South East RTS. Farnborough Airport vmats Part 2 EDITION 1.2 (20/03/2012)

South East RTS Farnborough Airport vmats Part 2 EDITION 1.2 (20/03/2012)

AMENDMENT RECORD Amendment N o Comments Pages Date Inserted Edition 1 All 14/11/11 Edition 1.1 Edition 1.2 Aerodrome + Terrain charts updated; CPT VOR recalibrated TA change to 6000' below Worthing CTA and Standard departure instructions procedure introduced. 21, 37-40 12/01/12 7, 23-25 20/03/12 2 South East RTS Farnborough Airport vmats Part 2

PREFACE Introduction This guide is designed to inform the student on the individual procedures of Farnborough Airport 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 Farnborough 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. Farnborough APC controllers must be familiar with all 4 sections. Revision Markings New or changed information is indicated by a vertical line (change bar) displayed on the left side of the page. www.vatsim-uk.org VATSIM UK Division Website For airfield and approach charts, see: http://www.nats-uk.ead-it.com 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 2012 South East Controller Regional Training Scheme, VATSIM UK Division. South East RTS Farnborough Airport vmats Part 2 3

CONTENTS SECTION 1 Unit General Operating Instructions... 7 Chapter 1 Altimeter Setting Procedures... 7 1.1.1 Locally based light aircraft... 7 1.1.2 Transit Aircraft... 7 1.1.3 LARs Traffic... 7 1.1.4 QFE Threshold... 7 1.1.5 Transition Altitude... 7 1.1.6 Transition Levels... 7 1.1.7 ASRs... 7 Chapter 2 Light Aircraft and Helicopter Procedures... 8 1.2.1 Responsibilities (ADC or APC)... 8 1.2.2 VFR Helicopter Entry/Exit Lanes... 8 1.2.3 Helicopter Operations... 10 1.2.5 Visual Reference Points (VRP)... 11 1.2.6 Fanstop Procedures... 11 1.2.7 Rejoin Procedures... 11 1.2.8 Non Radio Aircraft... 11 Chapter 3 Noise Abatement... 12 1.3.1 Noise Preferential Routings... 12 1.3.2 Procedures for Aircraft and Air Traffic Control... 12 Chapter 4 Traffic Data Display... 13 1.4.1 FPS Marking... 13 1.4.2 Local flights... 13 1.4.3 Departures... 13 1.4.4 Arrivals... 13 1.4.5 LARS Traffic / Overflights... 13 Chapter 5 Special Categories of Flight... 14 1.5.1 Gliding & Micro-light Sites... 14 Chapter 6 All Weather Operations... 15 1.6.1 Runway Visual Range... 15 1.6.2 Maximum values... 15 1.6.3 CAT II/III Operations... 15 4 South East RTS Farnborough Airport vmats Part 2

1.6.4 Met Information... 15 1.6.5 Air Traffic Control Procedures... 15 Chapter 7 Co-ordination with Adjacent Aerodromes... 16 1.7.1 Closest Adjacent Aerodromes... 16 SECTION 2 Local Separation Standards... 17 Chapter 1 Wake Turbulence Separation... 17 2.1.1 General... 17 2.1.2 Arriving Flights... 17 2.1.3 Departing Flights... 17 2.1.4 Displaced Threshold... 17 SECTION 3 Aerodrome Control... 19 Chapter 1 Aerodrome Control... 19 3.1.1 General responsibilities... 19 3.1.2 Delegated responsibilities... 19 3.1.3 Selection of runway in use... 19 3.1.4 Preferential Runway... 19 3.1.5 Description of airfield... 20 3.1.6 Aerodrome Chart... 21 3.1.7 Use of ATM... 22 Chapter 2 Aerodrome Operations... 23 3.2.1 Co-ordination between Aerodrome/Approach Control and London TC... 23 3.2.2 Visual Circuit procedures... 24 3.2.3 Departure clearances... 24 3.2.4 Land after procedures... 26 3.2.5 Separation of circuit traffic from IFR approaches... 26 3.2.6 Training aircraft... 26 3.2.7 Turbulence/wind shear warnings... 27 3.2.8 Late landing clearances inside 2NM... 27 SECTION 4 Approach Control and Approach Radar... 29 Chapter 1 Approach Control... 29 4.1.1 Services and responsibilities... 29 4.1.2 Air Traffic Services Outside Controlled Airspace... 30 4.1.3 Delegated responsibilities... 34 4.1.4 Liaison with Aerodrome Control... 35 South East RTS Farnborough Airport vmats Part 2 5

Chapter 2 Procedures for Radar Controllers... 36 4.2.1 Identification Procedures... 36 4.2.2 SSR Operating Instructions... 37 4.2.3 Deconfliction minima... 37 Chapter 3 Inbound Procedures... 38 4.3.1 Information to arriving aircraft... 38 4.3.2 Absolute Minima... 38 4.3.3 Inbound routes... 39 4.3.4 Allocation of levels... 39 4.3.5 Inbound Release procedures... 39 4.3.6 Expected approach times... 40 4.3.7 Holding and approach patterns... 40 4.3.8 Missed approach procedures... 41 4.3.9 Speed limits... 41 Chapter 4 Intermediate and Final Approach Procedures... 42 4.4.1 Terrain clearance... 42 4.4.1 Radar vectoring area... 42 4.4.2 Danger Areas... 43 4.4.3 Surveillance radar approaches... 43 4.4.4 Visual Approaches... 44 4.4.5 Radio failure procedures... 45 Chapter 5 Outbound Procedures... 46 4.5.1 Release Procedures... 46 4.5.2 Departure Routings... 46 Chapter 6 Co-ordination... 48 4.6.1 With Adjacent Airfields... 48 4.6.2 Liaison with other agencies... 49 6 South East RTS Farnborough Airport vmats Part 2

SECTION 1 UNIT GENERAL OPERATING INSTRUCTIONS Chapter 1 Altimeter Setting Procedures 1.1.1 Locally based light aircraft Aircraft arriving or departing from Farnborough shall be passed the Farnborough QNH. Aircraft joining the visual circuit should be passed the QFE. 1.1.2 Transit Aircraft Aircraft transiting the Farnborough ATZ or Odiham MATZ should be passed the Farnborough QNH. 1.1.3 LARs Traffic All aircraft in receipt of a Lower Airspace Radar service should be passed the London (Heathrow) QNH or Farnborough QNH, whichever is more appropriate for the area that the aircraft is operating in. 1.1.4 QFE Threshold The Threshold QFE is passed to all aircraft operating in the visual circuit and to other aircraft on request and may be calculated by subtracting 8 hectopascals from the aerodrome QNH. 1.1.5 Transition Altitude The transition altitude at Farnborough Airport and all airspace beneath the London TMA (within the London Altimeter Setting Region), below the Worthing CTA and inside the Solent CTA is 6000 feet. Outside of the aforementioned areas the transition altitude is 3000 feet. 1.1.6 Transition Levels The minimum stack level may be determined using the following table: Aerodrome QNH Transition Level Minimum Stack Level 1050 1032 55 70 1031 1013 60 70 1012 996 65 80 995 978 70 80 977 960 75 90 959 943 80 90 1.1.7 ASRs Farnborough is situated within the London ASR. The Cotswold ASR borders the London ASR to the North West and the Portland ASR to the South West. The Chatham ASR is to the South East. South East RTS Farnborough Airport vmats Part 2 Unit General Operating Instructions 7

