AMMENDMENT RECORD
South East RTS
London City & Thames Radar vMATS Part 2
08/12/2015
DITION 2.5 (
INTENTIONALLY LEFT BLANK
AMENDMENT RECORD
Amendment No
Comments
Edition 1
Edition 1.1
Edition 1.2
Edition 2
Edition 2.1
Edition 2.2
Edition 2.3
RVR minima
E190 added to approved aircraft list
Co-ordination procedures & document
format
London City and Thames Radar vMATS
combined and updated
SID designators updated
Wake turbulence sep. applied to 2 DME
5000ft corrected to 4000ft DET
Departure Instructions amended
Stand usage guide
Southend outbound procedure added
London Heliport procedures updated
Multiple changes
Pages
Date Inserted
All
06/06/10
Page 12-13
Page 1
All
15/06/10
15/06/10
28/09/10
All
14/01/11
Page 24
Page 58
Page 49
Page 62-63
Page 19
Page 60
Page 74
Numerous - See
Black line in
margin
Pages 14, 46-48,
62, 66, 72
22/01/11
09/04/12
Edition 2.4
SRAV approaches removed
Becton & Three Mills VRPs name change
Edition 2.5
EGLL Helicopter crossing procedure
amended
Helimed (HLE) corrected
Page 86
Formatting & R/T updated,
Thames RMA & co-ordination with
Southend & TC London
Low Level Procedures for London CTR
now moved to Heathrow vMATS
All
Edition 2.6
08/03/11
16/09/11
02/11/11
14/12/11
Page 90
08/12/15
South East RTS London City & Thames Radar vMATS Part 2
3
PREFACE
Introduction
This guide is designed to inform the student on the individual procedures of London City and
assumes that you already have a good advanced knowledge of controlling with reference to
MATS Part 1 (CAP493), standard RT phraseology detailed in CAP413 and are familiar with
using VRC or Euroscope (the VATSIM ATC client software).
Throughout this document there will be examples of phraseology representative of
radiotelephony procedures in use at London City Airport. The messages will always appear in
chronological order; subsequent messages may be omitted for clarity.
This document is divided into four sections:
1.
2.
3.
4.
General Unit Instructions
Local Separation Standards
Aerodrome Control
Approach Control Approach Radar
Sections 1, 2 and 3 apply to Aerodrome Controllers. TC Thames controllers must be familiar
with all 4 sections. Section 4 Chapter 7 "Low Level Operations" also applies to TC Heathrow
controllers.
Revision Markings
New or changed information is indicated by a vertical line (change bar) displayed on
the left side of the page.
www.vatsim-uk.org VATSIM UK Division Website
http://www.londoncityairport.com/ London City Airport 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 © 2015 South East Controller Regional Training Scheme, VATSIM
UK Division.
4
South East RTS London City & Thames Radar vMATS Part 2
CONTENTS
SECTION 1 UNIT GENERAL INSTRUCTIONS.......................................................... 11
Chapter 1
General Airport Information ....................................................................................... 11
1.1.1
Introduction..................................................................................................................... 11
1.1.2
Approved Aircraft ............................................................................................................ 12
Chapter 2
Altimeter Setting Procedures ...................................................................................... 13
1.2.1
Departing Aircraft ............................................................................................................ 13
1.2.2
Joining/Landing Traffic ..................................................................................................... 13
1.2.3
Transit aircraft ................................................................................................................. 13
1.2.4
QFE Threshold ................................................................................................................. 13
1.2.5
Transition Altitude ........................................................................................................... 13
1.2.6
Transition Levels .............................................................................................................. 13
1.2.7
ASRs ................................................................................................................................ 13
1.2.8
Airspace........................................................................................................................... 14
1.2.9
Frequencies ..................................................................................................................... 14
1.2.10
Chapter 3
Visual Reference Points................................................................................................ 14
Light Aircraft and Helicopter Procedures..................................................................... 16
1.3.1
Responsibilities (ADC or APC) ........................................................................................... 16
1.3.2
Entry/Exit Lanes ............................................................................................................... 16
1.3.3
Fanstop, Practice Forced Landings (PFL) and Asymmetric Procedures ............................... 16
1.3.4
Rejoin Procedures ............................................................................................................ 17
1.3.5
Helicopter Procedures ..................................................................................................... 17
Chapter 4
Noise Abatement ........................................................................................................ 18
1.4.1
MNRs............................................................................................................................... 18
1.4.2
Procedures for Aircraft and Air Traffic Control .................................................................. 18
Chapter 5
Traffic Data Display ..................................................................................................... 19
South East RTS London City & Thames Radar vMATS Part 2
5
1.5.1
Chapter 6
Flight Progress Strips........................................................................................................ 19
Special Categories of Flight ......................................................................................... 20
1.6.1
Gliding and Light Aircraft sites .......................................................................................... 20
1.6.2
Uncontrolled sites in the London/London City CTR ........................................................... 20
1.6.3
Police / HEMS Flights ....................................................................................................... 20
Chapter 7
All Weather Operations .............................................................................................. 21
1.7.1
Runway Visual Range ....................................................................................................... 21
1.7.2
CATII/III operations .......................................................................................................... 21
1.7.3
Met Information .............................................................................................................. 21
1.7.4
ATC Low Visibility Procedures........................................................................................... 22
1.7.5
Weather – Summary of Effects on operations .................................................................. 22
Chapter 8
1.8.1
Co-ordination with Adjacent Aerodromes ................................................................... 23
Closest adjacent Aerodromes........................................................................................... 23
SECTION 2 LOCAL SEPARATION STANDARDS ...................................................... 25
Chapter 1
2.1.1
Chapter 2
Special Separation Standards – IFR/SVFR .................................................................... 25
Departure Interval ........................................................................................................... 25
Wake Turbulence ........................................................................................................ 26
2.2.1
General............................................................................................................................ 26
2.2.2
Arriving Flights ................................................................................................................. 26
2.2.3
Departing Flights.............................................................................................................. 26
SECTION 3 AERODROME CONTROL ................................................................... 27
Chapter 1
Aerodrome Control ..................................................................................................... 27
3.1.1
General Responsibilities ................................................................................................... 27
3.1.2
Delegated Responsibilities ............................................................................................... 27
3.1.3
Selection of runway in use ............................................................................................... 27
3.1.4
Preferential Runway ........................................................................................................ 28
3.1.5
Description of Airfield ...................................................................................................... 28
6
South East RTS London City & Thames Radar vMATS Part 2
3.1.6
Use of ATM ...................................................................................................................... 28
3.1.7
Runways .......................................................................................................................... 29
3.1.8
Taxiways .......................................................................................................................... 29
3.1.9
Stands.............................................................................................................................. 30
3.1.10
Chapter 2
Aerodrome Chart ......................................................................................................... 31
Aerodrome Operations ............................................................................................... 32
3.2.1
Co-ordination between Aerodrome / Approach Control / London Control ........................ 32
3.2.2
Circuit Procedures............................................................................................................ 34
3.2.1
Start up Clearances .......................................................................................................... 35
3.2.2
Departure Clearances ...................................................................................................... 35
3.2.3
SIDs ................................................................................................................................. 36
3.2.4
Land after procedures ...................................................................................................... 36
3.2.5
Separation of circuit traffic from IFR approaches .............................................................. 36
3.2.6
Training aircraft ............................................................................................................... 36
Chapter 3
Aerodrome Control Procedures................................................................................... 37
3.3.1
Visual Circuit .................................................................................................................... 37
3.3.2
IFR / Radar Circuit ............................................................................................................ 39
3.3.3
VFR Departures................................................................................................................ 40
3.3.4
VFR Arrivals ..................................................................................................................... 41
3.3.5
IFR Departures (Airways).................................................................................................. 42
3.3.6
IFR Departures (to the FIR) ............................................................................................... 43
3.3.7
IFR Arrivals....................................................................................................................... 45
3.3.8
SVFR Departures .............................................................................................................. 45
3.3.9
SVFR Arrivals.................................................................................................................... 46
3.3.10
VFR / SVFR Zone Transits ............................................................................................. 47
3.3.11
Procedure for operating without Approach / Radar ...................................................... 48
SECTION 4 APPROACH AND APPROACH RADAR ................................................. 53
Chapter 1
General ....................................................................................................................... 53
South East RTS London City & Thames Radar vMATS Part 2
7
4.1.1
Responsibilities ................................................................................................................ 53
4.1.2
Airfield Information ......................................................................................................... 55
Chapter 2
Procedures for Radar Controllers ................................................................................ 56
4.2.1
Identification Procedures ................................................................................................. 56
4.2.1
Radar Separation Minima................................................................................................. 56
4.2.2
Liaison with Aerodrome Control ....................................................................................... 56
Chapter 3
Inbound Procedures .................................................................................................... 59
4.3.1
Information to arriving aircraft ......................................................................................... 59
4.3.2
Absolute minima.............................................................................................................. 60
4.3.3
Inbound routes ................................................................................................................ 60
4.3.1
Radio Communication Failure Procedures ........................................................................ 60
4.3.2
Inbound Release procedures ............................................................................................ 62
4.3.3
Expected Approach Times ................................................................................................ 63
4.3.4
Holding and approach patterns ........................................................................................ 64
4.3.5
Missed Approach Procedures ........................................................................................... 64
Chapter 4
Intermediate and Final Approach Procedures ............................................................. 66
4.4.1
Radar Manoeuvring Area ................................................................................................. 66
4.4.2
Vectoring Patterns ........................................................................................................... 67
4.4.3
Terrain Clearance ............................................................................................................. 68
4.4.4
Speed Control .................................................................................................................. 69
4.4.5
Transfer to City Radar (FIN) .............................................................................................. 69
4.4.6
Final Approach Spacing .................................................................................................... 69
4.4.7
Visual Approaches (IFR Traffic) ......................................................................................... 70
Chapter 5
Local Airfields.............................................................................................................. 71
4.5.1
Rochester ........................................................................................................................ 71
4.5.2
Kenley.............................................................................................................................. 71
Chapter 6
4.6.1
8
Outbound Procedures ................................................................................................. 72
London City Departures ................................................................................................... 72
South East RTS London City & Thames Radar vMATS Part 2
4.6.2
Biggin Hill Departures....................................................................................................... 73
4.6.3
Southend Departures ....................................................................................................... 73
4.6.1
Departure Clearances ...................................................................................................... 74
4.6.2
Departure Routes ............................................................................................................ 74
4.6.3
Speed Limits .................................................................................................................... 75
Chapter 7
Low Level Procedures.................................................................................................. 76
4.7.1
General............................................................................................................................ 76
4.7.1
Altitude Restrictions with the City CTR ............................................................................. 76
4.7.2
Geographical Separation within the London City CTR ....................................................... 76
4.7.3
Transiting Aircraft ............................................................................................................ 76
4.7.4
London (Battersea) Heliport Procedures........................................................................... 77
4.7.1
SSR Operating Instructions ............................................................................................... 77
4.7.1
Lower Airspace Radar Service........................................................................................... 78
ANNEXES ......................................................................................................... 79
Annex A Radar Phraseology Examples ............................................................................................. 79
CTR/CTA Transit ........................................................................................................................... 79
Procedural Approaches ................................................................................................................ 79
Inbound Airways Traffic ................................................................................................................ 79
Annex B Helicopter Routes in the London CTR & City CTR ................................................................ 80
Annex C Helicopter Routes and Standard Operating Altitudes ......................................................... 81
South East RTS London City & Thames Radar vMATS Part 2
9
INTENTIONALLY LEFT BLANK
10
South East RTS London City & Thames Radar vMATS Part 2
SECTION 1 UNIT GENERAL INSTRUCTIONS
Chapter 1
General Airport Information
1.1.1 Introduction
London City is a single runway STOLport, an airport used by Short Take Off and Landing
aircraft, situated on a former Docklands site 6 nm east of the City of London. The airport
opened in 1987 and is the 15th busiest airport in the UK by passenger and air transport
movements. London City airport can handle up to 32 movements per hour.
The airport is equipped with the Instrument Landing System (ILS) on both runways, Distance
Measuring Equipment (DME) and a Non-Directional Beacon (NDB). The glide slope is set to
5.5 degrees. Aircraft must be of an approved type; an aircraft must fit into one of the
Airport's Noise Categories and be capable of making an approach at 5.5 degrees or steeper.
Thames Radar, situated at Terminal Control in Swanwick, provides Approach Radar for both
London City and Biggin Hill.
Figure 1 London City Air Controller
South East RTS London City & Thames Radar vMATS Part 2| Unit General Instructions
11
1.1.2
1.1.1.1
Approved Aircraft
Commercial Aircraft
Airbus A318
BAe 146/Avro RJ family
BAe 4100 Jetstream
ATR 42
ATR 72
DHC Dash 7
Bombardier Q Series/DHC Dash 8
Dornier Fairchild 228
Dornier Fairchild Do328
Dornier Fairchild Do328 Jet
Embraer 135
Embraer E170
Embraer E190
Fokker 50
Fokker 70
Saab 340
Saab 2000
Shorts 360-300
1.1.2.2
Commercial Airlines (December 2015)
Alitalia
Aurigny Air Services
Blue Islands
British Airways
BA CityFlyer
City Jet
Flybe
Lufthansa Regional
Luxair
SAS
Skywork Airlines
Sunair
Swiss
VLM
12
1.1.2.1
Business Aircraft
BE20 Beechcraft 200
BE9L Beechcraft 900
BE58 PA Beechcraft Baron
C90/C90A Beechcraft
B300 Beechcraft
Beech 400A
Hawker 800 XP
C510 (Citation Mustang)
C550 (II) (Citation II)
C560 (Citation V)
C525 CJ1 (Citation Jet 1)
C525 CJ2 (Citation Jet 2)
C525 CJ3 (Citation Jet 3)
C550 (Citation Bravo)
C56X (Citation Excel)
EMB 135BJ (Legacy)
FA900B (subject to individual
ability to complete public
transport factored landing
distances)
FA10 (Falcon 10)
FA50 (Falcon 50)
F7X (Falcon 7X)
F900EX (Falcon 900EX)
Bombardier Challenger 605
(CL60)
Learjet 45 (LJ45)
PA34 (Seneca)
PA31 (Navajo)
P180 (Piaggio Avanti)
South East RTS London City & Thames Radar vMATS Part 2 | Unit General Instructions
Chapter 2
Altimeter Setting Procedures
1.2.1 Departing Aircraft
All departures should be passed the QNH by GMC with start clearance.
1.2.2 Joining/Landing Traffic
Inbound traffic and aircraft joining the circuit should be passed the QNH and, if requested by
the pilot, the QFE. Arriving aircraft will be passed the QNH on first descent to an altitude by
Thames Radar.
1.2.3 Transit aircraft
Aircraft transiting the London City CTR will be passed the City QNH by Thames Radar. Aircraft
transiting the London CTR should be passed the London (Heathrow) QNH.
1.2.4 QFE Threshold
The Threshold QFE is calculated for the Runway in Use at City and broadcast in the ATIS. The
QFE is 1hPa less than the QNH.
1.2.5 Transition Altitude
The transition altitude for the LTMA is 6000ft. Aircraft operating at or below 6000ft are to
set the appropriate aerodrome QNH. It may be assumed that the difference in QNH values
are insignificant.
1.2.6 Transition Levels
The table below shows the lowest level available which, according to the QNH, gives at least
1000ft separation from an altitude of 6000ft and the Transition Level. The Minimum Stack
Level (MSL) is determined by the Heathrow QNH.
Heathrow QNH
1050 – 1032
1031 – 1013
1012 – 996
995 – 978
977 – 960
959 – 943
Transition Level
55
60
65
70
75
80
Minimum Stack Level
70
80
90
1.2.7 ASRs
London City is located within the Chatham ASR, however beneath the London TMA the
Heathrow or London City QNH should be used.
South East RTS London City & Thames Radar vMATS Part 2| Unit General Instructions
13
1.2.8 Airspace
London City Airport has an Aerodrome Traffic Zone (ATZ) with a 2 nm radius centred on the
aerodrome reference point and extended up to 2000 ft AGL. The ATZ is situated within the
London City Control Zone (CTR Class D Airspace) which extends to a distance of 4 nm north
and south of the aerodrome reference point, aligned parallel to runway 09/27, and to a
distance of 4.5 nm from touchdown for runway 27 and 7.5 nm from touchdown for runway
09.
The London City Control Area (CTA Class D) extends to a distance of 5 nm north and south of
the aerodrome reference point, aligned parallel to runway 09/27, and to a distance of 6 nm
from touchdown for runway 27 and 7.5 nm from touchdown for runway 09 and has a base
of 1500 ft.
London City CTR and CTA extend vertically to 2500 ft and are contiguous with the base of the
London Terminal Control Area (Class A).
1.2.9 Frequencies
City Ground (GMC)
121.825
City Tower (AIR)
118.075
City Radar
128.025
Thames Radar
132.700
1.2.10 Visual Reference Points
14
South East RTS London City & Thames Radar vMATS Part 2 | Unit General Instructions
1.2.10.1 Zone Transits
When Runway 27 is in use, the preferred routing for zone transits is via the M11 Junction 4
and Beckton to route overhead the 27 threshold (see red route above).
When Runway 09 is in use, the preferred routing is via the Lee Valley. The Olympic Stadium
may be used as an unofficial reference point to hold aircraft north of the final approach (see
green route above).
VFR zone transits will normally be not above 2000 ft within the London City CTA.
South East RTS London City & Thames Radar vMATS Part 2| Unit General Instructions
15
Chapter 3
Light Aircraft and Helicopter Procedures
1.3.1 Responsibilities (ADC or APC)
The maximum altitude for VFR/SVFR traffic in the London City CTA is 2400 ft.
Aerodrome Control (ADC) is responsible for all aircraft flying with visual reference to the
surface in the vicinity of the ATZ.
Approach Control (APC) is responsible for providing UK FIS, and clearances to aircraft
entering the CTR/CTA.
The transfer of responsibility from ADC to APC should take place when the aircraft is clear of
aerodrome traffic under control of ADC, prior to reaching the CTR boundary, unless
otherwise agreed.
Both ADC and APC are responsible for providing traffic information to aircraft under their
control.
The transfer of communication and control of aircraft between APC and ADC should be
affected either:
1. VFR – On entry to the CTR and prior to entering the ATZ
2. SVFR – When the pilot reports visual with the airfield and any preceding traffic
1.3.2 Entry/Exit Lanes
There are no published Entry/Exit Lanes for VFR/SVFR traffic. VFR/SVFR departures should
route via one of the published VRPs or easily recognisable geographical points such as the
Lee Valley.
1.3.3 Fanstop, Practice Forced Landings (PFL) and Asymmetric Procedures
Practice Fanstops (practice engine failure after take-off) are not permitted at London City.
Subject to scheduled/IFR movements, training aircraft may be given approval to carry out
practice forced landings from 2000 ft overhead the airport – Radar should be advised
accordingly.
Subject to scheduled/IFR movements, twin/multi engine aircraft may request permission to
carry out practice asymmetric circuits and landings for training purposes. These may be
approved by City Tower but care must be taken in this configuration as some aircraft may
not be able to commence a missed approach when close to the airfield on final approach.
Controllers are advised to re-arrange the order of other aircraft movements and if possible
grant landing clearance to the asymmetric aircraft when it reports downwind.
16
South East RTS London City & Thames Radar vMATS Part 2 | Unit General Instructions
1.3.4
1.3.4.1
Rejoin Procedures
Runway 27
Aircraft arriving from the South should join Left Base.
Aircraft arriving from the North should join Right Base.
1.3.4.2
Runway 09
Aircraft arriving from South should join Right base.
Aircraft arriving from the North should route via Three Mills or the Olympic Stadium to join
Left Base. Aircraft arriving from the East may join Downwind Left-hand.
1.3.5 Helicopter Procedures
Helicopters are not normally permitted at London City and should only be accepted at the
discretion of the City Tower controller. Helicopters should follow the same procedures as
fixed-wing traffic and land/depart from the Runway in use.
The apron is less than 760 metres from the runway, therefore care should be taken when air
taxiing helicopters. Wake turbulence separation must be applied between air taxiing
helicopters and departing traffic and if crossing the runway, the helicopter should be
considered as if it is departing from an intermediate point of the runway.
1.3.5.1
Belmarsh Prison
A restricted flying area EG R107 is established around HMP Belmarsh. The restricted area
applies only to helicopters, and has a maximum altitude of 2000ft amsl.
South East RTS London City & Thames Radar vMATS Part 2| Unit General Instructions
17
Chapter 4
Noise Abatement
1.4.1 MNRs
Noise abatement procedures for aircraft departing from the Airport and joining controlled
airspace are included in the Standard Instrument Departure (SID) instructions.
Aircraft departing on other routes, or on training flights within the City CTR, must climb
straight ahead to a minimum of 1000 ft before turning on track unless otherwise instructed
by ATC.
Aircraft making approaches to the Airport without assistance from the ILS must follow a
descent path which will not result in its being at any time lower than the approach path that
would be followed by an aircraft using the ILS glide path.
Pilots of aircraft carrying out visual approaches to either runway must fly at a height of not
less than 1500 ft until established on the final approach or until 2.5 nm from touchdown.
1.4.2 Procedures for Aircraft and Air Traffic Control
Aircraft not departing on a published SID should be instructed to climb straight ahead to
1000 ft before turning on track.
GABCD after passing 1000 ft, left/right turn out, cleared for take off, surface wind …
Approach Control will instruct aircraft making a visual approach to descend not below 1500
ft until established on the final approach or until 2.5 nm DME.
18
South East RTS London City & Thames Radar vMATS Part 2 | Unit General Instructions
Chapter 5
1.5.1
1.5.1.1
Traffic Data Display
Flight Progress Strips
Aerodrome Control
Electronic Flight Progress Strips are in use at London City. Controllers are responsible for
keeping FPS up-to-date for all aircraft under their control, including:

Checking flight plans and cruising altitudes are correct

Assign Temporary Altitudes for departures

Assign Squawk codes for IFR airways departures

Set Voice Type (Transmit/Receive/Text Only)

Clear Temporary Altitudes if handing off to Unicom frequency 122.8
Departures are displayed in blue on the EFPS, with arrivals coloured orange, local flights and
overflights in pink.
1.5.1.2
TC Thames/Heathrow Radar
Thames Radar will use standard TC departure strips in blue holders, and arrival strips in
orange holders.
Pink strips will be used for all transit flights, as shown below. Inbound white strips are to be
used for all flights inbound to Heathrow.
LEVEL
TYPE
CALLSIGN
ROUTE
DOMESTIC
DETAILS
SQUAWK
South East RTS London City & Thames Radar vMATS Part 2| Unit General Instructions
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Chapter 6
1.6.1
Special Categories of Flight
Gliding and Light Aircraft sites
Gerpins Farm
Private Grass airstrip on the E boundary of the CTA
Damyns Hall
Grass Aerodrome 1 nm E of the CTA boundary
Lippitts Hill
Helipad 9 nm N of London City Airport (base for the Metropolitan
Police Helicopter)
Stapleford
GA/Light aircraft aerodrome 10 nm NE of London City Airport.
Rochester
Grass Aerodrome 4nm NW of DET
1.6.2 Uncontrolled sites in the London/London City CTR
Helicopters departing from uncontrolled sites should contact Thames radar for route
clearance prior to take-off. Clearance for take-off and landing cannot be given, but the pilot
should be informed of the surface wind at the nearest airport, and instructed to report
“lifting” or “setting down”. Thames Radar will coordinate with City Tower regarding all
helicopters using sites near London City Airport.
1.6.3 Police / HEMS Flights
Metropolitan Police helicopters operate in the London and London City Control Zones and
normally operate a minimum flight priority CAT B. All CAT A or B flights should be afforded
priority over other traffic and should be cleared to join or leave by the shortest possible
route.
If a Police / HEMS flight requests clearance to transit the zone from City Tower instead of
Thames Radar, then in the first instance issue a clearance to transit CAS not above 1500 ft
QNH and then co-ordinate with Radar.
20
South East RTS London City & Thames Radar vMATS Part 2 | Unit General Instructions
Chapter 7
All Weather Operations
1.7.1 Runway Visual Range
IRVR is available for runway 27 and for runway 09.
Min RVR
50 metres
Max RVR
1500 metres
1.7.2 CATII/III operations
Not Applicable.
1.7.3 Met Information
An arrival and departure ATIS, identification London City Information, is available on
frequency 129.450 MHz. Departing aircraft are required to acknowledge receipt of the
current ATIS information on initial contact with City Ground/Tower. If a non-current code
letter is used, or if receipt of the ATIS is not acknowledged, ATC must pass the relevant
information.
The following ATIS templates can be directly inserted into the controller client and amended
as required for runway in use. If Low Visibility Procedures are in force, this must be included
in the ATIS broadcast.
Controller Information:
City Tower - http://www.vatsim-uk.org
Runway in use 27. ATIS available on frequency 129.450
Please Advise if you have the Kilo, Lima or Mike holds and taxiway D
Voice ATIS:
London City information %id%, Time %time%.
Runway in use 27
Surface Wind %winds% Visibility %visibility% %precipitation% %clouds% Temperature
%temp% Dewpoint %dew% QNH %altimeter% QFE
All Standard Instrument Departures terminate at 3000ft due to interaction with Heathrow
arrivals
Acknowledge receipt of information %id% and advise aircraft type on first contact.
South East RTS London City & Thames Radar vMATS Part 2| Unit General Instructions
21
1.7.4 ATC Low Visibility Procedures
LVPs in Force when either:


1.7.4.1
IRVR or metrological visibility of 1100m or less.
Cloud ceiling of 500ft or less BKN or above.
Air Traffic Control Separations
a) Only two aircraft will be permitted to move on the manoeuvring area at any one
time
b) Aircraft will not be permitted to line-up or backtrack on the runway when an
inbound aircraft has reported 6 DME
c) RVR values are to be passed to arriving traffic with the landing clearance and to
departing traffic on start-up, with taxi instructions and take off clearance.
d) Any subsequent changes in the IRVR values will be passed to arriving aircraft until
they have landed.
e) The minimum spacing between arriving aircraft will be increased to 10nm and, on
runway 27, 15nm if space is required to allow for departures to backtrack.
1.7.5
Weather – Summary of Effects on operations
Visibility less than 5000 metres And/or Cloud Request fixed-wing pilots intending to
Ceiling less than 1500 ft
operate VFR in the CTR/CTA what type of
clearance they require
Visibility less than 5000 metres
No further VFR clearances to be issued to
aircraft other than helicopters
Visibility less than 1500 metres
No further VFR operations for Helicopters
Visibility less than 1500 metres and/or cloud No fixed-wing SVFR departures
ceiling less than 600 ft
IRVR / Visibility 1100 metres or less or Cloud
ceiling 500 ft or less
ATC Low Visibility Procedures in Force
Visibility less than 800 metres and/or cloud No further SVFR operations for Helicopters
ceiling less than 600 ft
Note: When the reported visibility consists of two values, the lower of the two values should
be used when determining whether to implement the above procedures.
22
South East RTS London City & Thames Radar vMATS Part 2 | Unit General Instructions
Chapter 8
1.8.1
Co-ordination with Adjacent Aerodromes
Closest adjacent Aerodromes
Aerodrome
Bearing
Range (nm)
Runways
ICAO Code
Biggin Hill
187°
10
03/21 Asphalt
EGKB
11/29 Asphalt
London/Heathrow
266°
20
09L/27R Asphalt
EGLL
09R/27L Asphalt
Southend
082°
24
06/24 Asphalt
EGMC
London/Stansted
280°
24
04/22 Asphalt
EGSS
South East RTS London City & Thames Radar vMATS Part 2| Unit General Instructions
23
INTENTIONALLY LEFT BLANK
24
South East RTS London City & Thames Radar vMATS Part 2 |
SECTION 2 LOCAL SEPARATION STANDARDS
Chapter 1
Special Separation Standards – IFR/SVFR
2.1.1 Departure Interval
The responsibility for establishing the initial separation between aircraft departing on SIDs is
held by City Tower. Separation between departing aircraft shall be achieved through the
application of timed intervals between successive departures based on the departure route
and aircraft speed as listed in the tables below. 1 minute = 60 full seconds.
Aircraft are divided up into the four speed groups shown below:
Group 0
All jet aircraft
except for those in
Group 1
Group 1
B462/RJ1H
BE40
C500/C501/C551
C525
CARJ
CL60
D328
DH8D
E135/E145
SB20
Group 2
AT42/72
ATP
BE20/BE9L/B350
DH8A/B/C
DHC7
E120
F27
F50
G159
JS31/32/41
SF34
1st Aircraft
SID
2nd Aircraft
SID
Following is 2
or more
groups slower
BPK/CPT
CLN/LYD/DVR/
SAM
BPK/CPT
BPK/CPT
CLN/LYD/DVR/
SAM
CLN/LYD/DVR/
SAM
2.1.1.1
Group 3
BE58
BE99
C404
E110
PA23
PA31
PA34
SH33
SH36
Following is
1 group
faster
Following is
2 groups
faster
1 minute
Following is 1
group slower
or same
group
2 minutes
2 minutes
2 minutes
1 minute
2 minutes
2 minutes
2 minutes
BPK/CPT
1 minute
2 minutes
3 minutes
4 minutes
CLN/LYD/DVR/
SAM
1 minute
2 minutes
3 minutes
4 minutes
Based on distance
In accordance with Section 3, Chapter 1, Paragraph 3.1.6, using the ATM, a radar separation
of 5 nm constant or increasing may be used in place of a time separation of 2 minutes.
South East RTS London City & Thames Radar vMATS Part 2| Local Separation Standards
25
Chapter 2
Wake Turbulence
2.2.1 General
Aerodrome Control is responsible for providing Wake Turbulence Separation between all
departing aircraft, as defined in MATS Part 1 Section 1, Chapter 3.
2.2.2 Arriving Flights
Where flights are operating visually (IFR flights operating under the reduced minima in the
vicinity of the aerodrome, VFR flights, or a mixture of the two), pilots are to be informed of
the recommended distance. To achieve this, a pilot may need to extend downwind or orbit.
Leading Aircraft
Following Aircraft
Lower Medium
Lower Medium
Small
Small
Small
Light
Small
Light
Wake Turbulence
Separation Minima
Distance (NM)
3
5
3
4
2.2.3 Departing Flights
The following groups of holding points are considered to be the same point for the purposes
of departure wake turbulence separation:
Runway 09
Alpha and Bravo.
Runway 27
Kilo, Lima and Mike
An aircraft carrying out a touch and go is treated as a departure from an intermediate takeoff point when assessing the spacing requirements for subsequent departures.
A light aircraft making a touch and go therefore requires 3 minutes spacing behind the fulllength departure of an aircraft of a heaver wake turbulence category.
In addition, if a higher category aircraft carried out a missed approach, a departing light
aircraft would require 3 minutes spacing.
Helicopters air taxing across a runway should be considered to be a departure from that
intermediate point on the runway. However, helicopters routed around the threshold would
only require wake turbulence separation from arriving aircraft.
Leading Aircraft
Following Aircraft
Medium (Upper and Lower)
Small
Light
26
Minimum Wake Vortex
Separation
2 minutes
South East RTS London City & Thames Radar vMATS Part 2 | Local Separation Standards
SECTION 3 AERODROME CONTROL
Chapter 1
Aerodrome Control
3.1.1 General Responsibilities
Aerodrome Control is responsible for issuing information and instructions to aircraft under
its control to achieve a safe, orderly and expeditious flow of air traffic and to assist pilots in
preventing collisions between:
a) aircraft flying in, and in the vicinity of the ATZ;
b) aircraft taking-off and landing;
c) aircraft moving on the apron;
d) aircraft and vehicles, obstructions and other aircraft on the manoeuvring area.
At London City airport, Aerodrome Control may be divided into Air Control (callsign ‘City
Tower’) and Ground Movement Control (callsign ‘City Ground’).
Air Control (Tower) shall provide services for all of the above and has absolute authority
over all movements on the manoeuvring area, apron, active runways and their access points.
Ground Movement Control (Ground) shall only provide services for c) and d) when Tower
and/or Thames Radar is closed. GMC is responsible for obtaining and issuing clearances to
aircraft on stand and pre-noting non-SID departures to Thames Radar and issuing engine
start-up clearances. GMC is not permitted to issue taxi instructions when AIR or Thames
Radar is open.
3.1.2 Delegated Responsibilities
Aerodrome Control is responsible for traffic operating with visual reference to the surface
within the ATZ at or below 2000ft.
Aerodrome Control is responsible for applying departure separation between aircraft
departing on SIDs in accordance with Section 2 Chapter 1 Paragraph 2.1.1.
3.1.3 Selection of runway in use
The term ‘Runway in Use’ is used to indicate the main runway or landing direction selected
by Aerodrome Control as the most suitable.
Aircraft at City airport should not land or depart with a tailwind component. If the surface
wind is light and variable or calm, the wind at 2000 ft must be taken into account.
When a change of duty runway is predicted, it is the responsibility of AIR to decide on a time
based on the traffic situation, at least 15 minutes ahead and inform GMC, Thames Radar and
London Terminal Control of the agreed time. AIR in consultation with Thames/City Radar will
South East RTS London City & Thames Radar vMATS Part 2|
27
tactically decide the last landing and departing aircraft prior to the runway change. This
must be planned to be as close as practicable to the agreed time.
3.1.4 Preferential Runway
Runway 27 is the preferred runway, however, the most into wind runway should always be
selected as runway in use since operators of BAe146/RJ1H aircraft will not normally accept
any tailwind component.
3.1.5 Description of Airfield
ICAO Code
EGLC
Reference Point Co-ordinates and Location
Lat: 513019N Long: 0000319E Mid-point of
Runway 27/09
Elevation
19ft AMSL – 0.7 hPa
Magnetic Variation/Annual Change
W1.3° (2012) – 0.14° decreasing.
Transition Altitude
6000 ft
Safety Altitude
2300 ft
3.1.6 Use of ATM
The Visual Control Room is equipped with an Aerodrome Traffic Monitor (ATM) and is
approved for Advanced Use. The information derived from the ATM may be used to:
a) Determine the landing order, spacing and distance from touchdown of arriving
aircraft
b) Assist in applying longitudinal separation for departing aircraft
c) Enable controllers to confirm that the initial track of departing aircraft conforms
with the clearance issued
d) Provide information to aircraft on the position of other aircraft in the circuit or
carrying out an instrument approach
e) Following identification, validate SSR codes of departing aircraft and verify
associated mode C read-outs
f) Monitor the progress of overflying aircraft identified by Approach Radar Control to
ensure that they do not conflict with the tracks of arriving or departing aircraft
g) Establish separation between departing aircraft
h) Pass traffic information
i) Establish separation in the event of a missed approach
j) Assist in taking initial corrective action when the separation between arriving
aircraft becomes less than the prescribed minima
Using the ATM, separation can be established between departing aircraft by issuing an early
turn onto track, provided that is this co-ordinated with Thames Radar.
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South East RTS London City & Thames Radar vMATS Part 2 | Aerodrome Control
3.1.7 Runways
RWY Designator
QDM
TODA (m)
ASDA (m)
LDA (m)
09
094°
1199
1319
1319
1319
27
274°
1199
1385
1319
1319
3.1.8
3.1.8.1
TORA (m)
Taxiways
General
a)
b)
c)
d)
A taxilane is situated on the north side of the apron adjacent to the runway.
Taxiway D connects the eastern end of the main apron to the runway.
There are four runway holding points: A, B, C and D.
A318 aircraft should enter and vacate the runway via taxiway D (and backtrack) due
to the wingspan but may use C if taxiway D is unavailable.
e) A General Aviation apron is situated in front of the ‘Jet Centre’ to the west of the
main apron. Aircraft outbound from the ‘Jet Centre’ may be instructed to hold
initially at Y.
3.1.8.2
Runway 09 in use
a) Departing aircraft may be instructed to hold at A or B.
b) Inbound aircraft should normally expect to backtrack and vacate via 'D' after
landing. If the situation requires a pilot to vacate at K, L or M and hold in the loop,
TWR will advise the pilot before landing so braking can be adjusted and the runway
vacated expeditiously.
3.1.8.3
Runway 27 in use
a) Departing aircraft may be instructed to hold at C or D and inbound aircraft will
normally vacate via B or C (if not occupied).
b) Aircraft must not vacate runway 27 via A or D (except for A318 aircraft which must
use D).
South East RTS London City & Thames Radar vMATS Part 2| Aerodrome Control
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3.1.9 Stands
There are now eighteen stands for aircraft on the apron. In addition there are stands at the
Jet Centre for corporate aircraft. http://www.lcacc.org/operations/natsstands.pdf
The stands are all "self- manoeuvring"- pilots steer their aircraft on to the appropriate stand
lead-in line (as directed by ATC) from where they are directed by marshallers who turn the
aircraft so that it is ready to taxi out for departure. There is thus no requirement for "push
back" tractors as at many other airports.
Stand Number
11
1-6, 13-14
Aircraft Size
Dornier 328
Bae 146, Avro RJ, Dash 8-400, Fokker 50,
ATR, Embraer 135, E170,
7-9*
E190
21-24
A318
* stand 10 not in use when E190s parked on stands7-9
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South East RTS London City & Thames Radar vMATS Part 2 | Aerodrome Control
3.1.10 Aerodrome Chart
South East RTS London City & Thames Radar vMATS Part 2| Aerodrome Control
31
Chapter 2
Aerodrome Operations
3.2.1 Co-ordination between Aerodrome / Approach Control / London Control
In the absence of Thames Radar, Approach/Radar will be delegated to TC South-East
(LTC_SE), TC South (LTC_S), London Dover Sector (LON_D) or London Worthing Sector
(LON_S). BPK and CPT SIDs shall be transferred directly to TC North-East in the absence of
Thames.
When runway 09 is in use, BPK and CPT departures will be transferred directly to TC NorthEast (LTC_NE), TC North (TC_N), London Clacton Sector (LON_E) or London Daventry Sector
(LON_C) unless otherwise instructed by Thames Radar.
3.2.1.1
Circuit Traffic
a) AIR must inform Thames Radar when the circuit becomes active and when the
circuit ceases to be active.
b) AIR must inform Thames Radar when the downwind leg will extend beyond 4 miles
c) AIR must request approval from Thames Radar for SVFR circuits
3.2.1.2
VFR Departures
a) GMC will pre-note departing flights to Thames Radar and obtain a VFR departure
clearance prior to start.
b) AIR will obtain approval from Thames Radar prior to issuing take-off clearance.
c) VFR departures are transferred to Thames Radar once clear of Aerodrome Traffic.
3.2.1.3
VFR Arrivals
a) Thames Radar will issue Zone Entry clearance to arriving aircraft either from the
North or South or via one of the VRPs normally not above altitude 2000ft City QNH.
b) Thames Radar will pass the details of the aircraft and transfer to AIR upon entering
the CTR.
3.2.1.4
IFR Departures
a) AIR (Tower) must obtain a release for Brookman’s Park (BPK) Compton (CPT)
departures from London TC North-East. Clacton (CLN) Departures must be prenoted to TC North-East.
Where a Release will be required from London TC and Thames Radar, the release
from London TC must be obtained prior to the release from Thames Radar and will
expire after 5 minutes.
b) For IFR departures departing to the FIR, departure clearance should be obtained by
GMC prior to engine start and AIR is to obtain a departure release from Thames
Radar when the aircraft is taxiing/backtracking.
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South East RTS London City & Thames Radar vMATS Part 2 | Aerodrome Control
c) Southbound SIDs are free-flow, unless a free-flow restriction has been put in place
by London Control. If a free-flow restriction is in place, AIR must obtain a release
from TC South-East for southbound SIDs.
d) If requested by London TC, AIR must pre-note southbound departures to TC SE
before the aircraft is issued take-off clearance.
e) AIR must request a departure release from Thames Radar for the following:
f)
o
The first departure of the day
o
Aircraft not on the speed table
o
Aircraft departing within 4 minutes of an aircraft not on the speed table
o
Aircraft departing after an aircraft has carried out a missed approach
o
Aircraft deviating from the SID or not departing on a SID and any subsequent
SID departure
Thames Radar may place a 'check departures' on all SIDs if there is traffic entering
the CTR/CTA which may conflict with the SID tracks and levels. When a 'check
departures' is in place, all departures are subject to an individual release from
Thames Radar until such time as the 'check departures' is cancelled.
g) IFR departures should be transferred to the appropriate TC departure frequency
when clear of Aerodrome Traffic.
3.2.1.5
IFR Arrivals
a) AIR may co-ordinate with Radar a specific spacing required to allow for departures
but also taking into account the amount of inbound traffic.
 6nm spacing will allow for 1 departure or for a backtrack on Rwy 09 after landing
 8nm spacing will allow for 3 aircraft to backtrack on Rwy 27 and 1 to depart
Typical spacing will be at least 6 nm for normal traffic levels, or 8/6/6.
b) When an aircraft is carrying out a procedural approach, Thames Radar will inform
Aerodrome Control when an aircraft is LCY outbound and base turn complete.
c) Radar will provide range checks on aircraft at 10 nm from touchdown for aircraft not
carrying out an ILS approach.
d) Approach/Radar will transfer instrument approach traffic to Aerodrome Control
once the aircraft is established on the final approach. Until such aircraft are flying
with visual reference to the surface, the responsibility for separation between them
shall remain with Approach and Aerodrome Control shall not issue any instructions
that would reduce the separation established by Approach.
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33
e) If an aircraft executes a missed approach, Tower should instruct the aircraft to fly
the Standard Missed Approach climbing to altitude 2000ft. Tower must then inform
Radar immediately and if necessary pass on instructions to the aircraft before
handing it off to Radar clear of any conflictions.
3.2.1.6
SVFR Departures
a) GMC must request clearance for the aircraft from Thames Radar prior to engine
start.
b) AIR must obtain a release from Thames Radar prior to departure.
c) The aircraft is to be transferred to Radar when it is clear of aerodrome traffic.
3.2.1.7
SVFR Arrivals
a) Thames Radar will issue SVFR Zone Entry clearance to arriving aircraft either from
the North or South or via one of the VRPs
b) Thames Radar will pass the details of the aircraft to City Tower and inform Tower
when the aircraft enters the CTR
c) Thames Radar will transfer the aircraft to Tower when the pilot reports visual with
the airfield and any preceding traffic.
3.2.1.8
Transiting Aircraft
a) Zone transits will be pre-noted to City Tower by Thames Radar
b) If an aircraft freecalls Tower from outside CAS requesting a zone transit without any
pre-note from Radar, then the aircraft must be instructed to remain outside CAS
until clearance has been obtained from Thames Radar. This does not apply to Police
or Emergency Helicopters (see SECTION 1Chapter 6 Special Categories of Flight).
c) Thames Radar may keep control of aircraft which are transiting at altitude 2000ft or
above but must obtain approval from AIR before any aircraft can penetrate the ATZ.
3.2.2 Circuit Procedures
Circuits may take place to the north of the Aerodrome at an altitude of 1500ft QNH at the
discretion of the AIR controller. Until advised otherwise, it should be assumed circuit aircraft
will be making a touch and go.
Aircraft remaining within the visual circuit should be instructed to squawk the London City
conspicuity code 7057.
No visual circuits are allowed when the visibility is 1900 metres or less or the cloud ceiling is
less than 1500 ft.
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South East RTS London City & Thames Radar vMATS Part 2 | Aerodrome Control
3.2.1 Start up Clearances
GMC will issue start clearances to aircraft using the phraseology "...start approved contact
City Tower 118.075 when ready for taxi..."
3.2.2 Departure Clearances
Departure clearances are to be issued by GMC on stand prior to engine start.
3.2.2.1
IFR Departures:
IFR departures joining the airways are given one of the Standard Instrument Departures
(SIDs). Cleared altitude of 3000 ft is to be passed with the clearance.
IFR departures departing into the FIR will be issued departure clearance (obtained from
Thames Radar) on stand prior to start.
The phrase ‘After departure’ shall be used if amended clearances or departure instructions
are issued prior to departure either during the taxi phase or at the hold.
3.2.2.2
VFR / SVFR Departures
VFR departures are to be given departure clearance on stand prior to start.
Prior to departure, piston aircraft may need to carry out power checks. It should not be
assumed that such aircraft are ready for departure on reaching the holding point.
The maximum level for all non-airways traffic (including VFR/SVFR and IFR traffic departing
into the FIR) is altitude 2400 ft due to the base of the London TMA at 2500 ft.
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35
3.2.3 SIDs
Designators for the Standard Instrument Departures
are:
Designator
09
27
BPK
5U
5T
CPT
6U
6T
CLN
7U
7T
LYD
5U
5T
DVR – Dover
DVR
5U
5T
SAM – Southampton
SAM
6U
6T
BPK – Brookmans Park
CPT – Compton
CLN- Clacton
LYD- Lydd
The cleared altitude for all SIDs is 3000 ft. All Standard Instrument Departures interact with
TMA traffic, 1000 ft above SID levels.
3.2.4 Land after procedures
Land after procedures must not be used at London City.
3.2.5 Separation of circuit traffic from IFR approaches
VFR traffic may be instructed to orbit at the start/end of the downwind leg, to land or to
leave the circuit and hold away from the instrument approach. Traffic information is to be
passed as appropriate.
Circuit traffic must report the relevant traffic in sight before turning base. If the pilot cannot
see the aircraft on final, they must either extend downwind or ‘orbit left/right’ at the end of
their downwind leg. Once the traffic is in sight, wake turbulence advisories should be passed
(if applicable) with the instruction to report final.
3.2.6 Training aircraft
Only training necessary for the operation of aircraft at the aerodrome will be permitted.
Aircraft requesting Instrument Training / Radar Circuits will require departure instructions
and a release from Thames Radar.
GMC will request approval for start-up from Thames Radar and instruct the aircraft to
contact Tower for taxi. Thames Radar may pass the departure instructions to AIR either
when the aircraft is taxing or when AIR requests departure release.
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South East RTS London City & Thames Radar vMATS Part 2 | Aerodrome Control
Chapter 3
Aerodrome Control Procedures
3.3.1 Visual Circuit
Aircraft Phraseology
Controller Phraseology
City Ground GABCD
GABCD City Ground pass
your message
GABCD Cessna 172 at the GA
apron request start for VFR
circuits
GABCD, start approved, QNH
1023 when ready for taxi,
contact Tower 118.075
City Tower GABCD request
taxi
GCD taxi holding point D
runway 27
GCD ready for departure
GABCD Hold at D, after
departure right hand circuits
VFR, circuit altitude 1500 ft,
squawk 7057
Controller Action
Inform AIR "GABCD starting
for visual circuits"
Obtain a
clearance
readback
of
GCD correct, via D enter
backtrack, line-up runway 27
GCD Runway 27 cleared for
take-off, surface wind 260
degrees 12 knots
GCD downwind
Inform
Thames
“Circuit Active”
Radar
GCD report final
OR
…report final number two
follow the Cessna 421 on
base leg
(where
necessary
give
caution wake turbulence and
recommended distance)
Decide on the landing order
Inform Thames Radar if the
downwind leg will extend
beyond 4 miles
South East RTS London City & Thames Radar vMATS Part 2| Aerodrome Control
37
OR
… for spacing make one left
hand orbit and report again
downwind
OR
… report ready for base
OR
… delaying action, orbit right
until advised
OR
… extend downwind report
on a 3 mile final due to
departing traffic
OR
… number 2 follow an ATR72
on a 3 mile final, caution
wake turbulence,
recommended distance 4
miles
GCD final
GCD continue approach,
departing traffic
OR
GCD cleared touch and go
surface wind …
Inform Thames Radar when
circuit no longer active
OR
GCD cleared to land, land
only due wake turbulence,
surface wind …
OR
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South East RTS London City & Thames Radar vMATS Part 2 | Aerodrome Control
GCD cleared to land, surface
wind …
3.3.2 IFR / Radar Circuit
Aircraft Phraseology
Controller Phraseology
City Ground GBGFU request
start for IFR training circuits
GBGFU City Ground start
approved QNH 1021, for taxi
contact City Tower 118.075
City Tower GFU request taxi
GFU City Tower taxi holding
point D runway 27
GFU ready for departure
GFU via D enter, backtrack,
line-up and wait runway 27
Controller Action
Telephone Thames Radar
"Starting for IFR training:
GBGFU"
Telephone Thames Radar
“City
Tower,
Release GBGFU”
Request
“Radar,
GBGFU
after
departure climb straight
ahead to altitude 3000 ft,
after passing 1000 ft, turn
right heading 070 degrees,
Squawk 7073 released”
Read the clearance back to
Thames Radar
GFU I have your clearance
Ready for clearance GFU
GBGFU hold at D, after
departure climb straight
ahead to altitude 3000 ft,
after passing 1000 ft, turn
right heading 070 degrees,
squawk 7073
GFU correct, enter backtrack
Obtain
a
readback
South East RTS London City & Thames Radar vMATS Part 2| Aerodrome Control
of
39
runway 27 vacate via K hold
at M
clearance
Controller Phraseology
Controller Action
City Ground GORED
GORED City Ground pass
your message
When
able,
telephone
Thames Radar "Request
departure clearance GORED
PA28 VFR to Biggin"
GORED on the GA Apron,
information B, VFR departure
to Biggin, request start
GORED after departure
cleared to leave the Control
Zone to the South VFR not
above altitude 2000 ft
squawk 7073
Obtain a
clearance
3.3.3
VFR Departures
Aircraft Phraseology
readback
of
GED correct, start approved
QNH 1012 contact Tower
118.075 for taxi
Aircraft already taxied to the
holding point by AIR and GED traffic is a Cessna just
airborne, turning right into
reported 'ready'....
the circuit
AIR will telephone Thames
Radar: "GORED ready for
departure VFR to the south"
Radar: "Approved"
GED after passing 1000 ft left
turn out, cleared for take-off,
surface wind 220 degrees 14
knots
GED contact Thames Radar
132.7
40
If necessary, pass traffic
information
whilst
the
aircraft is still on the ground
When the aircraft is clear of
conflictions
and
traffic
information where it is
deemed necessary has been
passed
South East RTS London City & Thames Radar vMATS Part 2 | Aerodrome Control
3.3.4 VFR Arrivals
Aircraft Phraseology
Controller Phraseology
Controller Action
Receive telephone call from
Thames Radar
“Radar VFR inbound, GBGFU
PA34 from Luton squawking
7076 via Banbury Reservoir
not above 2000ft”
City Tower GBGFU
GFU City Tower join and
report left base runway 09
QNH 1012
OR
… join right hand downwind
runway 27 …
If applicable pass
information e.g.
traffic
… the circuit is active with a
PA28 late downwind …
OR
… traffic is a C152 opposite
direction VFR climbing not
above altitude 1500 ft …
GFU left base
GFU report final
OR
GFU report final, number 2
number 1 is a C172 on right
base
OR
GFU orbit right and report
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41
again base leg, A318
departing
GFU cleared to land surface
wind 020 degrees 9 knots
GFU vacate next left, taxi to
the GA apron
3.3.5 IFR Departures (Airways)
Aircraft Phraseology
Controller Phraseology
City Tower CFE95Y stand 7
request clearance for
Edinburgh with information
M
Controller Action
CFE95Y City Tower, cleared
to Edinburgh, BPK 5T
departure, squawk 5412
Obtain a
clearance
CFE95Y correct, maintain
altitude 3000 ft on reaching,
QNH 1028
Ensure the initial altitude and
QNH are readback
CFE95Y request start-up
CFE95Y start approved,
contact Tower 118.075 when
ready for taxi.
CFE95Y request taxi
CFE95Y taxi holding point D
runway 27
readback
of
Telephone London TC
“City
Tower,
Request
Release
CFE95Y
BPK
departure”
CFE95Y via D backtrack
runway 27, vacate via K hold
at M
CFE95Y via M line-up and
wait
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South East RTS London City & Thames Radar vMATS Part 2 | Aerodrome Control
OR
… Line up and wait (reason)
OR
… Behind the landing Cessna
152 on 1 mile final, via M line
up and wait runway 27
behind
OR
… Cleared for take-off
surface wind …
When clear of circuit traffic:
CFE95Y contact Thames
Radar 132.7
3.3.6
IFR Departures (to the FIR)
Aircraft Phraseology
Controller Phraseology
Controller Action
Telephone Thames Radar
“City
Ground,
request
departure clearance for
GAXXG”
“Radar, GAXXG cleared to
leave the Control Zone on
track LAM, climbing altitude
2400 ft Squawk 7073”
Read the clearance back to
Thames Radar
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43
City Ground GAXXG at the Jet
centre, request start-up for
Norwich
GAXXG City Ground, after
departure cleared to leave
the Control Zone on track
LAM at altitude 2400 ft,
squawk 7073
Obtain a
clearance
readback
of
Correct, Start approved QNH
1012 when ready for taxi
contact Tower 118.075
Telephone Thames Radar
Tower GAXXG request taxi
GXG ready for departure
GXG City Tower taxi holding
point A runway 09
“City
Tower,
Release GAXXG”
Request
GXG after passing 1000 ft,
left turn on track LAM,
runway 09, cleared for takeoff, surface wind 060 degrees
5 knots
When clear of circuit traffic:
GXG contact Thames Radar
132.7
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South East RTS London City & Thames Radar vMATS Part 2 | Aerodrome Control
3.3.7 IFR Arrivals
Aircraft Phraseology
Controller Phraseology
City Tower, GOJET 5 miles ILS
runway 27
GOJET City Tower, continue
approach, Dash 7 departing
Controller Action
Decide on the landing order;
inform the aircraft of any
revision, giving traffic and
wake turbulence information
as appropriate.
GET cleared to land surface
wind …
If applicable pass
information e.g.
traffic
… Right hand circuit active
with a PA28 orbiting at the
end of the downwind leg,
cleared to land, surface wind
…
When the
slowed:
aircraft
has
GOJET backtrack vacate via C,
taxi stand 7
3.3.8 SVFR Departures
Aircraft Phraseology
Controller Phraseology
City Tower GCITY
GCITY City Tower pass your
message
GCITY at the GA apron,
request taxi for a VFR flight
to Biggin Hill
GTY the reported visibility is
3000 metres, what type of
clearance do you require?
Request SVFR clearance GTY
GTY roger standby
Controller Action
Telephone Thames Radar
“City Tower, Request SVFR
Clearance for GCITY to
Biggin Hill”
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45
“Radar, GCITY cleared to the
southern zone boundary,
Special VFR not above
altitude 1500 ft squawk 7073
Read the clearance back to
Thames Radar
GTY I have your clearance
Pass your message, GTY
GCITY cleared to the
southern zone boundary,
SVFR, not above altitude
2000 ft squawk 7073
GTY Correct, taxi holding
point D, runway 27 QNH
1008
GTY ready for departure
Obtain a
clearance
readback
of
Telephone Thames Radar
“City
Tower,
Release GCITY”
Request
GTY after passing 1000 ft,
right turn, cleared for take
off, surface wind 080 degrees
4 knots
When clear of circuit traffic
and traffic information has
been passed:
GTY contact Thames Radar
132.7
3.3.9 SVFR Arrivals
Aircraft Phraseology
Controller Phraseology
Controller Action
Receive telephone call from
Thames Radar
“Radar, SVFR arrival GBRBE
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South East RTS London City & Thames Radar vMATS Part 2 | Aerodrome Control
PA28 from Biggin squawking
7075 not above 2000ft”
Receive telephone call from
Thames Radar
“Radar, GBRBE field in sight
on left base runway 27,
coming to you”
City Tower GBRBE
GBE City Tower report final
runway 27
GBE cleared to land surface
wind 220 degrees 5 knots
When the
slowed:
aircraft
has
GBE, vacate via C and taxi to
the GA apron
3.3.10 VFR / SVFR Zone Transits
Aircraft Phraseology
Controller Phraseology
Controller Action
Receive telephone call from
Thames Radar
“Radar, VFR over-flight JCB12
Jetranger from Biggin to
Stansted squawking 7030
northbound
not
above
1500ft ”
Receive telephone call from
Thames Radar
“Radar, JCB12 field in sight
coming to you”
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47
City Tower JCB12
JCB12 City Tower, hold at the
Thames Barrier, traffic is an
RJ100 2 mile final runway 09
JCB12 visual with the traffic
JCB12 behind the landing
RJ100 cross via the 09
threshold behind
Once the necessary traffic
information has been passed
and clear of aerodrome
traffic:
JCB12 contact Thames Radar
132.7
When a transit aircraft enters the CTR, it is important to remember that the aircraft may
operate at any level below the upper clearance limit in order to remain VMC.
To ensure meaningful traffic information is passed it is permissible to request the level of the
aircraft.
… Opposite direction traffic, a C152, VFR, last reported at altitude 1500 ft
When London City is busy, Zone transits from north to south and vice versa will be instructed
to route via the overhead and cross the landing threshold of the runway in use.
3.3.11 Procedure for operating without Approach / Radar
3.3.11.1 IFR / Radar Circuits
Aircraft may be issued with suitable departure instructions as given in the previous example
but must be flown no higher than 2000ft to the South of the airport when runway 09 is in
use and North of the airport when runway 27 is in use.
Once airborne the aircraft can remain on Tower frequency and be passed traffic information
and instructed to report established inbound on the final approach.
3.3.11.2 VFR Departures
Once clear of aerodrome traffic, VFR departures can be instructed to report leaving the
Control Zone and then instructed to “Freecall enroute frequency”.
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3.3.11.3 VFR Arrivals
VFR arrivals will Freecall the Tower for zone entry clearance.
Aircraft Phraseology
Controller Phraseology
City Tower GORED
GORED City Tower pass your
message
GORED PA34 inbound from
Stapleford, 4 miles north of
the M11 Junction 4 altitude
2400 ft VFR
GORED cleared to enter the
City Control Zone via the
M11 junction, VFR not above
altitude 2000 ft QNH 1012
squawk 7057
Controller Action
Obtain a
clearance
readback
of
GED report passing the M11
Junction
The aircraft can then be passed traffic information and joining instructions as normal.
3.3.11.4 IFR Departures to the FIR (non-Airways)
Aircraft may be issued with suitable departure instructions as given in the previous example
and once airborne, instructed to report leaving the Control Zone.
Upon leaving the Control Zone, the aircraft should be instructed to squawk 7000 and
Freecall enroute frequency.
Tower must provide the required departure separation between IFR departures as per
paragraph 2.1.1 for airways departures on SIDs or MATS Part 1, Section 1, Chapter 3 for nonSID departures.
3.3.11.5 IFR Arrivals
IFR arrivals should be passed the QNH and instructed to report established on the final
approach and may be requested to report a DME range e.g. … report 4 DME.
3.3.11.6 SVFR Departures
The standard procedure should be followed and the aircraft should be issued with suitable
departure instructions as given in the previous example. Once airborne, the aircraft should
be instructed to report leaving the Control Zone.
Tower must not allow another SVFR or IFR aircraft to depart until the preceding SVFR
departure has reported leaving the Control Zone unless:
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49
Both departures are SVFR and one is departing Northbound and one Southbound, in which
case 1 minute separation may be used.
3.3.11.7 SVFR Arrivals
VFR arrivals will Freecall the Tower for zone entry clearance.
Aircraft Phraseology
Controller Phraseology
City Tower GCITY
GCITY City Tower pass your
message
GCITY PA32 inbound from
Biggin Hill, overhead Swanley
2000 ft VFR request zone
entry and joining instructions
GTY the reported visibility is
3000 metres, what type of
clearance do you require?
Request SVFR clearance GTY
GCITY cleared to enter the
City Control Zone from the
South SVFR not above
altitude 2000 ft QNH 998
hectopascals squawk 7057
Controller Action
Obtain a
clearance
readback
of
OR
… remain outside controlled
airspace due to inbound IFR
traffic
GED report entering the
Control Zone
GED report the airfield in
sight
SVFR traffic must not be cleared to enter the Control Zone if there is an opposite direction
SVFR departure (i.e. SVFR arrival from South and Southbound SVFR departure) or IFR traffic
departing or inbound on an instrument approach unless the controller is visual with both
aircraft and able to provide reduced separation in the vicinity of the aerodrome.
3.3.11.8 VFR / SVFR Zone Transits
VFR aircraft will Freecall City Tower and request clearance to transit the Control Zone.
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South East RTS London City & Thames Radar vMATS Part 2 | Aerodrome Control
Aircraft Phraseology
Controller Phraseology
City Tower GORED request
zone transit
GORED City Tower pass your
message
GORED PA34 enroute from
Redhill to Duxford, 6 miles
south of the airport altitude
2000 ft VFR request zone
transit
GORED cleared to cross the
City Control Zone VFR not
above altitude 2000 ft QNH
1012 squawk 7057
Controller Action
Obtain a
clearance
readback
of
GED report the south bank of
the Thames
GED cross via the 27
threshold
Upon leaving the Control Zone the aircraft should be instructed to Freecall enroute
frequency.
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INTENTIONALLY LEFT BLANK
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SECTION 4 APPROACH AND APPROACH RADAR
Chapter 1
General
4.1.1 Responsibilities
The area of responsibility for Thames/City Radar is the London City CTA and CTR, the Thames
RMA and TC airspace as delegated to Thames within 40 nm of the London City ATZ and 30
nm of the Biggin Hill ATZ, subject to radar coverage and equipment.
Thames Radar is additionally responsible for the provision of radar services to non-IFR traffic
operating within the London (Heathrow) Control Zone.
Thames/City Radar shall provide approach control services to aircraft from the time and
place at which:
a) Arriving aircraft are released by London TC until control is transferred to Biggin
APC/ADC, London City ADC or are clear of controlled airspace and transferred to the
appropriate agency;
b) Aircraft approaching from outside controlled airspace place themselves under the
control of Thames Radar until control is transferred to Biggin APC/ADC or London
City ADC;
c) Departing aircraft on specified routes, are transferred from Aerodrome Control
until:
i.
Control is transferred to the relevant TC departure sector; or
ii.
They are clear of controlled airspace and are transferred to other agencies
d) Overflying aircraft are within the relevant controlled airspace.
Thames Radar is to provide standard separation between Special VFR and IFR flights and
between Special VFR flights.
The Thames/City Radar positions provide services appropriate for the Approach and
Approach Radar control functions, as specified in MATS Part 1, Section 3. Specific functions
include:
4.1.1.1
Thames Radar (INT)
1) The acceptance of releases and control of inbound aircraft from the release point
until control is transferred to FIN, City ADC, Biggin APC/ADC or once the aircraft has
left controlled airspace and been transferred to other agencies.
2) The control of overflying aircraft within the Thames RMA including transit flights
within London City CAS
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53
3) All departures except those for which control has been delegated to the London City
4)
5)
6)
7)
8)
4.1.1.2
AIR controller.
Control of aircraft which have carried out a missed approach, unless control has
been delegated to FIN.
Liaison with the AIR controller on pertinent issues excepting range checks, final
approach spacing and landing and go-around clearances
Executive coordination with other ATSUs, unless delegated to FIN.
Sequencing traffic from the time it is released, or is placed under a deconfliction
service or traffic service, until it is transferred to FIN. Traffic is only to be transferred
to FIN when it is separated from all departure routes.
Coordinating CAS transit traffic with FIN as necessary. Traffic Information shall be
provided to VFR transit aircraft to enable them to avoid IFR arriving and departing
aircraft. If necessary, routeing instructions or altitude restrictions may be issued to
the VFR aircraft. INT may delay issuing a clearance to transit aircraft for traffic
reasons. In such situations INT will advise the pilot routeing when to expect a
clearance.
City Radar (FIN)
The City Radar position may be opened when Runway 09 is in use at London City. When City
Radar is closed, Thames Radar is responsible for all the functions carried out by City Radar.
The airspace controlled by LC FIN shall be defined as the western half of the London City
CTA.
City Radar is responsible for:
1) Sequencing aircraft accepted from INT from the downwind position onto final
approach at London City
2) Surveillance Radar to Visual Approaches
3) Coordinating planned and unplanned missed approaches and retaining control of
such traffic when delegated by INT
4) Liaison with the AIR controller as required for range checks, final approach spacing
and landing or go-around clearances
5) Ensuring that traffic transferred from INT is not vectored out of the London City CTA
6) Ensuring that traffic having descended below 2000ft on final approach is not climbed
above that altitude without prior coordination with INT
4.1.1.3
Heathrow Radar (SVFR)
1) Delegated control over traffic transiting the London City Control Zone/Area
2) Control over SVFR traffic in the London Control Zone, excluding the Northolt RMA
when active.
3) Co-ordinates London City Zone transits with Thames Radar and London CTR traffic
with Heathrow Director when required.
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4.1.2
4.1.2.1
Airfield Information
London City
RWY
Designator
09
QDM
TORA (m)
TODA (m)
ASDA (m)
LDA (m)
095°
1199
1319
1319
1319
Threshold
Elevation
16 ft
27
275°
1199
1385
1319
1319
19 ft
4.1.2.2
Biggin Hill
RWY
Designator
03
QDM
TORA (m)
TODA (m)
ASDA (m)
LDA (m)
025°
2174
2174
1778
1558
Threshold
Elevation
577 ft
21
205°
1670
1802
1670
1670
517 ft
11
105
792
792
792
792
587 ft
29
285
792
792
792
792
599 ft
Note: Runway 11/29 is not equipped with runway lighting
4.1.2.3
Frequencies
City Tower (AIR)
118.075
City Information (ATIS)
129.450
Thames Radar
132.700
City Radar
128.025
Heathrow Radar (SVFR)
125.625
Biggin Approach (APC)
129.400
Biggin Tower (ADC)
134.800
Biggin Hill Information (ATIS)
135.675
Southend Approach/Radar
130.775
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55
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.
All departures should be instructed to Squawk IDENT on first contact. The observation of the
SPI transmission in association with the expected code/callsgin displayed constitutes
identification. The Mode C readout must also be verified (readout has to be +/- 200ft from
the reported altitude).
For aircraft transferred from any London Control sector, Mode A codes are deemed to have
been validated and Mode C verified.
4.2.1 Radar Separation Minima
Standard radar separation is 5 nautical miles.
This may be reduced to a minimum of 3 nautical miles between identified aircraft under
control of the same controller or an adjacent controller when direct voice communications
are available between the controllers.
4.2.2
4.2.2.1
Liaison with Aerodrome Control
London City
a) City/Thames Radar shall provide the following information to City:
i.
The type of approach for IFR aircraft, if anything other than ILS, with a range
check at 10 nm.
ii.
The anticipated delay to departing IFR flights together with the reason for the
delay.
iii.
Information on VFR or SVFR aircraft intending to land or transit the London City
CTR.
iv.
Missed approach instructions when required.
v.
Departure Release, together with departure instructions, when required.
vi.
When aircraft are carrying out procedural approaches Radar will inform Tower
when the aircraft is LCY outbound and when the aircraft reports base turn
complete. Radar will transfer IFR traffic to Tower once it is established on the
final approach.
b) AIR will request a departure release from Thames Radar for the following:
56
o
The first departure of the day
o
Aircraft not on the speed table
o
Aircraft departing within 4 minutes of an aircraft not on the speed table
o
Aircraft departing after an aircraft has carried out a missed approach
South East RTS London City & Thames Radar vMATS Part 2 | Approach and Approach Radar
o
Aircraft deviating from the SID or not departing on a SID and any subsequent
SID departure
h) Thames Radar may place a 'check departures' on all SIDs if there is traffic entering
the CTR/CTA which may conflict with the SID tracks and levels. When a 'check
departures' is in place, all departures are subject to an individual release from
Thames Radar until such time as the 'check departures' is cancelled.
i)
City Tower must inform Radar when the visual circuit is active and when it ceases to
be active.
j)
Tower must inform Radar if the downwind leg of the circuit extends beyond 4 miles.
k) City Tower will request approval for VFR departures before issuing a take-off
clearance.
Tower Check
Aerodrome Control is equipped with an ATM displaying both primary and secondary radar
and therefore it is only necessary to give a 10 nm check to the AIR controller in respect of an
inbound aircraft for the following:
i.
ii.
iii.
iv.
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).
Transfer of Arriving Aircraft
a) IFR aircraft shall be transferred to AIR in the intended landing order and will be
instructed to “Contact City Tower with Callsign only 118.075”.
b) VFR aircraft shall be transferred to AIR when visual with the airfield and only once
co-ordinated with AIR.
c) SVFR aircraft shall be transferred when visual with the airfield and any preceding
aircraft or when the AIR controller is visual with the SVFR traffic and is able to
provide reduced separation in the vicinity of the aerodrome in accordance with
MATS Part 1 Section 1 Chapter 3.
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57
4.2.2.2
Biggin Hill
IFR Traffic
a) Thames shall provide information on all arriving IFR flights to Biggin Approach:
i)
ETA;
ii)
type of approach;
iii)
the anticipated order in which control of aircraft is to be transferred;
iv)
the anticipated delay to departing IFR flights together with the reason for
the delay.
v)
missed approach instructions if required
b) Biggin Approach will request release from Thames Radar for all IFR departures
entering controlled airspace.
c) Biggin Approach will inform Thames Radar when they are controlling traffic carrying
out procedural approaches.
d) Biggin Approach will transfer airways departures to Thames Radar once established
inbound DET climbing to 2400ft or 3000ft.
Tower Check
Thames Radar must pass Estimates for inbound IFR traffic to Biggin Approach and range
checks at 20 nm and 10 nm and must advise Biggin if the pilot intends to circle-to-land on
runway 03 as soon as possible.
Transfer of Arriving Aircraft
a) IFR aircraft shall be transferred to Biggin Approach in the intended landing order and
will be informed “Radar Service Terminated, Contact Biggin Approach 129.4”.
b) If Biggin Tower and Approach are operating, IFR arrivals should be transferred
directly to Biggin Tower instead of Approach.
VFR Traffic
It is not necessary to prenote VFR traffic to Biggin Hill Approach Control. Traffic will be
transferred to Biggin Hill Approach at least 10 nm away from Biggin Hill if outside regulated
airspace, or as soon as possible if leaving regulated airspace. VFR traffic from the north-west
must be coordinated with Biggin Approach whilst any aircraft is making an instrument
approach to Biggin.
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South East RTS London City & Thames Radar vMATS Part 2 | Approach and Approach Radar
Chapter 3
Inbound Procedures
4.3.1 Information to arriving aircraft
After an arriving aircraft has made its initial call to Approach Control, the following
information shall be passed as soon as practicable:
a) Runway in Use and type of approach for the runway;
b) Current ATIS Weather Code;
c) Any changes in the operational status of visual or non-visual aids essential for
approach and landing;
d) LVPs in operation;
e) Biggin Hill arrivals should be informed that they will leave controlled airspace on
final at 6 miles.
4.3.1.1
Subsequent Changes
Aircraft that have received the information above must be kept informed of the following
until they have landed:
a) Significant changes in the meteorological and runway conditions;
b) Further reports from other pilots;
c) Further changes in the operational status of approach and landing aids;
d) Implementation or cancellation of LVPs.
All TC controllers are to confirm the cleared level of an aircraft coming under their control on
first RTF contact. If it is not volunteered by the pilot it is to be requested and verified by the
receiving controller before giving any executive instruction. In addition, Thames Radar is to
confirm aircraft type, including type variants for all City inbounds.
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59
4.3.2 Absolute minima
The minimum value of 800 metres RVR will be used at all airports as the absolute minimum
for visual approaches. If a pilot requests a visual approach when the visibility is less than the
Absolute Minima, controllers should inform the pilot that this type of approach is
unavailable and request the pilot’s intentions.
4.3.2.1
4.3.2.2
London City
Met Vis./RVR
ILS 09
1000 metres
ILS 27
900 metres
Biggin Hill
Instrument Approach
RVR
Met Visibility Day
Met Visibility Night
ILS/DME
700m
N/A
N/A
LOC/DME
1000m
670m
500m
VOR/DME
1000m
670m
500m
4.3.3
4.3.3.1
IAP / RWY
Inbound routes
Standard Terminal Arrival Routes
Aircraft leaving the airways system will be instructed to follow the appropriate STAR by
London Control. All STARs terminate at either ALKIN or SPEAR stack and aircraft must not
pass the stacks without ATC clearance.
Arrivals Route via SPEAR, LAM and DET, SPEAR arrivals should cross SPEAR at 5000ft, from
there vectors can be given for either runway in times of light traffic, alternatively, they
should continue to ALKIN, and vectors provided as appropriate. LAM arrivals will be nonstandard, and will be co-ordinated by TC, typically to cross LAM at 4000ft, vectors then
provided from LAM for either runway. DET arrivals will cross DET at 4000ft, from there they
can continue to ALKIN, or receive vectors to either runway.
4.3.1
4.3.1.1
Radio Communication Failure Procedures
London/City
In the event of complete radio communication failure in an aircraft, the pilot is to adopt the
appropriate procedure described at ENR 1.1.3 until:
a. Inbound Aircraft
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i.
SPEAR
Leave SPEAR at 4000 ft then continue in accordance with the standard procedures from
ALKIN
ii.
STAR via ALKIN-SANDY
Leave SANDY at FL 70 and route BONDY - DET - TILBY - ALKIN. Descend to maintain FL60 to
be level before BONDY. At BONDY descend to maintain 4000 ft to be level by DET, then
continue in accordance with the standard procedures from ALKIN
Note: Non-RNAV equipped aircraft will be routed via LYD and are to leave LYD at FL60 and
route DET-ALKIN. At 12 DME descend to maintain 4000 ft to be level by DET, then continue
in accordance with the standard procedures from ALKIN
b. Outbound Aircraft
For the purposes of radio failure, the climb to flight planned level should be commenced
after the last position shown in the SIDs or Standard Departure Routes where an altitude or
flight level is specified
4.3.1.2
Biggin Hill
In the event of complete radio communication failure in an aircraft, the pilot is to adopt the
appropriate procedure described at ENR 1.1.3 until:
a. Inbound Aircraft
i.
SPEAR STAR. Leave SPEAR at 5000 ft towards ALKIN. At 20 DME BIG
descend to maintain 4000 ft, to be level by ALKIN, then continue in
accordance with the standard procedures from ALKIN.
ii.
STAR via ALKIN-SANDY. Leave SANDY at FL 70 and route BONDY - DET TILBY - ALKIN. Descend to maintain FL60 to be level before BONDY. At
BONDY descend to maintain 4000 ft to be level by DET, then continue in
accordance with the standard procedures from ALKIN.
Note 1: Non-RNAV equipped aircraft will be routed via LYD and are to leave LYD at FL60 and
route DET-ALKIN. At 12 DME descend to maintain 4000 ft to be level by DET, then continue
in accordance with the standard procedures from ALKIN.
b. Outbound Aircraft
For the purposes of radio failure, the climb to flight planned level should be commenced
after the last position shown in the Standard Departure Routes where an altitude or flight
level is specified.
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4.3.2
4.3.2.1
Inbound Release procedures
London City & Biggin Hill Inbounds
via SPEAR2B
Transfer sequence
LON E to THAMES APP - FL80 level 5NM before TRIPO.
Conditions:
a.
b.
c.
via other SPEAR routes
released for left turns and descent at LOGAN
traffic to be presented at least 10NM in trail, silent
handover procedure
procedure to be suspended by THAMES APP when
holding or MSL FL90 (double low pressure) - LON E to
hold traffic at LOGAN until ‘called on’ by THAMES APP at
FL80.
Transfer sequence
From TC NE - coordinate. Transfer preference as follows:
1.
2.
3.
4.
via ALKIN
to THAMES APP – 4000ft on heading from LAM, THAMES
APP should initiate coordination by CLIPY. If no
coordination is forthcoming, TC NE will initiate ASAP to
confirm whether this route can be used.
to THAMES APP - direct SPEAR at coordinated level,
released for descent
to THAMES APP – 6000ft heading eastbound towards
TRIPO, released for right turns and descent
to LON E - heading eastbound towards CLN at
coordinated level (FL80 or above), then as per SPEAR2B
procedure.
Transfer sequence
TC SE to THAMES APP – 4000ft level DET.
Conditions:
a.
b.
c.
d.
4.3.2.2
aircraft on own navigation routing DET-ALKIN
released for right turns and descent at BONDY
traffic to be presented at least 15NM in trail, silent
handover procedure
procedure to be suspended by THAMES APP when
holding
Southend Inbounds
via SPEAR2B
Transfer sequence
LON E to THAMES APP - FL70 level 10NM before TRIPO.
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Conditions:
a.
b.
c.
released for left turns and descent at LOGAN
traffic to be presented at least 10NM in trail, silent
handover procedure
procedure to be suspended by THAMES APP when holding
or MSL FL90 (double low pressure) - FL70 is not available.
Traffic may be held by LON E at LOGAN and 'called on' by
THAMES APP at FL80, or descended outside CAS and
transferred to MC APP, as required.
Note: when MSL FL80 (low pressure), FL70 is not vertically
separated from traffic at 6000ft (e.g. CLN outbounds).
THAMES APP to MC APP - coordinate. Usually 4000ft heading west,
aircraft may leave CAS in descent.
via other SPEAR routes
Transfer sequence
From TC NE - coordinate. Transfer preference as follows:
1.
2.
via ALKIN
to MC APP – 4000ft on heading eastbound (south side of
Q295), must avoid THAMES RMA
to LON E - heading eastbound towards CLN at coordinated
level (FL70 or above), then as per SPEAR2B procedure.
Transfer sequence
TC SE to THAMES APP - as per EGLC arrivals.
THAMES APP to MC APP - coordinate. Usually 4000ft heading
downwind (RWY24) or 4000ft towards 10 mile final (RWY06).
4.3.2.3
Full Release
Aircraft not meeting the specified conditions, or when silent handovers have been
suspended, will be the subject of a Full Release:







Stack
Full release
Callsign
Flight Level
Release Point
Contact Point
Any qualifying instructions
4.3.3 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.
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63
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”.
4.3.4
Stack
Holding and approach patterns
Inbound Radial Minimum
and Direction
Holding Alt
Maximum
Holding Alt
Holding Speed
Limit
ALKIN
241 Right Hand
1800ft
4000ft
180 kt
SPEAR
195 Right Hand
4000ft
FL70
180 kt
LCY
275 Right Hand
2000ft
2000ft
180 kt
Aircraft may hold at SPEAR at 4000ft without co-ordination and up to FL70 once coordinated with London TC.
ALKIN and SPEAR are to be used by traffic inbound via a STAR. ALKIN and SPEAR are deemed
laterally separated.
London City (LCY) NDB hold is to be used by aircraft after a missed approach or when
required by Thames Radar or London Control. The LCY and ALKIN holds are not deemed
separated.
4.3.5 Missed Approach Procedures
Missed Approach Procedures published in the UK AIP are reproduced below:
4.3.5.1
Runway
09
London City
Procedure
ILS/DME/NDB
LOC/DME/NDB
27
ILS/DME/NDB
LOC/DME/NDB
Missed Approach
Climb straight ahead to 2000. At I-LST DME 5 turn left to
return to NDB(L) LCY at 2000 or as directed.
Climb straight ahead to 2000. At I-LSR DME 5 (LON DME 14.3)
turn right to return to NDB(L) LCY at 2000 or as directed.
1) The AIR controller will inform Thames Radar of the missed approach
2) AIR will hold all subsequent departures and issue tactical headings to ensure aircraft
are separated
3) Thames Radar should issue a heading and frequency for the aircraft to contact
4) AIR will request release from Thames for the next departure following a missed
approach
IFR aircraft carrying out a low-approach and go-around should remain with Radar who will
obtain a go-around clearance from Radar. Until such clearance is obtained, the aircraft must
not overfly the runway below 1000ft on the London City QNH.
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4.3.5.2
Runway
21
Biggin Hill
Procedure
ILS/DME/VOR
LOC/DME/VOR
Missed Approach
Climb straight ahead to not above 2000. At I-BGH DME 2 turn
right to VOR BIG continuing climb as necessary to 2000. Leave
VOR BIG on R050 to TUNEL (BIG VOR R050 DME 10) to enter
hold or as directed.
Note: Remain within I-BGH DME 4.2 or BIG DME 4 during right
turn to VOR DME BIG. MAX 160KIAS until established
outbound R050 to TUNEL.
VOR/DME
Climb ahead on R209 to not above 2000. At BIG DME 2 turn
right to VOR BIG continuing climb as necessary to 2000. Leave
VOR BIG on R050 to TUNEL (BIG VOR R050 DME 10) to enter
hold or as directed.
Note: Remain within BIG DME 4 during right turn to VOR DME
BIG. MAX 160KIAS until established outbound R050 to TUNEL.
1) The Biggin Approach controller will inform Thames Radar of the missed approach
2) Thames Radar should issue missed approach instructions, either standard missed
approach, and if required, a heading to fly once the aircraft has passed the overhead
and an altitude to climb to.
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Chapter 4
4.4.1
66
Intermediate and Final Approach Procedures
Radar Manoeuvring Area
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4.4.2 Vectoring Patterns
Thames Radar may vector aircraft downwind inbound to Runway 09 subject to the following
conditions:
•
•
•
Aircraft must descend to an altitude of not above 2100 ft QNH, to be level before
passing west of a line passing north/south through London City Airport.
Aircraft must then descend to 2000 ft QNH as soon as possible subject to RVA
restrictions.
Aircraft must not be vectored west of a north/south line through Vauxhall Bridge
(6.4nm west of London City), without prior coordination with TC Heathrow.
KEY
Vectoring for Runway 09
_____
Vectoring
_____
STARs
_____
SIDs
Vectoring for Runway 27
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4.4.3 Terrain Clearance
The lowest level within the southern half of the RMAC that can be assigned to aircraft which
is terrain safe is 2000ft except within a 3nm radius of the Wrotham Mast where the MSA is
2300ft.
The lowest level within the northern half of the RMAC that can be assigned to aircraft which
is terrain safe is 1800ft except within the defined area east of London Heliport and west of a
line drawn from BIG to EGLC where the MSA is 2000ft.
Further descent to 1500ft ALT on runway 27 or 1600ft ALT on runway 09 may be given
within the Approach Area shown when on 40° closing heading or Final Approach at London
City.
The Minimum Sector Altitude within 25nm of the airfield is:
68
Northeast:
2200ft
Northwest:
2200ft
Southeast:
2300ft
Southwest:
1800ft
South East RTS London City & Thames Radar vMATS Part 2 | Approach and Approach Radar
4.4.4 Speed Control
Speed control may be applied on a tactical basis to the extent determined by the Radar
Controller. Aircraft unable to conform to the speeds specified by the Radar Controller should
inform the controller immediately and state what speeds will be used. In the interests of
accurate spacing pilots are requested to comply with speed adjustments as promptly as is
feasible within their own operational constraints, and should advise ATC if circumstances
necessitate a change of speed for aircraft performance reasons. On occasions, a pilot may
request to maintain a higher than normal speed. If traffic situation allows this, the aircraft
can be told that there is "no ATC speed restriction".
There are standard speeds which, if required, may be employed during approach:
a)
During Intermediate approach, leaving the stack to the point at which a base leg is
flown, ‘minimum clean speed’ or 210kt should be used.
b) On a base leg and closing heading, 180kt maximum should be used. (If spacing is
becoming tight, aircraft can be slowed to 160kt when on a closing heading for the
ILS)
c)
On final (EGLC), 160kt until 6DME
i)
ii)
iii)
Speed adjustments must not be requested or applied after the aircraft has
passed 6 DME from touchdown
The pilot is to be advised if/when speed control is no longer required
The use of minimum safe approach speed is not permitted until the aircraft
is established on the localiser and should be avoided whenever possible.
4.4.5 Transfer to City Radar (FIN)
Traffic should normally be offered to LC FIN descending to altitude 3000ft (QNH) at 210kt or
less and clear of all City and Biggin departures. If any non-standard altitudes or speeds are
used, FIN should be informed when the aircraft is transferred. On transfer of communication
to FIN, controllers should use the phrase:
"Contact City Radar, 128.025 with callsign only”
4.4.6 Final Approach Spacing
Minimum spacing should reflect the wake turbulence categories of flights involved.
Controllers should also note due to Single Runway Operations at London City, Further
spacing should be co-ordinated with the AIR controller to allow departures to use the
runway and for aircraft to backtrack.
Due to the required backtrack at City, spacing should not be less than 6 miles for two
consecutive landing aircraft on 09; or less than 8 miles between aircraft where a departure
will use the runway between landing aircraft on 27.
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AIR may co-ordinate with Radar a specific spacing required to allow for departures but also
taking into account the amount of inbound traffic.


6nm spacing will allow for 1 departure or for a backtrack on Rwy 09 after landing
8nm spacing will allow for 3 aircraft to backtrack on Rwy 27 and 1 to depart
Typical spacing will be at least 6 nm for normal traffic levels, or 8/6/6.
Radar is responsible for ensuring the agreed arrival spacing, or Wake Turbulence separation
(in accordance with MATS Part 1 Section 1 Chapter 3), whichever is greater exists until the
aircraft reach 2 NM from touchdown.
4.4.7 Visual Approaches (IFR Traffic)
Unless prior co-ordination has taken place with AIR, INT or FIN may clear aircraft for a visual
approach when the pilot reports visual with the airfield provided that they are not cleared to
descend below 2000ft until either:
a) Co-ordination is effected with AIR;
b) The aircraft is on a base leg aiming to join final approach at not less than 5 nm from
touchdown;
c) The aircraft is already within the Final Approach Area.
Where co-ordination with AIR has taken place, provided the aircraft has reported visual with
the airfield, the position of traffic permitting, aircraft may be cleared for a visual approach at
any point.
When clearing an aircraft for a visual approach, with all necessary criteria met, the pilot
should, be given the instruction ‘descend not below altitude 1500ft until passing 2.5 DME’.
This will ensure correct final approach descent profile.
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Chapter 5
Local Airfields
4.5.1 Rochester
Aircraft inbound to Rochester from the airways will be assigned a STAR and handled the
same way as City and Biggin inbounds via DET in accordance with the silent handover
condition. Thames Radar is responsible for passing the estimate for the inbound aircraft and
transferring it to Rochester Information once clear of controlled airspace.
Airways departures from Rochester will fly the appropriate Standard Departure Route and
will be dealt with in the same way as Southend departures. Thames Radar must obtain a
release from TC South-East for southbound departures and TC North-East for northbound
departures. Northbound departures may also be coordinated with Southend APC if
appropriate.
4.5.1.1
Rochester Standard Departure Routes (SDRs) - via Airways
Departure Designator
to
N
Brookmans Park 3 (BPK 3)
Via
Route/Altitude
N57/L10
NE
Clacton 3 (CLN 3)
L620
SE
S
Dover 3 (DVR 3)
Lydd 3 (LYD 3)
SW
Southampton 3 (SAM 3)
L9/L10
M189
(Y803)
M140
Direct BPK
Cross 20 DME BPK above 3000ft climbing to
4000ft
DET - SND - CLN
Cross DET RDL 017° DME 7 at 5000ft
Direct DVR climbing to 4000ft
DET - LYD climbing to 4000ft
W
Compton 3 (CPT 3)
L9
DET - LYD - M189 - WAFFU - Y8 - GWC - SAM
climbing to 4000ft
BPK - HEN - CPT Cross 20 DME BPK above
3000ft climbing to 4000ft
4.5.2 Kenley
Kenley is located 5nm West of Biggin Hill, adjacent to the M23/M25 junction. It is a notified
winch launch glider site. Intense gliding activity can be expected within 2nm of Kenley up to
an altitude of 2000ft. The site should be considered active seven days a week during daylight
hours. Controllers should avoid routeing any flight below 2500ft within 2nm of Kenley.
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Chapter 6
Outbound Procedures
4.6.1 London City Departures
After departure, outbound traffic on the SIDs from runway 27 fly the standard right turn and
maintain 3000ft QNH. Once the aircraft has established on an easterly track and has passed
through a line parallel to; and 3nm east of the BIG - EGLC track, Thames Radar may climb the
aircraft within the confines of the Thames RMA without coordination with TC.
Departures may be transferred to London TC on a ‘silent handover’ provided that they are
clear of inbound traffic which has been released to Thames in accordance with the following
conditions:
via CLN
Transfer sequence
(prenote TC NE)
THAMES APP to TC NE - climbing 4000ft
via BPK/CPT
Transfer sequence
(release from TC NE)
27 - THAMES APP to TC NE - climbing 3000ft
09 - LC AIR to TC NE - climbing 3000ft
via DVR/LYD
Transfer sequence
THAMES APP to TC SE - climbing 6000ft on heading through the
Thames Gate (cannot climb above 5000ft until east of SPEAR-DET
track)
Successive departures shall be separated by at least 3 miles (constant or increasing) when
transferred to London TC. Thames Radar may apply tactical headings to ensure minimum
separation, in which case the aircraft shall be instructed to 'report the radar heading to
London Control on ….'.
Thames will work CPT and BPK departures for runway 27 to ensure that the pilot stops climb
at 3000ft (due to Heathrow arrivals passing 1000ft overhead). Aircraft should be told to
“maintain 3000ft on reaching” and should be transferred to TC North East (or top-down
cover) level at 3000ft on the SID track or an appropriate heading.
When runway 09 is in use, AIR will transfer BPK and CPT departures directly to the
appropriate London Control sector, unless otherwise instructed by Thames Radar.
Southbound departures will be transferred to TC South-East (LTC_SE), TC South (LTC_S), or
London Dover Sector (LON_D) or Worthing Sector (LON_S).
Northbound departures will be transferred to TC North-East (LTC_NE), TC North (LTC_N), or
London Clacton Sector (LON_E) or Daventry Sector (LON_C).
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4.6.2 Biggin Hill Departures
Biggin Hill (APP) will request a departure release from Thames Radar for all IFR departures
entering controlled airspace. Thames Radar shall prenote TC South East (LTC_SE, LTC_S,
LON_D, LON_S). Unless otherwise specified, Thames Radar should climb these departures to
4000ft within the confines of the RMA. Thames Radar is responsible for separating Biggin Hill
departures from other traffic at DET prior to transfer to TC SE. TC SE must thereafter avoid
the Thames RMA. