Luton vmats Part 2 Version rd March VATSIM UK Northern RTS

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1 Luton vmats Part 2 Version rd March 2014 VATSIM UK Northern RTS East Midlands vmats Part 2 - Revision 4

2 Distribution and Scope This manual outlines the recommended operational procedures for controllers within the VATSIM UK Division for East Midlands Airport (EGNX). This manual applies to all controllers that wish to control, or are interested in controlling East Midlands airport on the VATSIM network. Exclusion of Liability This manual is for use on the VATSIM Network only and should never be adopted for real world use. The information published by VATSIM-UK within this document is made available without warranty of any kind; the Organization accepts no responsibility or liability whether direct or indirect, as to the currency, accuracy or quality of the information, nor for any consequence of its use. Amendment History Revision Date Affected Pages Changes Rev 4 7, 8 Removal of Fanstop restriction Update of LVP enforcement conditions and addition of runway holding point usage procedures during LVP Rev 3 21 February , 8, 12, 14, 16, 22, 34 Rev 2 31 July 2015 All Major updates Minor formatting updates and spelling corrections Updated speed table Various minor clarifications to previously misleading procedures and statements Amended acknowledgements placement Acknowledgements For this version, VATSIM UK acknowledges the following for their contributions: Harry Sugden (Author), Tom Milligan (Author) Tom Smith (Content Advisor), Alex Hartshorne (Content Advisor), Chris Pawley (Proof Reader), Alex Wraith (Content Advisor), George Wright (Content Advisor) A number of procedures have been adapted or created using content published in the AIS (published and maintained by NATS). Any information in this document does not constitute as a real world replacement for any official procedure / documentation set out on the AIS website, and any similar procedures set out here or influenced by NATS content is written under the Limited License provided by the AIS. 2

3 Contents Section 1 Unit General Operating Instructions Altimeter Setting Procedures... 6 Departing Aircraft... 6 Arriving/Transit Aircraft... 6 QFE Threshold... 6 Transition Levels and Minimum Stack Levels... 6 Altimeter Setting Region (ASR) Light Aircraft and Helicopter Procedures... 6 Responsibilities (ADC or APC)... 6 VRPs & Entry/Exit Routes... 7 Helicopter Procedures... 7 Radio Failure Procedures Noise Abatement... 7 Minimum Noise Routings (MNRs) Traffic Data Display... 8 Flight Progress Strips All Weather Operations... 8 Runway Visual Range (RVR)... 8 CAT II/III Operations... 8 Section 2 Local Separation Standards Special Separation Standards IFR / SVFR... 9 General... 9 Speed Separation... 9 Wake Turbulence Separation... 9 Route Separation... 9 Deemed Separations Section 3 Aerodrome Control General General Responsibilities Selection of Runway in Use Preferential Runway Coordination between GMC / AIR Description of Airfield Runways and Declared Distances

4 Use of ATM Stand Allocation Taxiways Restrictions Aerodrome Operations Circuit Procedures Start-up Clearances Departure Clearances Standard Instrument Departures (SIDs) Transfer of Departures Separation of circuit traffic from IFR approaches Missed Approaches Turbulence / Wind Shear Warnings Section 4 Approach Control and Approach Radar General Responsibilities Procedures for Radar Directors Introduction Terrain Clearance Radar Separation Minima Liaison with Aerodrome Control Inbound Procedures Information to Arriving Aircraft Non-public transport minima Inbound Routes Holding Procedures Expected Approach Times Allocation of Levels Inbound Release Procedures Transfer of Communication Procedures Descent before Release Point Non Airways East Midlands Arrivals Intermediate and Final Approach Procedures Radar Manoeuvring Area (RMA) Continuous Descent Approaches Speed Control

5 Procedures for Aircraft on Intermediate Approach Missed Approach Procedures Surveillance Radar Approaches Outbound Procedures General Departures Subject to Radar Approval APC Responsibilities Identification of Departing Traffic and SSR Validation Non-Airways Departures Standard Instrument Departures (SIDs) Low Level Procedures UK Flight Information Services (FIS) Squawk Assignment Section 5 Emergencies Action by Air Traffic Control Initial Actions GMC Specific AIR Specific APC Specific

6 Section 1 Unit General Operating Instructions 1.1 Altimeter Setting Procedures Departing Aircraft Departing aircraft will be passed the QNH by GMC either on pushback or taxi. Traffic remaining in the visual circuit will be passed the QFE (or QNH if required) when circuit clearance is given. Arriving/Transit Aircraft When below the Transition Altitude, pilots are to fly on the aerodrome QNH until established on final approach, at which point QFE or any other desired setting may be used. Aircraft will be passed the QNH by Approach Control when instructed to descend to an altitude or with the clearance to enter the CTA/CTR. The QFE will be passed only on request. QFE Threshold The QFE at the threshold of all runways is 10hPa less than the QNH. Transition Levels and Minimum Stack Levels QNH Transition Level Minimum Stack Level (MSL) > Altimeter Setting Region (ASR) East Midlands is situated within the Barnsley ASR. 1.2 Light Aircraft and Helicopter Procedures Responsibilities (ADC or APC) Aerodrome Control (ADC) is responsible for all aircraft flying within the ATZ with visual reference to the surface and operating on the manoeuvring area. Approach Control (APC) is responsible is responsible for providing UK Flight Information Services (UK FIS) as appropriate, joining instructions (as relayed from ADC) and clearances to aircraft transiting the CTR. The transfer of responsibility from ADC to APC should take place when the aircraft is clear of conflicting traffic under the control of ADC. The transfer of communication from APC to ADC should take place once the aircraft reports visual with the airfield. 6