Chapter 2 Light Aircraft and Helicopter Procedures 1.2.1 Responsibilities (ADC or APC) a) The ATZ is normally delegated to Farnborough Radar above 500 feet b) ADC is responsible for aircraft operating in the visual circuit and aircraft operating visually within the ATZ. c) Transfer of responsibility from ADC to APC takes place no later than ATZ boundary and once clear of aerodrome traffic. d) APC is responsible for issuing joining instructions. e) Transfer of responsibility from APC to ADC takes place at the ATZ boundary. f) Both ADC and APC are responsible for providing traffic information to aircraft under their control. 1.2.2 VFR Helicopter Entry/Exit Lanes To minimise delays and noise disturbance helicopters routing to or from Farnborough VFR should follow one of four established routes: 1. WEST ROUTE - From/To the West Join and follow the Basingstoke - Woking railway line to 'North Gate', turn towards the NOKIA Factory then route towards the Northern aerodrome boundary via Southwood Golf course avoiding built up areas (See Note 1). 2. NORTH ROUTE - From/To the North Join and follow the M3 until 'North Gate', turn towards the NOKIA Factory then route towards the Northern aerodrome boundary via Southwood Golf course avoiding the built up areas (See Note 1). 3. EAST ROUTE - From/To the East Route from Worplesdon Station to Longerend Farm on the A324 and then to Surprise Hill. From Surprise Hill route west to join the Basingstoke Canal where it passes under the B3411 and railway bridges (Two Bridges). Follow the canal to the southern end of Queens Parade, then towards the Queens Roundabout for Runway 24 and Heli Bravo or towards the southern aerodrome boundary via the Army Golf Course for Runway 06 and Heli Yankee (See Notes 2 and 3). 4. SOUTH ROUTE - From/To the South and Southwest Route to the A31/A331 junction (The Junction) avoiding the built up areas around Farnham. Follow the A331 to join the Basingstoke canal where it crosses over the dual carriageway then to the southern edge of Queens parade and then towards the Queens Roundabout for Runway 24 and Heli Bravo or towards the southern aerodrome boundary via the Army Golf Course for Runway 06 or Heli Yankee (See Notes 2 and 3). Note 1: 'North Gate' is the unpopulated area between Fleet Pond and M3 Junc 4A. Helicopters must maintain at least 1700 ft QNH if they require to fly over any part of the Qinetiq site, Southwood or Fleet. 8 South East RTS Farnborough Airport vmats Part 2 Unit General Operating Instructions

Note 2: The section of the Woking Route between Longerend farm and Surprise Hill comes close to the Southern edge of D132. Normally it is active to 500 ft and it is the pilot's responsibility to remain outside the Danger Area. If EG D132 is notified as active above this level then this route will be closed by NOTAM. Pilots will be instructed to either follow the Woking to Basingstoke railway line to join via North gate, or to use the Farnham Route, depending on traffic. Note 3: Helicopters must avoid overflying all built up areas below 1700 ft amsl unless instructed by ATC. Pilots may be instructed to route to Heli Yankee to hold if there is fixed-wing traffic arriving or departing. Figure 1 Helicopter VFR Arrival/Departure Routes South East RTS Farnborough Airport vmats Part 2 Unit General Operating Instructions 9

Figure 2 Detialed Map of Final/Initial Stages 1.2.3 Helicopter Operations Landing at Farnborough Three Helicopter aiming points are established at Farnborough Aerodrome: 1. Heli Foxtrot, that part of 'F' taxiway between F3 and the entrance to West 2 apron; 2. Heli Bravo, the intersection of 'A', 'B' and 'C' taxiways; 3. Heli Yankee, the centre of South 2 apron. Pilots should avoid overflying aircraft parked on South 1 apron. Departing from Farnborough Departures must take place from Runway 06/24, Heli Foxtrot, Heli Bravo, or Heli Yankee. IFR 1. ATC will allocate a transponder code, along with an assigned heading and altitude, which will ensure deconfliction from other traffic and compliance with noise abatement procedures. VFR 1. Outbound routings must comply with noise abatement procedures, and are the reverse of the inbound routes. 10 South East RTS Farnborough Airport vmats Part 2 Unit General Operating Instructions

1.2.5 Visual Reference Points (VRP) To assist in the provision of air traffic services to aircraft operating in the vicinity of Farnborough the following Visual Reference Points are established: Note 1: Eastbound helicopters intending to join Helicopter Route H3 in the London Control Zone should use the following line features: railway line to Nokia Factory and then the M3 Motorway to Bagshot VRP. Note 2: Pilots are advised that the VRP Bagshot is located approximately 1 nm south-east of Bagshot Mast. 1.2.6 Fanstop Procedures Home based aircraft may carry out practice engine failures after take-off on runway 24 when approval has been granted by ATC. Practice engine failures after take-off are not permitted on runway 06. 1.2.7 Rejoin Procedures Joining instructions should take into account the noise abatement procedures applicable to the aircraft involved. 1.2.8 Non Radio Aircraft Non Radio Aircraft are not accepted at Farnborough. South East RTS Farnborough Airport vmats Part 2 Unit General Operating Instructions 11

Chapter 3 Noise Abatement 1.3.1 Noise Preferential Routings Runway 06 Climb straight ahead to 2 DME, then turn on track or as instructed by ATC. Runway 24 North (CPT or as directed) Climb straight ahead to 2 DME, then turn as directed by ATC. South (GWC, HAZEL or as directed) Climb straight ahead; after passing 1200 ft QNH turn left onto track 220 M; at 2 DME turn on track or as instructed by ATC. This is referred to by ATC as Noise Preferential Route South. Crews should note that a prompt turn at 1200 ft QNH is essential in order to remain outside the Odiham ATZ and areas of gliding activity. If departing aircraft experience RTF failure crews are to remain outside of controlled airspace and resume own navigation to carry out the prescribed RTF failure procedure. 1.3.2 Procedures for Aircraft and Air Traffic Control Departures Intersection departures from either runway are not permitted; all departures must use the full runway length. Noise preferential routings apply in both VMC and IMC to all departing jet aircraft and all other aircraft of more than 2730 kg MTWA, unless otherwise instructed by ATC or unless deviations are required in the interests of safety. Noise preferential routings may be cancelled by ATC using the phrase 'cancel noise abatement'. Arrivals a. ILS approaches are mandatory except when a non-precision or visual approach is provided or authorised by ATC. Visual approaches to Runway 24 at night are not permitted when an ILS or surveillance radar approach is available. The use of the ILS glidepath, if radiating, is recommended for all approaches. b. All aircraft approaching to land or go-around from a visual or non-precision approach shall establish on final approach not below 1250 ft QNH (1000 ft aal) and at not less than 3 nm from touchdown; thereafter aircraft shall follow a descent path which will not result in the aircraft being at any time lower than a 3.5 glidepath as indicated by the PAPIs or ILS. 12 South East RTS Farnborough Airport vmats Part 2 Unit General Operating Instructions

