambulance helicopters and the Police helicopter(s) are responding to the same or adjacent incidents (such as major road traffic accidents) and may warrant ATS Category A Status as detailed in MATS Part 1, Section 1. Under these circumstances CAA DAP has authorised a reduction of standard separation to be applied within the London CTR by SVFR/LL INT (and by Northolt APC in those parts of the London CTR delegated to Northolt APC, and by Thames Radar in those parts of the London CTR delegated to Thames Radar) between the participating helicopters, subject to the conditions specified below. South East RTS London City & Thames Radar vmats Part 2 Approach and Approach Radar 85

86 Conditions and Procedures Operations in VMC by Day: Note: The helicopter pilots are responsible for determining their flight conditions in accordance with the "inside Controlled Airspace" criteria. ATC is not required to provide IFR separation criteria between the participating helicopters. ATC will pass traffic information - radar derived whenever possible - until the pilots of the participating helicopters have each other in sight. The helicopter pilots are responsible for maintaining their own separation from each other. Operations in IMC or at Night: Helicopters will at all times remain clear of cloud and in sight of the surface, and in a flight visibility which will permit navigation with visual reference to the surface. ATC is not required to provide IFR separation criteria between participating helicopters. ATC will pass traffic information - radar derived whenever possible - until the pilots of the participating helicopters have each other in sight. If the pilots of the helicopters do not have each other in sight before the helicopters are within 1 nm of each other, then ATC will intervene and re-establish 3nm separation as quickly as possible until such time as one of the helicopters has landed at the incident site. This is to be considered the primary ATC task. When the pilots of the helicopters have each other in sight they will be responsible for maintaining their own separation from each other. Multiple Non-CAT A Operations in the London and London City Control Zones There are occasions when Virgin London HEMS and the Metropolitan Police ASU need to operate in close proximity to each other when a high flight priority category is not appropriate. Outside the hours of operation of Thames Radar, TC London/Heathrow is authorised to apply a reduction of standard separation between participating helicopters, subject to the conditions specified below. Conditions and Procedures These procedures apply only to Virgin London HEMS and Met ASU. They do not apply to other Police or Medical helicopter flights. Special Flight Notifications will be amended accordingly. Helicopters will at all times remain clear of cloud and in sight of the surface, and in a flight visibility which will permit navigation with visual reference to the surface. Confirmation must be obtained that the pilots are willing to provide visual separation. ATC will pass traffic information until the pilots of the participating helicopters have each other in sight. From this point ATC is not required to provide IFR separation between the participating helicopters, the pilots will be responsible for maintaining their own separation 86 South East RTS London City & Thames Radar vmats Part 2 Approach and Approach Radar

87 from each other. If the pilots of the helicopters do not have each other in sight (and vertical separation is not being provided) before the helicopters are within 3nm of each other, then ATC will intervene and maintain 3nm separation Co-ordination with Adjacent Airfields London Heathrow The following details of inbound aircraft must be passed to ADC: Callsign, type, point of departure, SSR, ETA, and Flight Status (IFR/SVFR). Arrivals and departures will be routed via the holding area at Sipson or Bedfont as appropriate. Helicopters flying between Sipson and the helicopter aiming point must follow the runway crossing procedures detailed below. Crossing procedures (see AIP chart EGLL-4-1) Helicopters arriving from the north should be transferred to LL AIR N at Sipson, and from the south to LL AIR S at Feltham. Helicopters holding at these positions are separated from fixed wing traffic using or carrying out a missed approach to any runway at Heathrow. Helicopters are to transit the airport at an altitude of not less than 800ft. ATC will advise pilots of the departure and landing runways. Clearance to cross the landing runway will only be given where there is a suitable gap in the landing stream. If the helicopter pilot is visual with the arriving fixed wing aircraft, clearance will be given in the form after the landing <aircraft type> cross runway <designation>. The point of crossing may be included. The helicopter should cross as expeditiously as possible. Runways 27L/R active Helicopters should cross the departure runway downwind of the threshold. If the landing runway is to be crossed first, clearance may be given to cross both runways in a single instruction. When the departure runway is crossed first, the helicopter should hold at the departure runway side of a line drawn east-west between links 25 and 26. A separate clearance will be issued to cross the landing runway. Runways 09L/R active Crossing these runways will only be permitted when runway 09L is in use for landing and 09R for departure. In order to provide adequate separation from departing fixed wing traffic the crossing route is as follows: Feltham Bedfont Duke of Northumberland River West of runway 09R threshold fuel farm (direct or as instructed by ATC) Sipson; and vice versa. South East RTS London City & Thames Radar vmats Part 2 Approach and Approach Radar 87