7 VRPs & Entry/Exit Routes There are a number of VRPs within the vicinity of East Midlands: VRP VOR/VOR VOR/DME FIX Route Bottesford N W Church Broughton N W Markfield (M1, Jct. 22) N W Measham (M42, Jct. 11) N W Melton Mowbray N W Trowell (M1, Service Area) N W TNT RDL 101 HON RDL 043 DTY RDL 016 TNT RDL 187 HON RDL 360 DTY RDL 355 TNT RDL 149 HON RDL 035 DTY RDL 350 TNT RDL 170 HON RDL 014 DTY RDL 335 TNT RDL 125 HON RDL 052 DTY RDL 015 TNT RDL 112 HON RDL 023 DTY RDL 355 TNT 101 /33NM GAM 164 /20NM TNT 187 /10NM HON 035 /24NM DTY 350 /32NM HON 014 /20NM DTY 335 /34NM HON 052 /36NM DTY 015 /35NM TNT 112 /16NM GAM 213 /22NM Long Eaton Lane Long Eaton Lane Shepshed Lane Shepshed Lane Shepshed Lane Long Eaton Lane Helicopter Procedures Helicopters should be routed and handled exactly the same as fixed wing traffic outside the Aerodrome Traffic Zone. VFR helicopters would normally use runway 09/27 for landing and takeoff, and are to ground or air taxi to parking areas following fixed wing procedures. In both cases above, coordination with NXGND is required to avoid conflicts with ground movements. Radio Failure Procedures In the event of complete radio communication failure in an aircraft, the pilot will adopt the appropriate procedure notified at ENR The route to be used when leaving the CTR/CTA in accordance with this procedure is as follows: VRP NDB EME or NDB EMW VOR/VOR Track 350 MAG at 3000ft ALT 1.3 Noise Abatement Minimum Noise Routings (MNRs) Refer to the AIP Textual data (AD 2-EGNX-1) for a description of the Minimum Noise Routings. 7

8 1.4 Traffic Data Display Flight Progress Strips Electronic Flight Progress strips are in use at East Midlands. Controllers are responsible for updating them. A controller should ensure that: Flight Plans are consistent with the standard route document up to the FIR boundary; Cruising levels follow standard semi-circular rules (including N/S rules for flights passing through France); Temporary altitudes are set before departure; A correct SSR code is set; The correct voice tag is selected; Scratchpad content is cleared prior to handoff if not relevant to the next controller; 1.5 All Weather Operations Runway Visual Range (RVR) RVR readings will be provided when the visibility is below 1500m. The RVR should then be passed to all arriving aircraft in the intermediate approach stage, and via the ATIS. CAT II/III Operations LVPs will come into force when either: For Runway 09 CAT I operations, IRVR or Meteorological Visibility is 1300m or less; For Runway 27 CAT II/IIIb operations, IRVR or Meteorological Visibility is 600m or less; Cloud ceiling of 200 feet or less (defined as BKN [5-7 oktas] or OVC [8 oktas] layers). Holding Point Availability Holding Points Sierra 1 and 2, Whiskey 1 and 2, Mike 1 and 2 and Hotel 1 and 2 are closed when Low Visibility Procedures are in force. All runway 27 departures will be via Holding Point Alpha 2 only, and all landing aircraft must only vacate the runway via Holding Point Golf 2. All runway 09 departures will be via Holding Point Golf 1 only and all landing aircraft must vacate via Holding Point Alpha 1. 8

9 Section 2 Local Separation Standards 2.1 Special Separation Standards IFR / SVFR General Standard separation is to be provided between all IFR and SVFR flights as specified in MATS Part 1, Section 1, Chapter 3. Speed Separation If a faster aircraft follows a slower aircraft, then the minimum route separation is increased by 1 minute for each successive group. If a slower aircraft follows an aircraft of at least 2 groups higher, the minimum route separation may be reduced to 1 minute. Group 4 Group 3 Group 2 Group 1 Group 0 CONC All Jet aircraft except those in groups 2 and 4 BAE 146/Avro RJ Family All citation jets (e.g. C501/C551) C130 D328/J328/L328 DH8D SB20 ATP AT43/44/72 BE20/30 DH8A/B/C F27/50 JS31/32/41 SF34 BE9L DHC6 E110 SH36 Wake Turbulence Separation There are no local variations to the procedures set out in MATS Part 1, Section 1, Chapter 3, Section 9F. Route Separation For aircraft whose tracks diverge by 45 degrees after departure and do not subsequently cross, the tower controller can apply 1 minute procedural separation between aircraft, in place of the standard 2 minute requirement (subject to wake turbulence). The following tables show the required route separation to be applied between successive departures: Runway 27 1 st 2 nd Time TNT TNT 2 DTY 1 DTY TNT 1 DTY 2 Runway 09 1 st 2 nd Time TNT / POL TNT / POL 2 DTY / BPK 1 DTY TNT / POL 1 DTY / BPK 2 BPK TNT / POL 1 DTY 2 BPK 2 9

10 Note 1: Brookman s Park (BPK) departures are subject to release from AC Daventry; however, spacing between successive BPK departures must never be less than 2 minutes. Deemed Separations The PIGOT and ROKUP holds are deemed separated from each other at all available levels. 10

11 Section 3 Aerodrome Control 3.1 General General Responsibilities Aerodrome control is responsible for providing the safe and expeditious movement of aircraft by issuing information and instructions to: Aircraft flying in and around the ATZ Aircraft taking off and landing on the runway Aircraft moving on the apron and other manoeuvring areas Aerodrome control may be divided into Ground Movement Control and Air Control. Ground Movement Controller ( East Midlands Ground ) is responsible for the safe and expeditious movement of aircraft on the aprons and taxiways. GMC also provides full departure clearance to standard IFR departures ensuring an appropriate SSR code is assigned, initial altitude entered and the flight plan is consistent with the standard route document. Air Control ( East Midlands Tower ) is responsible for the safe & expeditious use of the active runway. ADC also provides information to aircraft on an instrument approach and VFR remaining in the visual circuit and operating within the vicinity of the ATZ with visual reference to the surface. ADC is also responsible for transferring departures to the relevant radar unit and obtaining clearances for non-standard operations and releases as required. Selection of Runway in Use The Runway in Use is that which is selected by AIR as the one most suitable for prevailing weather conditions with reference to the current and forecast winds. In calm wind, changing and crosswind circumstances then in addition to the current VATSIM METAR the TAF and winds at 2000 feet should be used to identify the best runway to use. When a change in runway is predicted, it is the responsibility of AIR to decide on a time based on the traffic situation. GMC, Approach Control, AC Daventry, and Manchester TMA East (Scottish) should be given at least 15 minutes notice (or a suitable alternative time selected according to the traffic situation) so that traffic may be re-routed to the new runway. ADC, in consultation with APC, will tactically decide the last landing and departing aircraft prior to the runway change. Preferential Runway In calm conditions, Runway 27 is the preferred runway when the tailwind component is less than 5 knots and the runway surface is dry. Coordination between GMC / AIR Aircraft will normally be transferred between GMC and AIR by silent handoff. The Ground Status field in flight strips will be utilised by controllers to alert other relevant controllers of an aircraft s status. 11

12 ICAO Code Description of Airfield Aerodrome Geographical Data EGNX Reference Point Co-ordinates and Location N W Mid-Point of 09/27 Elevation Magnetic Variation / Annual Change Transition Altitude Safety Altitude 306 feet AMSL W1.52 (2015) / 0.15 decreasing feet 2000 feet ATC Communication Facilities Position Service Designation RTF Callsign Frequency NX RADAR 1 EGNX_APP East Midlands Radar NX RADAR 2 EGNX_R_APP East Midlands Director NX AIR EGNX_TWR East Midlands Tower NX GMC EGNX_GND East Midlands Ground ATIS EGNX_ATIS East Midlands Information Radio Navigation and Landing Aids Type IDENT Frequency Remarks ILS 09 CAT I DME I-EMW MHz LLZ / GP / DME 3 glideslope ILS 27 CAT IIIb DME I-EME MHz LLZ / GP / DME 3 glideslope NDB EMW khz Range 20NM NDB EME khz Range 20NM Runways and Declared Distances Runway TORA (m) TODA (m) ASDA (m) LDA (m) Remarks Designator Abeam H Abeam M Abeam S Abeam W Abeam S Abeam M1 12

13 Use of ATM An Aerodrome Traffic Monitor is available for Advanced Use and the information derived from the ATM may be used to: Determine the landing order, spacing and distance from touchdown of arriving aircraft; Enable controllers to confirm that the initial track of departing aircraft conforms with the clearance issued; Provide information to aircraft on the position of other aircraft in the circuit or carrying out an instrument approach; Following identification, validate SSR codes of departing aircraft; Verify the Mode C altitude readout of departing aircraft; 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; Establish separation between departing aircraft; Pass traffic information; Establish separation in the event of a missed approach; Assist in taking initial corrective action when the separation between arriving aircraft becomes less than the prescribed minima; Separation can be established between departing aircraft by issuing an altitude restriction or an early turn onto track, provided that is this co-ordinated with the relevant AC controller. Stand Allocation Airlines RYR, TOM, MON, TCX, EXS EZE, BEE, BMR, AUR, BGH REV EGL, DON, HLE JCB BAW, MPH, KLM, UAE, CLX, ABR, ADB, POT, VDA UPS, EXS, TNT, SRR Apron Central / Central West Central RVL Apron Maintenance Area Temporary Hangar, West Apron West East Large aircraft should be allocated stands 120, 121, or 122. General aviation aircraft should be allocated the north maintenance area. Other airlines (including charters), tend to operate out of the Central or Central West aprons. Taxiways Restrictions Due to turn constraints, aircraft with a wing span in excess of 45 m must exercise caution when using the Mike taxiway. Mike taxiway is not available for MD11 and aircraft larger than Code D. All aircraft with a wing span in excess of 45 m must exercise caution when using the Taxiway Mike intersections with the runway and Taxiway Alpha due to taxiway width constraints When using Runway 27, Taxiway Sierra is normally used for departures. Landing traffic must not plan to vacate the runway at Taxiway Sierra without first requesting permission from ATC. 13

14 3.2 Aerodrome Operations Circuit Procedures Visual circuits operate to the north side of the airfield at a height of 1000 feet QFE or an altitude of 1300 feet QNH. Pilots may request visual training circuits. GMC will request approval from AIR before starting the aircraft and issuing taxi clearance. AIR will pass departure clearance to the aircraft at the holding point. Aircraft will be expected to depart from Sierra 1 for Runway 27 or Mike 1 for Runway 09 unless another holding point has been requested. Aircraft remaining within the visual circuit should be instructed to squawk 7010 and assumed to be unvalidated and unverified. Until advised otherwise, it should be assumed circuit aircraft will be making a touch and go. SVFR clearances to operate within the East Midlands visual circuit are not to be granted to fixed wing aircraft if the reported visibility at the airport is less than 3km or the reported cloud ceiling is less than 1000 feet. Start-up Clearances Start clearance will be provided once the aircraft is ready for pushback. Turbine aircraft will be passed the outside air temperature. All aircraft will be given the cardinal direction to face with the push and start clearance e.g. Push and start approved face west. Single engine piston aircraft and smaller GA/business aircraft may not need pushback as can taxi straight off stand. Aircraft may be instructed to push back onto another stand facing out if they have a slot to wait for so as not to obstruct the taxiway. In order to allow for another aircraft to taxi out or into an adjacent stand, aircraft may be instructed to carry out a long push to abeam a specific stand. Departure Clearances General All IFR departure clearances will be issued by GMC prior to start. VFR / SVFR Standard Departures VFR/SVFR clearances will be issued by AIR at the holding point Mike 3 or at the runway holding point. VFR aircraft leaving the CTR via a published entry/exit route do not require a clearance from APC; however, AIR shall pre-note APC of a pending VFR departure passing full details, including ETD of the flight, if no flight plan has been filed. For non-standard VFR and SVFR departures, AIR shall request a clearance from APC prior to the aircraft leaving the ATZ. Standard VFR/SVFR departures using the entry/exit lanes will be issued with one of the following clearances: Runway 09 North Lima Echo (Long Eaton lane, remaining east of the M1 motorway) South Sierra Echo (Shepshed lane, remaining east of the M1 motorway) Runway 27 North Lima Whiskey (Long Eaton lane, remaining west of the M1 motorway) South Sierra Whiskey (Shepshed lane, remaining west of the M1 motorway) 14

15 Non-Airways / Non-Standard Departures Non-Airways Departure clearances will be requested by ADC from RADAR 1, who will provide the after departure instructions - for example: (Callsign), after standard noise abatement, turn left / turn right heading XXX degrees (Callsign), after departure, climb straight ahead to altitude XXXX feet Piston aircraft will need to carry out power checks at the holding point prior to departure and should not be presumed ready for departure on arrival at the holding point and instead asked to report ready for departure. Standard Instrument Departures (SIDs) Runway 09 SID Designator Initial / Cleared Altitude / Level Notes DTY4P FL90 - TNT3P 6000 feet - BPK2P FL90 Release from AC Daventry required Night Only local POL2P 6000 feet Day Only local 15

16 Runway 27 SID Designator Initial / Cleared Altitude / Level Notes DTY4P FL90 - TNT2N 6000 feet - Transfer of Departures If the departure time separation applied does not achieve the expected airborne separation then the AIR controller should intervene to establish positive track separation by the use of an early turn onto a heading. This action is to be co-ordinated with the appropriate subsequent controller. Non-Standard IFR, VFR and SVFR departures are transferred to RADAR 1 once clear of aerodrome traffic. Aircraft on SIDs should be transferred as follows: SID Priority 1 Priority 2 Priority 3 Priority 4 Priority 5 DTY / BPK (09) RADAR 1 LON_C LON_SC LON - TNT/POL (09) RADAR 1 LON_C LON_SC LON LON_N DTY (27) LON_C LON_SC LON RADAR 1 - TNT (27) MAN_E MAN LON_N LON RADAR 1 Separation of circuit traffic from IFR approaches In order to maintain separation of traffic in the visual circuit from those making an instrument approach, the traffic in the visual circuit should be instructed to: orbit away from the runway on the downwind leg land; or leave the circuit and hold away from the final approach path. Traffic information should be passed to both aircraft affected. The circuit traffic should be visual with the concerned aircraft before turning base leg. Once the traffic is reported in sight then wake turbulence advisories should be passed (if applicable). If the traffic is not in sight then the aircraft should be instructed to orbit until either the traffic is in sight or the preceding aircraft has landed. Missed Approaches In the event of a Go Around, the East Midlands Air controller is responsible for ensuring that separation between aircraft under his control is maintained or restored. East Midlands Air shall coordinate all traffic affected by the Go-Around with RADAR 1 as soon as possible. The aircraft shall be transferred to RADAR 1 for radar vectoring when full IFR separation has been restored, unless prior coordination has been effected. Turbulence / Wind Shear Warnings Once turbulence or wind shear has been reported by a pilot to ATC then this should be passed to all subsequent pilots inbound and outbound until confirmation has been received that the condition no longer exists. Communication with pilots may take place either via transmission on frequency or via and updated ATIS broadcast and in the latter case pilots need to report received the updated ATIS letter. 16

17 Section 4 Approach Control and Approach Radar 4.1 General Responsibilities The area of responsibility for East Midlands is the East Midlands CTR and CTA, except airspace delegated to Manchester TMA East Sector and ADC. In the absence of East Midlands APC, AC Daventry is responsible for this airspace. East Midlands APC shall provide approach control services to aircraft from the time and place at which: a) Arriving aircraft are released by AC Daventry or MAN East until control is transferred to Aerodrome Control (ADC); b) Aircraft approaching from outside controlled airspace place themselves under the control of Approach Control until control is transferred to ADC; c) Departing aircraft are transferred from ADC until: i. They are transferred to AC Daventry or MAN East; or ii. They are clear of controlled airspace. d) Overflying aircraft are within the relevant controlled airspace. East Midlands APC is to provide standard separation between Special VFR and IFR flights and between Special VFR flights. East Midlands APC may consist of 2 positions. The radar positions can be operated in 2 different modes, as per the procedures set out below: Position RADAR 1 Mode INT / FIN Split The acceptance of releases and control of aircraft released by AC Daventry or MAN East until control is transferred to RADAR 2 or ADC; The control of overflying aircraft within the East Midlands RMA including transits within East Midlands CAS; Coordination with ADC for all except range checks, final approach spacing, low approach/landing clearances and go-arounds; Coordination with other relevant ATSUs; Implementation and revocation of TOSR restrictions; Provision of UK FIS subject to workload; Provision of a Radar Service to nonairways departures; Coordinated Split The acceptance of releases from and coordination with AC Daventry or MAN East. Coordination will include which frequency (RADAR 1 or RADAR 2) the aircraft is to contact on handover; The acceptance of control of aircraft released to RADAR 1 until control is transferred to RADAR 2 or ADC; The control of overflying aircraft within the East Midlands RMA including transits within East Midlands CAS; Coordination with ADC for all matters relevant to aircraft under the control of RADAR 1; Coordination with other relevant ATSUs; 17

18 RADAR 2 Issuing clearances to VFR/SVFR traffic entering the CTR and VFR entering the CTA. Radar Vectoring and sequencing of traffic received from RADAR 1 for ILS, SRA and visual approaches; Provision of Surveillance Radar Approaches; Coordination of missed approaches and control of such traffic unless specified by RADAR 1; Coordination with ADC with respect to: range checks, final approach spacing and low approach/landing clearances. Implementation and revocation of TOSR restrictions; Radar Vectoring and sequencing of traffic received from RADAR 2 for ILS, SRA and visual approaches; Provision of UK FIS subject to workload; Provision of a Radar Service to non-airways departures; Issuing clearances to VFR/SVFR traffic entering the CTR and VFR entering the CTA; The overall safe movement of aircraft within the East Midlands RMA. The acceptance of control of aircraft released to RADAR 2 until control is transferred to RADAR 1 or ADC; Radar Vectoring and sequencing of traffic received from AC Daventry, MAN East or RADAR 1 for ILS, SRA and visual approaches; Provision of Surveillance Radar Approaches; Coordination with ADC for all matters relevant to aircraft under the control of RADAR Procedures for Radar Directors Introduction East Midlands RADAR 1 will accept releases, coordinate with adjacent sectors and other agencies as required. and manage the data display for aircraft in the hold. Dependent on the operation mode of East Midlands APC, either RADAR 1 or RADAR 2 will control inbound traffic from the two holding stacks, and either RADAR 1 or RADAR 2 will control inbound traffic until transfer to East Midlands ADC. East Midlands APC will control outbound traffic that affect the inbound sequence (Runway 09 departures) and provide the initial separation of outbound aircraft. Terrain Clearance The Minimum Sector Altitude (MSA) within 25NM of the airfield is: Cardinal Direction MSA Cardinal Direction MSA North East 2500 feet South West 2500 feet South East 2500 feet North West 2700 feet 18

19 Radar Separation Minima Standard radar separation may be reduced to 3NM between identified / coordinated aircraft with both PSR & SSR functioning; otherwise 5NM must be used. Liaison with Aerodrome Control APC shall supply the following information to Aerodrome Control: The type of approach for IFR aircraft if anything other than ILS, with a range check at 10NM; The anticipated delay to departing IFR flights together with the reason for the delay; Information on VFR or SVFR aircraft intending to land or transit the East Midlands CTR; Missed approach instructions when required; Departure releases together with after departure instructions when required. Transfer of Arriving Aircraft IFR aircraft shall be transferred to ADC in the intended landing order; VFR aircraft shall be transferred to ADC when visual with the airfield or at the CTR boundary as coordinated. Transfer of control/communications may only occur once co-ordinated with ADC; SVFR aircraft shall be transferred when visual with the airfield and any preceding aircraft and only once co-ordinated with ADC. 19

20 Tower Check Aerodrome Control is equipped with an ATM displaying both primary and secondary radar and therefore it is only necessary to give a 10NM check to the ADC controller in respect of an inbound aircraft for the following: Non-transponding aircraft; Aircraft whose Squawk is not Code/Callsign converted; Training traffic which does not intend to land; Aircraft carrying out anything other than an ILS approach (type of approach must be given). 4.3 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: Runway in Use and the type of approach, if not already received from the ATIS; Current ATIS weather code; Any changes in the operational status of visual or non-visual aids essential for approach and landing; LVP in operation, if not already received from the ATIS; Any delay to be expected. APC will also confirm the aircraft type, including type variants, plus cleared level of all aircraft placed under its control. Subsequent Changes Aircraft that have received the information above must be kept informed of the following until they have landed: Significant changes in the meteorological and runway conditions; Further reports from other pilots; Further changes in the operational status of approach and landing aids; Implementation or cancellation of LVPs. Non-public transport 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 800 metres, controllers should inform the pilot that this type of approach is unavailable and request the pilot s intentions. Inbound Routes Aircraft leaving the airways system will be instructed to follow the appropriate STAR by London Control or Scottish Control. All STARs terminate at either the PIGOT or ROKUP stack and aircraft must not pass the stacks without ATC clearance. STAR Designator Via Route Descent Planning ROKUP1A L975 (west) / L10 (FL80 and below) WAL WHI NUGRA VEGAR TNT DIPSO ROKUP As directed by ATC 20

21 ROKUP1B L612 / P16 CROFT MCT VEGAR TNT DIPSO ROKUP ROKUP1C L975 (west) / L10 WAL CREWE LONLO ROKUP ROKUP2D (U)Y124 / (U)L975 (FL150 AMPIT NOKIN CREWE and above) / (U)L15 LONLO ROKUP ROKUP1F N57 / P18 POL MCT VEGAR TNT DIPSO ROKUP ROKUP1G L976 (east) DESIG MCT VEGAR TNT DIPSO ROKUP ROKUP1K UP16 BEGAM MCT VEGAR TNT DIPSO ROKUP PIGOT1H L10 / M605 (FL80 and below) / Q41 / L9 DTY VELAG UPDUK PIGOT PIGOT1J M189-N57 / T420 WELIN VELAG UPDUK PIGOT FL200 by MCT FL190 or below 10NM south of MCT FL80 by ROKUP FL330 by LIFFY (UL975) UTC FL330 by DEXEN (UY124) UTC FL270 by SOSIM (UL15) FL270 by MALUD (UL975/UL15) FL270 by DOLOP (UY124) FL200 by NOKIN FL80 by ROKUP As directed by ATC FL290 level VEGUS FL200 by MCT FL190 or below 10NM south of MCT FL200 by MCT FL190 or below 10NM south of MCT FL220 by HEMEL Holding Procedures PIGOT and ROKUP are to be used by traffic inbound via a STAR. East Midlands APC will endeavour to vector aircraft before they reach the hold. Stack Inbound Radial / Minimum Holding Maximum Holding Holding Speed Direction Level Level Limit ROKUP 293 / Right Hand MSL FL knots PIGOT 187 / Left Hand MSL ( FL80) FL knots Note 1: MSL at PIGOT is to be determined by the Birmingham QNH. Note 2: MSL at ROKUP is to be determined by the East Midlands QNH. Note 3: The minimum holding level for use at PIGOT is MSL, with an overriding minima of FL80, due to the base of controlled airspace of CTA-16 (FL75). Holding at Flight Levels The lowest flight level available for holding at PIGOT and ROKUP is Minimum Stack Level (MSL), with an overriding minima of FL80 at PIGOT. Minimum Stack Level (MSL) is to be determined using the table in section MSL may differ for each stack, as it is based off two different QNHs see section for which QNH each stack bases its MSL off. 21

22 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. Allocation of Levels AC Daventry will release inbound aircraft to East Midlands via PIGOT cleared to FL100. Successive arrivals will be at least 10NM in trail. The PIGOT stack is allocated to AC Daventry, however EGNX APC will control the stack at all levels up to FL120. Manchester TMA East will release inbound aircraft to East Midlands at MSL (with an overriding minima of FL80). Successive arrivals will be at least 10NM in trail. The ROKUP stack is allocated to Manchester TMA East sector, however EGNX APC will control the stack from MSL to FL120. Aircraft above FL120 will be retained by Manchester TMA East. Inbound Release Procedures Silent Handover Procedure Manchester TMA East Sector ROKUP STARs All IFR aircraft inbound on STARs via ROKUP will be vectored or routed towards ROKUP (TNT) at or descending to FL80 at a speed of no greater than 250 knots. Successive arrivals will be at least 10NM in trail on transfer to East Midlands APC. If the separation between aircraft is less than, or is likely to, reduce to less than 10NM, MAN East must coordinate with East Midlands APC as soon as practicable. If East Midlands APC commences holding at ROKUP, the silent handover procedure is to be suspended, and subsequent arrivals must be coordinated on an individual basis in order to agree a safe level on transfer. AC Daventry PIGOT STARs All IFR aircraft inbound on STARs via PIGOT will be vectored or routed towards PIGOT (VELAG) at or descending to FL100 at a speed of no greater than 250 knots. Successive arrivals will be at least 10NM in trail on transfer to East Midlands APC. If the separation between aircraft is less than, or is likely to, reduce to less than 10NM, AC Daventry must coordinate with East Midlands APC as soon as practicable. If East Midlands APC commences holding at PIGOT, the silent handover procedure is to be suspended, and subsequent arrivals must be coordinated on an individual basis in order to agree a safe level on transfer. Full Release A full release may be given to expedite the landing of a particular flight; for example, an aircraft positioned for a straight in approach. A full release is to contain the following information in the standard sequence of: Stack Full Release Callsign Flight Level Release Point (place/time/level) Contact Point (place/time/level) Any qualifying instructions 22

23 Transfer of Communication Procedures Transfer of communication should be effected in the correct order of aircraft for each holding stack. Aircraft will be transferred to East Midlands APC in sufficient time for contact to be established before reaching the facility so that heading or holding instructions may be passed. If this is not possible the aircraft will be instructed to hold on reaching the facility and APC so informed. East Midlands APC is to ensure that the pilots of inbound aircraft are in receipt of the current MET report and is to check the aircraft type. If the aircraft type passed is different to the aircraft type printed on the strip, APC must ensure that this information is passed to the East Midlands AIR. Descent before Release Point East Midlands APC may descend aircraft to the Minimum Stack Level on transfer of communications. Non Airways East Midlands Arrivals Coordination with East Midlands ADC East Midlands APC is to effect coordination of the flight with East Midlands AIR prior to the aircraft reaching eight miles from touchdown. 23

24 4.4 Intermediate and Final Approach Procedures Radar Manoeuvring Area (RMA) Airspace Class D airspace is established to the north-east and to the south-east of EGNX with base levels stepping up from between 2500 feet and FL75. The portion of the EGNX CTA airspace (Class D) east of the eastern edge of Airway N57 and coincident with the boundaries of the EGNX CTA up to and including FL105 is the responsibility of EGNX APC. EGNX APC, however, delegate a portion of the airspace to MAN East sector. The delegated airspace is the area north of the runway 27/09 centreline. MAN East may use this airspace at FL80 and above or MSL and above (whichever is higher). E.g. when MSL is FL70, EGNX may transit this airspace at FL70. MSL Level at ROKUP Level NX can operate at FL70 FL80 FL70 and below FL80 FL feet and below FL90 FL feet and below In order to assist EGNX with the handling of traffic for Runway 09, Manchester TMA East sector will delegate a portion of the DTY CTA up to and including 5000 feet to EGNX APC. The airspace in question is shown as areas CTA-11 &

25 East Midlands Airspace Diagram CTA-12 CTA-11 Continuous Descent Approaches The aim of a continuous descent approach is to enable aircraft to make a continuous descent from above transition altitude to the establishing point on the localiser with the minimum use of flaps or other high-lift, high-drag devices. The use of a continuous descent, where level-offs do not occur reduces fuel consumption and noise levels. 25

26 ATC Actions INT will give a descent from above transition altitude at the point at which he/she believes the aircraft will be able to maintain a continuous 3 glide path during descent. The controller will pass the estimated track mileage to touchdown, allowing the pilot will then select a vertical speed which he/she judges will give a continuous descent. Range from Touchdown The range from touchdown information should be passed: When issuing the first clearance to descend to an altitude; Upon first contact with Final Director; If it is judged to help the pilot with their descent planning; When a previous estimate becomes invalid or inaccurate. 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 him immediately and state what speeds will be used. For aircraft which are unable to maintain 160 knots, East Midlands RADAR 2 will ascertain the final approach speed and inform East Midlands AIR. There are standard speeds which should be employed during approach: During Intermediate approach, leaving the stack to the point at which a base leg is flown, 220 knots should be used. On a base leg and closing heading, 180 knots should be used. (If spacing is becoming tight, aircraft can be slowed to 160 knots when on a closing heading for the ILS) On final, 160 knots until 4DME a. Speed adjustments must not me requested or applied after the aircraft has passed 4DME from touchdown; b. The pilot is to be advised if/when speed control is no longer required; c. The use of minimum safe approach speed is not permitted until the aircraft is established on the localiser and should be avoided whenever possible. Normally traffic is to be transferred to East Midlands ADC at not less that 6NM from touchdown. Exceptionally this may be reduced to 4NM. These procedures do not apply during SRA operations. Aircraft unable to comply with these speeds should inform ATC and state the speeds to be used. Procedures for Aircraft on Intermediate Approach East Midlands APC may issue vectoring and/or descent instructions to aircraft prior to the procedural release point subject to the following conditions: Radar identification is established and maintained. Aircraft must remain within Controlled Airspace. The procedures in the following sub-paragraphs must be adhered to unless prior coordination has been effected. 26

27 Inbounds via PIGOT Inbounds via PIGOT are released for descent to FL80, then further within the confines of the East Midlands CTA. Inbounds via PIGOT must not be vectored west of the 360 degree track off VELAG until within the confines of the East Midlands CTA and at or below FL100. Inbounds via PIGOT when Runway 09 is in use must not be vectored west of the eastern edge of Airway N57 (lateral confines of CTA-4 or CTA-9) until they are at or below FL70. On Runway 27, aircraft shall not be vectored west of the eastern edge of Airway N57 at any time. Inbounds via ROKUP Inbounds via ROKUP are released for descent to MSL, then further when east of the eastern edge of Airway N57 and subject to outbound traffic. Inbounds via ROKUP are released for right hand turns only until within the confines of the East Midlands CTA. Inbounds via ROKUP must not be vectored back west into CTA-6 until they are at altitude 5000 feet or below. Missed Approach Procedures The Standard Missed Approach procedures are published in the UK AIP. Runway 09 Climb straight ahead to altitude 3000ft, or I-EMW D4.6 whichever is earlier then turn left to NDB(L) EMW at altitude 3000ft or as directed. Runway 27 Climb straight ahead to altitude 3000ft, or I-EME D8.8 whichever is earlier then turn right to NDB(L) EME at altitude 3000ft or as directed. ADC will alert APC of the missed approach. ADC will hold departures and may issue tactical headings using the ATM if required to ensure the separation of aircraft. APC may relay a heading and level to give to the ADC controller and a frequency for the aircraft to contact. Surveillance Radar Approaches Surveillance Radar Approaches terminating at 2NM from touchdown are approved for all runways at East Midlands. SRAs are normally provided by RADAR 2 on MHz due to the increased workload. Aircraft carrying out an SRA approach will be advised by APC: This will be a Surveillance Radar Approach to Runway (Designator), Terminating at 2 miles from touchdown, check your minima and Missed Approach Point. The aircraft carrying out an SRA will normally be transferred to RADAR 2 once the preceding aircraft has completed the SRA. An SRA will normally be carried out based on the East Midlands QNH therefore pilots must be informed of the Threshold Elevation (Runway feet / Runway feet) on first descent to an altitude and the phrase altitude should be should be used at each range check. 27

28 Pilots may specifically request to carry out an SRA based on the QFE. In which case the range checks will use the phrase height should be Aircraft on an SRA should be positioned onto final approach track no later than 7NM from touchdown. Final descent will normally commence at 4NM from touchdown. Pilots on an SRA must be reminded to check gear before commencing descent below 2000 feet. This applies even if the aircraft is believed to have fixed undercarriage. Pilots on an SRA must be instructed at 3 miles from touchdown to Check Minimum Descent Altitude (or Height as appropriate). The OCA need not be passed to the pilot. Runway OCA OCH Runway 09 Range from touchdown Altitude (feet) Height (feet) 4NM NM NM Runway 27 Range from touchdown Altitude (feet) Height (feet) 4NM NM NM SRA Coordination RADAR 2 shall advise the AIR controller when the aircraft is 10NM from touchdown. RADAR 2 shall request a landing clearance from AIR when the aircraft is 4NM from touchdown. If landing clearance has not been issued by AIR when the aircraft reaches 2NM from touchdown the aircraft should be instructed to go around unless another course of action has already been co-ordinated with AIR. 28

29 4.5 Outbound Procedures General The separation between departing aircraft is the responsibility of East Midlands ADC and is normally achieved by the application of timed intervals between successive departures, as derived from the Departure Speed Group Table. Departures Subject to Radar Approval The East Midlands AIR controller must obtain departure release from East Midlands APC before clearing aircraft in any of the following categories for take-off: all SIDs from runway 09; the next IFR departure following an IFR missed approach, touch-and-go or low approach; non-airways departures; when required by East Midlands APC; whenever the AIR controller intends to depart successive aircraft which would be separated by less than the specified time interval; aircraft types not included in the Speed Groups Table; whenever the AIR controller requires an aircraft to deviate from the NPR; aircraft departing immediately prior to and following a change of runway direction. East Midlands AIR will normally clear all other departures for take-off without prior reference to APC. Such departures will be transferred direct to the appropriate AC/TC Sector, unless otherwise instructed by APC. The AIR controller will inform East Midlands APC if an aircraft is observed to deviate from the NPR to the extent that departure separation may be eroded. APC Responsibilities East Midlands APC is responsible for monitoring East Midlands departures and providing radar and/or vertical separation between: departures on the same or conflicting routes, when requested by East Midlands ADC; departures from 09 on all SIDs and East Midlands inbound aircraft; departures and inbounds in the EME, EMW, ROKUP or PIGOT holding patterns; departures and any other known inbounds. Identification of Departing Traffic and SSR Validation All departures should be instructed to Squawk IDENT on first contact to validate the mode A. The first radar controller to be in contact with the aircraft is responsible for verifying the Mode C readout, in accordance with the procedures detailed in MATS Part 1, Chapter 5 - therefore 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 +/- 200 feet from the reported altitude). Non-Airways Departures East Midlands APC is responsible for providing a radar service to non-airways departures until they are clear of controlled airspace and no longer wish to receive a service. East Midlands APC is responsible for the issuing of departure clearances for all departures which are not filed to fly a Standard Instrument Departure. The clearances given by APC must not modify any instructions given by London AC or Scottish TC and must take into account NPRs and terrain clearance where applicable. 29

30 GMC will request clearance from APC for any non-standard IFR, VFR or SVFR departure. It is GMC s responsibility to pass the instructions to the pilot and obtain a suitable readback. The AIR controller will request release from APC when the departure is ready to depart and will also request release for any subsequent SID departure. Standard Instrument Departures (SIDs) Allocation of Pole Hill (POL) SID The POL SID from Runway 09 (POL2P) is only available between 0700 and 2200 local each day. At all other times, pilots are to be issued with a Trent (TNT) SID. Allocation of Brookmans Park (BPK) SID The BPK SID from Runway 09 (BPK2P) is only available between 0001 and 0600 local every morning. At all other times, pilots are to be issued with a Daventry (DTY) SID. The allocation of the BPK SID will be on a tactical basis to improve flexibility. Pilots should plan to depart via the DTY SID, and may then be offered the BPK departure after coordination with AC Daventry. SIDs from Runway 27 All Standard Instrument Departures from Runway 27 will be handed to Manchester TMA East Sector (northbounds) or AC Daventry (southbounds), unless ADC is informed otherwise by East Midlands APC. SIDs from Runway 09 Departure Releases All Standard Instrument Departures from Runway 09 require a radar release from East Midlands APC. East Midlands APC may instruct East Midlands AIR to handoff northbound SIDs (TNT/POL) directly to Manchester TMA East Sector ( Scottish Control ) after departure. Otherwise, the traffic will be transferred to APC as soon as any local conflictions are resolved. Due to the interaction with arrival aircraft, APC may impose a climb restriction during the release a suggested restriction is to altitude 4000 feet against downwind arrivals at around 5000 feet. East Midlands APC may instruct East Midlands AIR to handoff southbound SIDs (DTY/BPK) directly to London AC Daventry ( London Control ) after departure. Otherwise, the traffic will be transferred to APC as soon as any local conflictions are resolved. Due to the interaction with arrival traffic, APC may impose a climb restriction during the release the restriction may vary from 4000 feet to 6000 feet. Vectoring of Departures East Midlands APC are able to vector departures from Runway 09 when required in order to separate against inbounds, provided the following noise abatement conditions are met: Aircraft are not vectored off TNT / POL SIDs until at or above 5000 feet; Aircraft are not vectored off DTY / BPK SIDs until at or above 6000 feet. Departures should remain within the lateral constraints of the East Midlands RMA at all times. Any aircraft that are vectored off the SID track should have resumed their own navigation before transfer to the next controller, unless a heading is coordinated with the next AC / TC departure sector. 30

31 All DTY departures must be on their own navigation to the end of the SID by the time they are abeam Birmingham (EGBB). Transfer of Departures All aircraft on SIDs should be transferred to AC Daventry ( London Control ) or MAN TMA East ( Scottish Control ) clean of any inbounds. Climb above SID Levels East Midlands APC is not to climb outbound aircraft above the SID altitude / level without prior coordination with the appropriate AC / TC departure sector. 4.6 Low Level Procedures UK Flight Information Services (FIS) East Midlands APC is able to provide a UK Flight Information Service to aircraft outside of controlled airspace within 40NM of East Midlands subject to suitable PSR, SSR and VHF coverage. Provision of a UK FIS service is optional and the controller may decline, for example in a period of high workload. Squawk Assignment East Midlands When identifying an aircraft for the purpose of providing a radar service or for the benefit of adjacent units, aircraft shall be given a local squawk code between the ranges of Squawk 4572 is the conspicuity code assigned to East Midlands; this squawk shall be assumed to be unvalidated and unverified. Birmingham Aircraft operating in the vicinity of Birmingham being worked by Birmingham Radar may display a Birmingham local squawk code between the ranges of Squawk 0010 is used to show that an aircraft displaying this code is maintaining a listening watch on Birmingham Radar ( ). Doncaster Aircraft operating in the vicinity of Doncaster being worked by Doncaster Radar may display a Doncaster local squawk code between the ranges of Squawk 6170 is used to show that an aircraft displaying this code is maintaining a listening watch on Doncaster Radar ( ). Listening Squawk Aircraft within 10NM of the East Midlands CTR or operating underneath the East Midlands CTA may select the code This indicates that the aircraft is maintaining a listening watch on RADAR 1 ( ) however the Mode A and C displayed must be considered unvalidated and unverified. 31