Chapter 4 Traffic Data Display 1.4.1 FPS Marking All Flight Progress Strip Marking shall be as described in MATS Part 1, Appendix D. 1.4.2 Local flights Flight progress strips for local flights shall be displayed in pink holders. Area of Flight Departure instructions SSR Callsign Type ATD Land. Time Domestic (QNH, taxi instructions etc) 1.4.3 Departures Departure strips shall be displayed in blue holders. IFR departures which are the subject of a 'released subject radar' instruction shall be marked clearly with 'RSR' and this should be ticked or crossed through once Radar has released the departure. RFL Type Callsign ETD ATD Route SSR TAS Destination Departure instructions Revised Departure instructions Domestic (QNH, taxi instructions etc) 1.4.4 Arrivals Arrival strips shall be displayed in orange holders. ETA (at clearance limit) Clearance Limit ATA at C/L Levels From Type Callsign SSR TAS ETA Land. Time Rel. Point EAT Cont. Point Headings QNH App/Rwy 1.4.5 LARS Traffic / Overflights LARS traffic and overflights shall be displayed in pink holders. Geographical Positions or reporting points Callsign Type Squawk Departure Destination Level Type of Service QNH passed etc. ETA for above position ATA for above position ETA for destination South East RTS Farnborough Airport vmats Part 2 Unit General Operating Instructions 13

Chapter 5 Special Categories of Flight 1.5.1 Gliding & Micro-light Sites Lasham Due to intense gliding activity pilots should avoid flying within 2.5 nm of Lasham aerodrome below 5000 ft ALT. When available Farnborough Radar will provide navigational assistance as necessary. Farnborough Radar is to warn aircraft of gliding activity using the phraseology: "...Lasham is in your...o'clock range...miles, caution it may be active with gliding" Odiham The Kestrel Gliding club operates at Odiham at weekend and public holidays. During these times, aircraft penetrating the Odiham MATZ must be instructed to remain outside the Odiham ATZ and warned of any known Glider activity using the phraseology: "...Odiham MATZ Penetration approved, remain outside the Odiham ATZ caution it is active with gliding" Hook Hook is a small grass airstrip adjacent and parallel to the M3 motorway bearing 001 M 3 NM from Odiham airfield within the Odiham MATZ but outside the ATZ. 14 South East RTS Farnborough Airport vmats Part 2 Unit General Operating Instructions

Chapter 6 All Weather Operations 1.6.1 Runway Visual Range RVR, by human observer method, may be available for one runway at a time. 1.6.2 Maximum values The maximum RVR reported is 1500 metres. 1.6.3 CAT II/III Operations Farnborough is not equipped for Cat II/III operations, however Low Visibility Procedures are used to protect Cat I operations. Runway 24 and 06 are not suitable for Lower than Category I operations. 1.6.4 Met Information An arrival and departure ATIS is available on frequency 128.400 MHz. Departing aircraft must acknowledge receipt of the current ATIS information on first contact. If an incorrect ATIS code is passed then ATC must pass any significant changes to the ATIS. The following ATIS information can be inserted into the controller client and amended as needed with the change in runways. If low visibility procedures are in use then this must be included in the ATIS. Controller Information Farnborough Tower - http://www.vatsim-uk.org ILS 24 ATIS available on frequency 128.4 Voice ATIS Template This is Farnborough information %id% %time% Runway in use 24 Surface Wind %winds% Visibility %visibility% %precipitation% Cloud %clouds% Temperature %temp% Dewpoint %dew% QNH %altim%. Pilots are to report ramp position on start, QNH %altim% set and information %id% received on first contact. This is Farnborough Information X-RAY timed at 1450 Zulu. Runway in use 24. Surface wind 180 degrees 15 knots. Visibility 10 Kilometers or more. Cloud Scattered at 1700 feet. Broken at 2800 feet. Temperature + 11 degrees. Dewpoint + 06 degrees. QNH 1017 millibars. Pilots are to report ramp position on start, QNH 1017 set and information X-RAY received on first contact. 1.6.5 Air Traffic Control Procedures Low visibility procedures will commence when the met visibility is less than 1500 m and/or cloud ceiling is 200 ft or below. Restrictions to Operations a) The following runway access routes will be closed: a. Taxiway C b. Taxiway W at holding point W b) Aircraft will not be permitted to line up if an arriving aircraft is at 7 DME or less on the final approach until such time as the landing traffic has reported vacating the runway. c) RVR values are to be passed to arriving traffic with the landing clearance South East RTS Farnborough Airport vmats Part 2 Unit General Operating Instructions 15

Chapter 7 Co-ordination with Adjacent Aerodromes 1.7.1 Closest Adjacent Aerodromes Aerodrome Bearing ( M) Range (nm) Runways ICAO Code Blackbushe 320 3.9 07/25 Asphalt 1335m EGLK Odiham 250 6.7 09/27 Asphalt 1838m EGVO Fairoaks 064 9.3 06/24 Asphalt 813m EGTF White Waltham 002 14 07/25 Grass 1110m EGLM 03/21 Grass 1025m 11/29 Grass 930m Dunsfold 138 13 07/25 Asphalt 1880m EGTD 16 South East RTS Farnborough Airport vmats Part 2

SECTION 2 LOCAL SEPARATION STANDARDS Chapter 1 Wake Turbulence Separation 2.1.1 General Aerodrome Control is responsible for providing Wake Turbulence Separation between all departing aircraft as defined in MATS Part 1, Section 1, Chapter 3. 2.1.2 Arriving Flights Where flights are operating visually (VFR flights or IFR flights operating visually in the vicinity of the aerodrome), pilots are to be informed of the recommended distance. Radar is to provide the prescribed minima between aircraft being radar vectored. 2.1.3 Departing Flights The departure interval for aircraft departing from an intersection will be one minute longer than those departing from the full length. Aircraft performing a touch and go will be treated as an aircraft departing from an intersection for the purpose of wake vortex separation. A light aircraft making a touch and go requires 3 minutes spacing behind a full length departure of a heavier wake turbulence category. 2.1.4 Displaced Threshold Aircraft departing from the full length may require a 2 minute departure separation for the wake turbulence of an arriving aircraft. An aircraft landing may require a 2 minute interval subsequent to a departure from the full length. If the projected flight paths are expected to cross, a wake turbulence separation of 2 minutes shall be provided between Medium (Upper and Lower), Small or Light aircraft following a Heavy aircraft and between a Light aircraft following a Medium or Small aircraft when operating on a runway with a displaced threshold when: a) a departing Medium (Upper and Lower), Small or Light aircraft follow a Heavy arrival or a departing Light aircraft follows a Medium or Small arrival; or b) an arriving Medium (Upper and Lower), Small or Light aircraft follow a Heavy aircraft departure, or an arriving Light aircraft follows a departing Medium or Small aircraft. South East RTS Farnborough Airport vmats Part 2 Local Separation Standards 17

INTENTIONALLY LEFT BLANK 18 South East RTS Farnborough Airport vmats Part 2 Local Separation Standards

SECTION 3 AERODROME CONTROL Chapter 1 Aerodrome Control 3.1.1 General responsibilities Aerodrome control is responsible for providing safe and expeditious movement of aircraft by issuing information and instructions to: a) Aircraft flying in and in the vicinity of the ATZ. b) Aircraft taking off and landing on the runway. c) Aircraft and other vehicles moving on the apron and other manoeuvring areas. Aerodrome Control (ADC), Callsign "Farnborough 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. ADC will obtain a release and airways joining clearance from FARNBOROUGH RADAR (LTC_SW_CTR or LON_S_CTR in their absence) for all IFR aircraft. Aircraft will be given pushback or start up and taxied to the runway holding point. ADC is responsible for all aircraft flying in the ATZ. Departing aircraft will be handed to Farnborough Radar once clear of circuit traffic. 3.1.2 Delegated responsibilities The ATZ is normally delegated to Radar above 500 feet unless there are aircraft operating in the visual circuit. Aerodrome Control is to inform Radar of all departures when they request start or taxi. 3.1.3 Selection of runway in use The term runway in use if that selected by ADC as to 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 the 2000ft wind as depicted on met office chart F214 should be used to identify the best runway to use. When a change in runway is predicted it is the responsibility of ADC to inform Approach Control. Approach Control will inform ADC of the last aircraft to land on the old runway and the first to land on the new runway. ADC will inform Approach Control of the last departure from the old runway and the first departure on the new runway. 3.1.4 Preferential Runway In zero wind conditions, runway 24 is to be used in preference to runway 06. South East RTS Farnborough Airport vmats Part 2 Aerodrome Control 19

3.1.5 Description of airfield ICAO Code Reference Point Co-ordinates and Location Elevation Magnetic Variation/Annual Change Transition Altitude Safety Altitude EGLF Lat: 511631N Long: 0004639W Midpoint of runway 06/24 238ft AMSL W1.7 (2011) 0.14 decreasing 6000 ft 2300ft Runways RWY Designator True Bearing Dimensions (m) TORA (m) TODA (m) ASDA (m) LDA (m) Threshold Elevation 06 062 2440 x 46 2000 2060 2590 1800 225 ft FROM F1 1816 1876 2406 24 242 2440 x 46 2063 2123 2440 1800 219 ft FROM B 1829 1889 2206 Runway 06 threshold displaced by 540 m. Runway 24 threshold displaced by 640 m. 20 South East RTS Farnborough Airport vmats Part 2 Aerodrome Control

3.1.6 Aerodrome Chart South East RTS Farnborough Airport vmats Part 2 Aerodrome Control 21

3.1.7 Use of ATM Farnborough Aerodrome Control is equipped with an ATM displaying the extended centrelines for both runways. Data is provided by Farnborough (PSR) and Heathrow 10cm (PSR & SSR). Control of aerodrome traffic is to be mainly based on direct visual observation of the manoeuvring area and the vicinity of the aerodrome. The use of the ATM must not be detrimental to the visual observation of aerodrome traffic. 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 the controller to confirm that the initial track of a 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. 22 South East RTS Farnborough Airport vmats Part 2 Aerodrome Control

Chapter 2 Aerodrome Operations 3.2.1 Co-ordination between Aerodrome/Approach Control and London TC In the absence of Farnborough Radar, then Approach Radar services will be provided by London Terminal Control South West (LTC_SW). Airborne times will be passed promptly to Farnborough Radar on departures, when able, to facilitate identification. Circuit Traffic a) ADC must inform APC prior to the circuit becoming active and ADC must inform APC when the circuit is no longer active. b) ADC must inform APC when the downwind leg will extend beyond 4 miles. VFR Departures a) ADC will pre-note VFR departures to APC on taxi and receive VFR departure instructions prior to issuing take-off clearance. VFR Arrivals a) APC will issue joining instructions to aircraft. b) APC will pass the details and transfer aircraft to ADC prior to entering the ATZ and once clear of Approach traffic. IFR Departures a) ADC must obtain a release for all departures from APC. Once the aircraft has pushed back or started, ADC will pass a standard airways departure clearance (as per paragraph 3.2.3) and put the aircraft on request with APC not earlier than 5 minutes prior to take-off. b) For departures to remaining outside controlled airspace, departure instructions will be requested from APC when the aircraft is starting. c) Once the aircraft is ready for departure, ADC will contact APC for a release. d) IFR departures should be transferred to APC when clear of aerodrome traffic. IFR Arrivals a) APC will provide range checks on aircraft at 10 nm from touchdown. b) APC will co-ordinate any IFR arrivals requesting a visual approach c) APC will transfer instrument approach traffic to ADC once established on final approach track. Until the aircraft is visual with the surface, the responsibility for separation remains with APC and ADC will not issue any instruction that would reduce separation without coordination with APC. d) If an aircraft executes a missed approach, ADC should instruct the aircraft to fly the standard missed approach. ADC will then inform APC and pass any necessary instructions to the aircraft before handing off. South East RTS Farnborough Airport vmats Part 2 Aerodrome Control 23

Transiting Aircraft a) Aircraft transiting the ATZ will be routed through the overhead or via the landing threshold if there is departing IFR traffic. Unless the visual circuit is active, APC will normally retain control over aircraft operating above 700ft ALT (500ft AAL). 3.2.2 Visual Circuit procedures i. Compliance with the Noise Abatement Requirements at AD 2.21 para (d) is mandatory for all aircraft. ii. All circuits on Runway 06/24 will be to the south of the aerodrome (ie Runway 06, right hand circuits; Runway 24, left hand circuits). iii. Aircraft over 2730 kg MTWA: minimum altitude 1700 ft (1500 ft agl) until turning onto base leg. iv. Aircraft less than 2730 kg MTWA: minimum altitude 1200 ft (1000 ft agl). v. Pilots must avoid overflying the congested area 2 nm west of the aerodrome below 1700 ft ALT unless specifically authorised by ATC. vi. Jet aircraft and other aircraft over 2730 kg MTWA must not establish on the final approach for either Runway at a range of less than 3 nm from touchdown 3.2.3 Departure clearances IFR Departures Due to the nature of surrounding airspace, there are no published SIDs for Farnborough. IFR departures will normally be assigned a cleared heading and altitude immediately prior to departure (along with transponder code) which will enable the aircraft to keep clear of known and observed conflicting traffic and noise sensitive areas. The departure instructions will be issued by the Farnborough Tower Controller as close as possible to issuing start approval. The instruction will be selected from those detailed in the table below, dependant on the Runway in Use and the first Airways reporting point on the flight planned route (CPT, GWC or HAZEL), and will be passed to the pilot in full. During periods when RAF Odiham are active with Gliders, an alternate instruction will apply to 24 CPT departures. The phrase 'Cancel Standard Noise Abatement' will be passed and requires a pilot to execute the turn onto a heading as soon as safe to do so, but not at less than 738 ft QNH. The departure instructions are 'radar monitored' and have therefore NOT been assessed for terrain clearance requirements. 24 South East RTS Farnborough Airport vmats Part 2 Aerodrome Control

Runway Airways Joining Point Profile 24 CPT 24 CPT (Odiham Gliding) 24 GWC or HAZEL 06 CPT, GWC or HAZEL Climb straight ahead to 2dme*, then turn right heading 285, climb to altitude 2400 ft. Cancel Standard Noise Abatement, early right turn heading 280, climb to altitude 2400 ft. Climb to altitude 2400 ft, on passing 1200 ft turn left heading 220. Climb straight ahead to 2dme*, then turn right heading 165, climb to altitude 2400 ft. Note: * For BAE146 departures the right turn is delayed until 2.5 DME. In the event of RT failure, pilots should resume their own navigation and carry out standard RT fail procedures, remaining outside of controlled airspace. Amendments to Issued Departure Instructions Due to the unpredictable nature of traffic operating in the Open FIR, it may be necessary for short notice tactical amendments to the previously issued instructions to be made. These will usually be passed by the Radar controller with the departure release. Controllers must be vigilant to ensure any amended instruction is readback correctly before issuing take-off clearance. IFR departure clearances will be as per those in the table above, with the SSR code and next contact frequency appended, for example: Runway 24 CPT departure: "... After departure, climb straight ahead to 2 DME, then turn right heading 285 climb to altitude 2400 feet, squawk..., next frequency when instructed Farnborough Radar 134.350" Runway 24 Southbound Departures "...After departure, climb to altitude 2400 feet, on passing 1200 feet turn left heading 220 degrees, squawk..., next frequency when instructed Farnborough Radar 134.350." Runway 06 Departures "...After Departure climb straight ahead to 2 DME, then turn right heading 165 climb to altitude 2400 feet, squawk..., next frequency when instructed Farnborough Radar 134.350" Non-Radar Departure Instructions When Farnborough Radar is unavailable, ADC shall instruct aircraft to proceed 'on track' to their initial fix after the appropriate noise abatement procedure. "...After Departure standard noise preferential routing, then left/right turn on track..., Climb to altitude 2400 feet, Squawk..., next frequency when instructed London Control 134.125" South East RTS Farnborough Airport vmats Part 2 Aerodrome Control 25

VFR Departures VFR departures are permitted however, ATC may issue a required routing or assigned initial heading to avoid noise sensitive areas and other aerodromes. The restriction notified in 'Visual Circuit Procedures' must be complied with. 3.2.4 Land after procedures Land after procedures can be used at Farnborough providing the following conditions are met. 1. It is during daylight hours. 2. The preceding aircraft is not required to backtrack in order to vacate the runway. 3. There is no evidence that braking action may be adversely affected. 4. The controller is satisfied that the landing aircraft will be able to see the preceding aircraft which has landed continuously until it has vacated the runway. 5. The pilot of the following aircraft has been warned and agreed to a land after clearance. ATC will provide this warning by issuing the second aircraft with the instruction "Landafter... (first aircraft type) " in place of the usual instruction "Cleared to land". Responsibility for ensuring adequate separation between the two aircraft rests with the pilot of the second aircraft. 3.2.5 Separation of circuit traffic from IFR approaches In order to maintain separation of traffic in the visual circuit from those making an instrument approach then the traffic in the visual circuit should be instructed to orbit away from the runway on the downwind leg, to land or to 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 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. 3.2.6 Training aircraft Pilots may request vectored IFR training circuits, subject to approval from the Approach controller. Departure instructions will be passed to ADC from APC with the release instructions. These will be in the format: [Callsign] After departure, climb straight ahead OR turn left/right heading degrees, climb to altitude feet, squawk. APC will normally provide a heading for the aircraft to fly. Aircraft performing training circuits may wish to land, touch and go or perform a low approach and go around. It is important to provide the correct wake turbulence separation. IFR aircraft carrying out a low-approach and go-around should remain with APC who will obtain a goaround clearance from ADC. Until such clearance is obtained, the aircraft must not overfly the runway below 1000ft on the Farnborough QNH. If the runway is occupied, the instruction "Cleared low approach and go around not below 600 feet QNH (or 400 feet QFE)" must be issued. 26 South East RTS Farnborough Airport vmats Part 2 Aerodrome Control

3.2.7 Turbulence/wind shear warnings Low level turbulence and windshear may be encountered when the wind is from 190 to 240 at 15 kt or more within 0.5 nm from touchdown on Runway 24 (from crossing the main road to crossing Runway 24 threshold markings). Controllers should warn pilots of the possibility of turbulence/windshear whenever such conditions are known to exist. Whenever 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. 3.2.8 Late landing clearances inside 2NM If a landing clearance cannot be passed until 2nm, or later, the controller must inform the aircraft Continue approach and expect a late landing clearance, surface wind. South East RTS Farnborough Airport vmats Part 2 Aerodrome Control 27

INTENTIONALLY LEFT BLANK 28 South East RTS Farnborough Airport vmats Part 2 Aerodrome Control

SECTION 4 APPROACH CONTROL AND APPROACH RADAR Chapter 1 Approach Control 4.1.1 Services and responsibilities General Responsibilities Farnborough Radar shall provide an ATS to aircraft which have been released by London Control or are flying outside controlled airspace within the defined Area of Responsibility (AoR) until they no longer wish to receive a service or are transferred to Aerodrome Control. Farnborough APC/Radar shall provide ATS to aircraft from the time and place at which: a) arriving aircraft place themselves under the control of Farnborough APC until control is transferred to Farnborough ADC; b) arriving aircraft are released by London TC to Farnborough APC until control is transferred to Farnborough ADC; a) departing aircraft are transferred from Farnborough ADC until they no longer wish to receive a service or are outside the defined AoR or transferred to another ATSU, whichever is the sooner; a) overflying aircraft place themselves under the control of Farnborough APC until they are clear of the approach pattern and either no longer wish to receive a service or are outside the defined AoR or transferred to another ATSU, whichever is the sooner. Controller Positions and Responsibilities On VATSIM Farnborough Radar and LARS west operate permanently bandboxed on frequency 134.350 MHz. Farnborough Radar (Number 1 radar position) is to provide services appropriate for the Approach and Approach Radar Control functions, as specified in MATS Part 1, Section 3. Farnborough Radar must not provide a radar service outside of a 40 nm radius of Farnborough Airport. Farnborough Director is a Number 2 Radar position (FIN) which may operate on frequency 130.050 MHz when required but only when agreed by the Number 1 Radar controller and when Farnborough ADC is open. Farnborough Radar a) The acceptance of releases and control of inbound aircraft from the release point until control is transferred to FIN; b) Sequencing traffic from the time it is released, or is placed under a deconfliction service or traffic service, until it is transferred to FIN or to appropriate ATSU. Traffic is only to be transferred to FIN when it is separated from all departure routes. c) All departures until they are transferred to the onward ATSU or London Control; d) Control of aircraft which have carried out a missed approach, unless control has been delegated to FIN; South East RTS Farnborough Airport vmats Part 2 Approach Control and Approach Radar 29

e) Liaison with the AIR controller on pertinent issues excepting range checks, final approach spacing and landing and go-around clearances; f) Coordination with other ATSUs; g) Lower Airspace Radar Service (LARS) to aircraft operating outside CAS in the defined Area of Responsibility; h) Odiham MATZ Penetration service (when delegated). Farnborough Director a) Sequencing aircraft accepted from Farnborough Radar from the downwind position onto final approach at Farnborough under a Traffic or Deconfliction Service; b) Provision of Surveillance Radar Approaches; c) Coordinating planned and unplanned missed approaches and retaining control of such traffic when delegated by Farnborough Radar; d) Liaison with ADC as required for range checks, final approach spacing and landing or goaround clearances. 4.1.2 Air Traffic Services Outside Controlled Airspace Inbound and Outbound Aircraft Upon identification after departure, when leaving CAS or free-calling Farnborough Approach inbound, the pilot is to be requested what level of service is required by using the phraseology: "What type of Radar service do you require?". Lower Airspace Radar Service Area of Responsibility Subject to equipment and controller workload, Farnborough Radar is responsible for the provision of a Lower Airspace Radar service within a 30 mile radius of Farnborough Airport. The actual boundaries of responsibility are shown in Figure 3. Farnborough Radar may provide ATSOCAS outside these boundaries up to a maximum of a 40 nm radius from Farnborough Airport except when an aircraft is flying in an online adjacent unit s area, in such cases the aircraft is to be transferred to that unit s frequency on a free-call basis. If it is more appropriate to retain control of the aircraft, coordination is to be effected. 30 South East RTS Farnborough Airport vmats Part 2 Approach Control and Approach Radar

Figure 3 Farnborough LARS Area of Responsibility Types of ATSOCAS Limitations The level of ATCOCAS provided to aircraft is to be limited as required so that is does not adversely affect the service provided to aircraft arriving and departing from Farnborough Airport. When providing a surveillance derived ATS, there may be circumstances that prevent controllers from passing timely traffic information and/or deconfliction advice, e.g. high workload, areas of high traffic density, against aircraft conducting high energy manoeuvres, or when traffic is not displayed to the controller. Controllers shall inform the pilot of reductions in traffic information along with the reason and the probable duration; however, it may not always be possible to provide these warnings in a timely fashion. In high workload situations, which may not always be apparent from RTF loading, it may not be possible for controllers to always provide timely traffic information and/or deconfliction advice. High workload situations may not necessarily be linked to high traffic density. "...Reduced traffic information due to controller workload." South East RTS Farnborough Airport vmats Part 2 Approach Control and Approach Radar 31

High traffic density can cause difficulty interpreting ATS surveillance system data and may affect radiotelephony loading or controller workload to the extent that he is unable to pass timely traffic information and/or deconfliction advice on all traffic. "... approaching an area of high traffic density, possible late or no warning of traffic for the next 8 miles." Where aircraft are operating close to the lateral and/or vertical limits of solid ATS surveillance system cover, or close to a radar overhead, there is the potential for conflicting traffic to be detected late. Similarly, there is potential for aircraft to be undetected or detected late in known areas of poor surveillance performance, permanent echoes, weather clutter or when the controller suspects the performance of the ATS surveillance system is degraded. "... reduced traffic information from the left for the next 10 miles due to the limits of surveillance coverage." An SSR only service has not been approved at Farnborough, therefore the type of service must be downgraded to a Basic Service near the edges or outside PSR coverage. "...Basic Service, you are nearing the edge of my solid radar coverage / you are outside my area of solid radar coverage" Basic Service A Basic Service shall be provided on request of the pilot to aircraft within the Farnborough AoR. Aircraft should normally be passed the appropriate pressure setting and assigned a discrete Farnborough SSR code and identified whenever possible in order to assist in co-ordination and the provision of traffic information. Under a Basic Service the controller is not required to inform the pilot hat identification has taken place or to pass a position report. Aircraft Phraseology Farnborough Radar GABCD request Basic Service GABCD PA28 en-route Shoreham to White Waltham, at Washington Intersection 2300 feet VFR request Basic Service Controller Phraseology GABCD Farnborough Radar, pass your message GCD squawk 0421 Basic Service London QNH 1022 Squawk 0421, Basic Service, QNH 1022 GCD Surveillance derived traffic information may be passed, as workload permits, whenever traffic is observed which may constitute a hazard. 32 South East RTS Farnborough Airport vmats Part 2 Approach Control and Approach Radar

Traffic Service A Traffic Service may only be provided to aircraft within the area of solid Primary and Secondary radar coverage and within the Farnborough AoR and not below 1500ft ALT. The number of aircraft provided with a Traffic Service shall be limited to the extent required for the traffic levels and number of IFR movements at Farnborough. Aircraft shall be passed the appropriate pressure setting and must be assigned a discrete Farnborough SSR code and identified using one of the methods described in MATS Part 1 before a Traffic Service can be provided. Aircraft Phraseology Farnborough Radar GABCD request Traffic Service GABCD PA28 from Compton to Wycombe, passing Andover at 2800 feet VFR request Traffic Service Squawk 0423 QNH 1004 GCD Controller Phraseology GABCD Farnborough Radar, pass your message GCD squawk 0423 London QNH 1004 GCD Identified, Traffic Service Traffic Service GCD The controller shall pass surveillance derived traffic information on relevant traffic, and shall update the traffic information if it continues to constitute a definite hazard, or if requested by the pilot. Traffic is normally considered to be relevant when, in the judgement of the controller, the conflicting aircraft s observed flight profile indicates that it will pass within 3 NM and, where level information is available, 3000 ft of the aircraft in receipt of the Traffic Service. However, controllers may also use their judgement to decide on occasions when such traffic is not relevant, e.g. passing behind or within the parameters but diverging. Controllers shall aim to pass information on relevant traffic before the conflicting aircraft is within 5 NM, in order to give the pilot sufficient time to meet his collision avoidance responsibilities and to allow for an update in traffic information if considered necessary. Deconfliction Service A Deconfliction Service may only be provided to aircraft within the area of solid Primary and Secondary radar coverage at or above MSA and within the Farnborough AoR. Aircraft shall be passed the appropriate pressure setting and must be assigned a discrete Farnborough SSR code and identified using one of the methods described in MATS Part 1 before a Deconfliction Service can be provided. Aircraft Phraseology Farnborough Radar GABCD request Deconfliction Service Controller Phraseology GABCD Farnborough Radar, pass your message South East RTS Farnborough Airport vmats Part 2 Approach Control and Approach Radar 33

GABCD Cessna 172 en-route Biggin to GCD squawk 0422 London QNH 1014 Goodwood, 4 miles west of Biggin at 2400 feet IFR request Deconfliction Service Squawk 0422 QNH 1014 GCD GCD Identified, Deconfliction Service Deconfliction Service GCD Note: Deconfliction Service is available under IFR or VFR and in any meteorological conditions. A controller shall provide traffic information, accompanied with a heading and/or level aimed at achieving a planned deconfliction minima against all observed aircraft in: Class F/G airspace; Active Temporary Reserved Areas (TRA); Active Military Training Areas (MTA). Controllers are not required to provide deconfliction advice on aircraft within adjacent controlled airspace (excepting active TRA/MTA) unless surveillance derived or other information indicates that such aircraft are leaving controlled airspace. However, controllers should pass traffic information on relevant aircraft within controlled airspace. The Deconfliction Minima are described in paragraph 4.2.3. If a pilot requests descent below ATC unit terrain safe levels, controllers shall no longer provide a Deconfliction Service but should instead, subject to surveillance and RTF coverage, apply a Traffic Service. "... Traffic Service, taking your own terrain clearance, descent approved." 4.1.3 Delegated responsibilities Odiham MATZ/ATZ Farnborough LARS West is delegated responsibility for issuing MATZ penetrations of the Odiham MATZ. When Odiham is manned but there is no flying taking place, the Odiham ATZ may also be delegated to Farnborough LARS West. When Odiham is ATC is closed, aircraft must be instructed to remain outside the Odiham ATZ due to possible glider activity. MATZ Penetration Aircraft requesting MATZ Penetration during the operational hours of Odiham ATC are to be coordinated with Odiham. Controllers should use the following phraseology: "...Odiham MATZ penetration approved Remain Outside the Odiham ATZ" 34 South East RTS Farnborough Airport vmats Part 2 Approach Control and Approach Radar

4.1.4 Liaison with Aerodrome Control IFR Traffic Farnborough Radar will provide the following information to Farnborough Tower: a) Estimates and the anticipated landing sequence for IFR arrivals b) Inform ADC when an IFR aircraft is 10nm from touchdown. c) The anticipated delay to departing IFR flights with a reason for the delay. d) Release for IFR departing aircraft. e) Radar will transfer IFR traffic to Tower once it is established on the final approach. VFR Traffic a) Farnborough Tower must inform Radar when the circuit is active and when it ceases to be so. Tower will inform Radar if the downwind leg will extend to beyond 4 miles. b) Farnborough Tower will pass the details of VFR when they are taxying. c) Farnborough Tower will request approval for VFR departures prior to issuing take-off clearance. d) Farnborough Radar will pass Information on VFR aircraft intending to land. e) When the ATZ is delegated to ADC, Farnborough Radar will co-ordinate VFR aircraft intending to transit the ATZ with Farnborough Tower. South East RTS Farnborough Airport vmats Part 2 Approach Control and Approach Radar 35

Chapter 2 Procedures for Radar Controllers 4.2.1 Identification Procedures All aircraft must be identified by using one of the methods described in MATS Part 1. Departing Aircraft Departing aircraft are to be identified using the Departing Aircraft Method whereby the primary return is observed within 1 mile of the end of the runway and correlated to a known airborne time. When a secondary response is received from the previously identified aircraft, ensure that is matches the assigned SSR code to validate the Mode A. Should identification not be achieved by the departure method then the aircraft should be identified by the turn method or instructed to squawk ident. Once identification is achieved the Mode C readout should be verified. The Mode C readout should be verified by requesting the pilot to either report passing level or by verifying any level report made by the pilot. Arriving/Overflying Aircraft The identity of inbound aircraft may be transferred by means of a radar handover from the previous ATSU. 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. Aircraft inbound from the FIR which have not been the subject of a radar handover are to be identified, if required, by using a local Farnborough SSR code, or other means as appropriate. Aircraft pre-noted and transferred on a discrete squawk code issued by one of the following ATSUs are deemed to be Mode A validated and Mode C verified unless otherwise notified: a) Solent/Southampton Radar b) Bournemouth Radar c) Thames / Heathrow (SVFR) Radar d) Boscombe Zone e) Brize Radar 36 South East RTS Farnborough Airport vmats Part 2 Approach Control and Approach Radar

4.2.2 SSR Operating Instructions All aircraft working Farnborough Radar should, whenever possible, be allocated a discrete transponder code from Farnborough allocated codes in the table below (highlighted pink). Aircraft changing to onward frequencies should be instructed to squawk 7000 (unless otherwise coordinated with another ATSU) so that the code can be re-issued to another aircraft. Aircraft departing from Blackbushe and Fairoaks and intending to call Farnborough Radar after departure have been asked to squawk 0447 or 0457 respectively. Once the flight details have been obtained, a discrete code should normally be allocated. SSR Code Allocation Sector 0421-0446 Farnborough LARS West 0447 Blackbushe departures 0450-0456 Farnborough LARS West 0457 Fairoaks Departures 0460-0467 Farnborough LARS West 4.2.3 Deconfliction minima The deconfliction minima against uncoordinated traffic are: 5 NM laterally or 3000 ft vertically and, unless the SSR code indicates that the Mode C data has been verified, the surveillance returns, however presented, should not merge. (Note: Mode C can be assumed to have been verified if it is associated with a deemed validated Mode A code. The Mode C data of aircraft transponding code 0000 is not to be utilised in assessing deconfliction minima). The deconfliction minima against aircraft that are being provided with a service by the same controller, or that have been subject to co-ordination, are: 3 NM laterally; or 1000 ft vertically South East RTS Farnborough Airport vmats Part 2 Approach Control and Approach Radar 37

Chapter 3 Inbound Procedures 4.3.1 Information to arriving aircraft After an aircraft has made the 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 operational status. d) LVP s in operation. e) Type of service outside controlled airspace Aircraft that have received the above information must be kept informed of the following until they have landed. a) Significant changes in the metrological and runway conditions. b) Reports from other pilots, including the presence of wind shear. c) Implementation or cancellation of LVP s. d) Changes to the type of service (both inside and outside of controlled airspace) and when the aircraft enters or leaves controlled airspace. IFR flights inbound to Farnborough will normally be subject to direction and sequencing under Deconfliction Service to join the ILS Final Approach Track. 4.3.2 Absolute Minima Controllers are not responsible for determining, passing or enforcing a pilot s Aerodrome Operating Minima. However, in accordance with MATS Part 1 Section 6 Chapter 3, controllers should report any occurrence which they consider has endangered, or if not corrected would have endangered an aircraft, its occupants, or any other person. 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 aircraft are already established on final approach. Instrument Approach Procedure Minimum RVR (metres) MDH/DH (feet) ILS/DME Runway 06 550 DH 200 LLZ/DME Runway 06 1000 MDH 545 ILS/DME Runway 24 550 DH 200 LLZ/DME Runway 24 900 MDH 391 SRA Runway 06 1200 MDH 725 SRA Runway 24 1000 MDH 481 38 South East RTS Farnborough Airport vmats Part 2 Approach Control and Approach Radar

4.3.3 Inbound routes Airways inbounds to Farnborough, Blackbushe, Fairoaks, Lasham or Odiham will be flight planned via the following routes: Approach from Via Route (Note 1) West L9 L9 - CPT - HANKY - PEPIS North N859 N859 - CPT - HANKY - PEPIS South L980 N867 L980 - KATHY - N867 - SAM - Q41 - PEPIS N867 - KATHY - SAM - Q41 - PEPIS Southeast Y803 DVR - Y803 - LYD - G27 - WAFFU - Y8 - GWC - PEPIS Paris FIR Y8 Y8 - GWC - PEPIS Amsterdam FIR (Note 2) Brussels FIR (Note 2) L980 L179 L980 - LAM - CPT - HANKY - PEPIS L179 - LAM - CPT - HANKY - PEPIS Note 1: When Farnborough Radar is available aircraft may be instructed to leave controlled airspace on track towards a routeing fix ROVUS prior to transfer of control to Farnborough Radar. For loss of communications purposes the Clearance Limit is PEPIS Note 2: On this route, pilots who wish to leave controlled airspace by early descent to the east of London should make their request to London Control and will be transferred to Thames Radar. A Deconfliction or Traffic Service may be available outside controlled airspace from Thames Radar on request and subject to controller workload. 4.3.4 Allocation of levels IFR departures will normally be climbed to 2400 ft ALT. IFR arrivals may be descended to 3400 ft ALT and once clear of outbound traffic, given further descent to 1900 ft ALT. Once clear of inbound traffic, departures will normally be climbed to 3400 ft ALT to remain outside controlled airspace and transferred to London for joining clearance. 4.3.5 Inbound Release procedures Arrivals from the North Farnborough Clutch arrivals routing via CPT may be transferred to Farnborough Radar under the terms of a silent handover, subject to the following conditions: South East RTS Farnborough Airport vmats Part 2 Approach Control and Approach Radar 39

London TC will instruct aircraft to leave CAS descending to a Farnborough acceptance altitude of 5000ft (Heathrow QNH) routing towards ROVUS* Transfer of control to Farnborough Radar is on passing 6000ft Farnborough Radar will continue the track of such traffic towards ROVUS and will ensure that this traffic leaves and remains outside controlled airspace The minimum distance between successive inbounds is 10nm. Where this distance between successive inbounds is less than 10nm, coordination is to be effected with Farnborough Radar It is the responsibility of Farnborough Radar to suspend the silent handover procedure. This may be due to an excessive number of inbounds, or conflicting traffic in the FIR ROVUS fix is 511358N 0005655W, CPT VOR fix 137 /20.2 nm; OCK VOR/DME fix 260 /15.4 nm; MID VOR/DME fix 327 /14.6 nm *The right to issue a clearance to leave controlled airspace may be delegated to Farnborough Radar. TC South West may request a lower level and pass an Inbound Release, stating the Callsign, Heading, Altitude (descending to) and Release Point. For example: G-ABCD heading 165, descending to 3.5, released passing 5 The release point will always be inside controlled airspace. Arrivals from the South TC South West will pass Farnborough APC a PEPIS estimate and SSR code for all inbounds to the Farnborough Clutch Airfields Inbounds are released by TC South West to Farnborough using a Full Release. Although all inbounds have a clearance limit of PEPIS, individual inbounds may be coordinated with Farnborough APC and routed towards ROVUS. Farnborough APC may offer an acceptance level below the base of Controlled Airspace in which case TC South West controllers will advise the inbound that Farnborough will accept them at that altitude and clear them to leave controlled airspace by descent. Due to intense gliding activity at Lasham, whenever possible inbounds should not be positioned within 5nm of Lasham. 4.3.6 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. 4.3.7 Holding and approach patterns A clearance limit and holding fix PEPIS (CPT VOR/DME fix 184 /18 nm; SAM VOR/DME fix 018 /15 nm; GWC VOR/DME fix 321 /28 nm; OCK VOR/DME fix 261 /31 nm) is established within controlled airspace for use by inbound aircraft operating within the Airways System. A holding entry fix HANKY (510646N 0010751W) is established at CPT VOR/DME fix 173 /23nm to facilitate entry to the holding pattern from CPT VOR. 40 South East RTS Farnborough Airport vmats Part 2 Approach Control and Approach Radar

In order to provide for Flight Planning and for Loss of Communications purposes a holding and Initial Approach Fix (IAF) TAGOX is established. Holding Point Holding Procedure Holding Levels Max Holding Speed PEPIS 511148N 0011437W Holding axis aligned on CPT VOR RDL 184 (inbound track 004 MAG) at 18 nm, turning right at the fix. FL 70 - FL 100 220 kt. TAGOX 511434N 0003806W Holding axis aligned on OCK VOR RDL 244 (inbound track 064 M) at 8 nm, turning left at the fix Outbound DME limit OCK D12. 2400 ft ALT 190 kt. ILS/DME or LLZ/DME approaches and SRAs terminating at 2nm are available for both runways. Nominal glide path 3.5 mandatory for all approaches including non-precision and visual 4.3.8 Missed approach procedures Runway Procedure Missed Approach Procedure 06 ILS/DME LLZ/DME SRA 24 ILS/DME LLZ/DME SRA Climb straight ahead to 1900. At I-FRG DME 4 or 1370 whichever is the earlier, turn right onto track 279 continuing climb to 2400 then as directed. RCF: Proceed to TAGOX at 2400. Climb straight ahead to 1000 then turn right onto track 279 continuing climb to 2400 then as directed. RCF: Proceed to TAGOX at 2400. 4.3.9 Speed limits Aircraft inbound to PEPIS should reduce speed to 250 kt or less by CPT VOR, SAM VOR or GWC VOR as appropriate, and to 220 kt by PEPIS or 10 nm before ROVUS if cleared direct to ROVUS. South East RTS Farnborough Airport vmats Part 2 Approach Control and Approach Radar 41

Chapter 4 Intermediate and Final Approach Procedures 4.4.1 Terrain clearance Terrain Clearance is the responsibility for the Approach Radar controller for aircraft receiving a Deconfliction Service. The Minimum Sector Altitude within 25nm of the airfield is: Northeast: 2200ft Northwest: 2300ft Southeast: 2100ft Southwest: 2300ft No aircraft is to be descended below MSA until either established on the centreline of the runway or within the appropriate approach funnel. 4.4.1 Radar vectoring area Vectoring for Runway 06 All aircraft are to be vectored south of the airfield due to the proximity of Heathrow and jet traffic departing Blackbushe. Aircraft must not be vectored overhead Lasham Gliding site below 5000 ft ALT and must remain clear of the Oakhanger High Intensity Radio Transmission Area (HIRTA), which 42 South East RTS Farnborough Airport vmats Part 2 Approach Control and Approach Radar