88 While the helicopter is in transit between Bedfont and runway 09R threshold ATC will pass traffic information regarding fixed wing departures from 09R. When runway 09R is crossed first, the helicopter should hold south of a line drawn eastwest through the fuel farm until clearance is given to cross runway 09L. Fixed Wing Low Level Inbounds to Heathrow In order to facilitate fixed wing low level inbounds to Heathrow which are initially worked by Thames Radar/SVFR the traffic shall be transferred to the INT/FIN Director not later than the downwind position, either orbiting or on an agreed heading/altitude. London (Battersea) Heliport London Heliport ATC is provided by Battersea Tower (freq MHz) or in its absence Heathrow SVFR or Thames Radar. If neither is online ATC will be provided by Heathrow Intermediate Director North. Surface winds for the heliport are not available on VATSIM; the London City Airport winds should be given instead e.g. surface wind at City 220 at 9 knots. Arrival/Over-flight Co-ordination Co-ordination is to be effected with London (Battersea) Heliport in respect of flights under the control of Heathrow SVFR or Thames/City Radar which pass within a 2nm radius of London (Battersea) Heliport or conflict with the London (Battersea) Heliport circuit. The London (Battersea) Heliport circuit is between Putney Railway Bridge and Chelsea Road Bridge and is variable in direction. TC Heathrow (SVFR)/Thames is responsible for maintaining separation between traffic that is under the control of Battersea ATC and other traffic operating under the control of TC that is outside the Battersea circuit area. Thames Radar/SVFR will pass details of all inbound/overflying helicopter traffic to London (Battersea) Heliport ATC before such traffic passes Kew Bridge, Teddington, Caesar's Camp or London Bridge. Outbound Co-ordination Heliport ATC will telephone Heathrow (SVFR)/Thames Radar to pass the type, destination, requested routing and request release. Outbound traffic should remain in the circuit until accepted by Heathrow SVFR/Thames Radar. The circuit is dumb-bell shaped following the course of the river. Circuit altitude is 1000ft. London City Helicopters are not permitted at London City in the real world. However in VATSIM they may be accepted at the controllers discretion. Helicopters should follow the same procedures as fixed-wing traffic. IFR helicopters may use the EGLC ILS to assist them in landing at sites in the vicinity such as London Heliport or the Royal London Hospital. 88 South East RTS London City & Thames Radar vmats Part 2 Approach and Approach Radar

89 Uncontrolled Sites in the London/London City CTR Helicopters departing from uncontrolled sites should contact Thames/Heathrow Radar for route clearance prior to take-off. Clearance for take-off and landing cannot be given, but the pilot should be informed of the surface wind at the nearest airport, and instructed to report lifting or setting down. Thames Radar will coordinate with LC AIR regarding all helicopters using sites near London City Airport. Landing Sites Within Battersea Circuit Area and Kensington Palace/Buckingham Palace Introduction A letter of agreement (LoA) exists between TC and London Heliport regarding the control of helicopter traffic wishing to land at sites within the Battersea area of responsibility, and additionally at Kensington and Buckingham Palaces. Procedure During their normal operating hours, Battersea ATC will normally be delegated control of helicopter traffic inbound to and outbound from the following landing sites: Battersea Power Station, Chelsea Barracks, and any other landing site within the Battersea circuit area, Kensington Palace, and Buckingham Palace Departures from any of these sites will co-ordinated by Battersea ATC prior to lift. TC London/Heathrow (SVFR)/TC Thames is responsible for ensuring separation of traffic in the Battersea circuit area including helicopters departing from or landing at Kensington Palace/Buckingham Palace. However, this responsibility may be delegated to Battersea ATC. TC London/Heathrow (SVFR)/TC Thames is responsible for maintaining separation between traffic that is under the control of Battersea ATC and other traffic operating under the control of TC that is outside the Battersea circuit area. This procedure assists with problems of poor RTF coverage at low levels in the vicinity of the Battersea circuit area. South East RTS London City & Thames Radar vmats Part 2 Approach and Approach Radar 89

90 Northolt The Heathrow SVFR Controller/LL INT Director must not issue any clearance to transit the Northolt RMA except as follows: prior coordination has been effected with Northolt; control of the RMA has been delegated to Heathrow; the Northolt RMA is closed. Transit aircraft will normally remain in communication with Heathrow SVFR/LL INT Director, except when Northolt specifically request their transfer. When Northolt transfer control of their RMA it will include the Northolt ATZ. Requests for clearance to cross the Northolt RMA are to be made on the direct line. Details are to be passed in the following order: the sector to be crossed; direction of flight; approximate range from Northolt at which the aircraft will cross the Northolt RMA; altitude; if applicable, the destination airfield i.e. Denham, Elstree etc. For example: Request crossing clearance to the East, south to north, range 6 miles at 1500ft SSR Operating Instructions IFR inbounds/outbounds will be assigned a normal ORCAM SSR code. TC Thames has been allocated the following SSR codes for local allocation: TC Thames/TC Heathrow (London CTR SVFR traffic) 7047 TC Thames (Biggin Hill Airport Conspicuity) TC Thames/TC Heathrow - London City CTR/CTA Transits TC Thames (London City Airport Conspicuity) TC Thames/TC Heathrow 7077 TC Thames (London Heliport Conspicuity) TC Heathrow (SVFR) controllers start at 7030 and issue codes in ascending order whilst TC Thames start at 7076 and issue codes in descending order. 90 South East RTS London City & Thames Radar vmats Part 2 Approach and Approach Radar

91 Below is a list of squawk codes to be used for the most common helicopter operations: - Callsign Unit Squawk Code HEL60 Surrey/Sussex Air Ambulance 0011 HEL21 Kent Air Ambulance 0014 HEL07 Essex Air Ambulance 0015 HEL24 Thames Valley Air Ambulance 0016 HEL27 Virgin HEMS 0017 UKP251 Metropolitan Police ASU (I99) 0043 UKP252 Metropolitan Police ASU (I98) 0044 UKP37 Sussex Police ASU Other Air Ambulance Medivac Other Police ASU Royal Flights British Transport Police ASU Lower Airspace Radar Service MATS Part 1 details the services which may be provided outside Controlled Airspace. The provision of ATSOCA to aircraft outside Controlled Airspace is to be limited so that it does not adversely affect the service provided to aircraft inside controlled airspace. Outside the times of operation and/or boundaries of responsibility of adjacent units, Thames/Heathrow Radar may provide a Basic Service to traffic flying outside Controlled Airspace but normally only within 10nm of the CTR boundary. Controllers must not give a Deconfliction Service or radar vectors under a Traffic Service to aircraft below the Minimum Sector Altitude. A radar service outside of 40nm must not be given. South East RTS London City & Thames Radar vmats Part 2 91

92 ANNEXES Annex A Radar Phraseology Examples CTR/CTA Transit *Callsign+ Squawk 7030, Basic Service London QNH *Callsign+ Cleared to enter the Heathrow Control Zone Special VFR, route Oxshott West H9 Hold at Bedfont, Standard Operating Altitudes. *Callsign+ entering controlled airspace, Radar Control Service, report Sunbury Lock *Callsign+ Cleared to enter the Control Zone VFR/Special VFR, direct track to Battersea not above 1500ft Procedural Approaches London City *Callsign+ Cleared ILS/DME approach runway 27 report beacon outbound or *Callsign+ Cleared NDB/DME approach runway 27 report beacon outbound * Callsign+ Report base turn complete or *Callsign+ report established on the localiser Biggin Hill *Callsign+Cleared ILS/DME approach runway 21 report established on the 7 DME arc Or *Callsign+ Cleared VOR/DME approach runway 21 report established on the 7 DME arc *Callsign+ descend with the procedure and report established on the localiser (or inbound radial for VOR/DME) Inbound Airways Traffic *Callsign+ Thames Radar, vectoring for ILS approach runway 09, City QNH 1022, leave Detling heading 290 degrees *Callsign+ Thames Radar, vectoring for ILS approach runway 21, Biggin QNH 1023, leave Detling heading 290 degrees

93 Annex B Helicopter Routes in the London CTR & City CTR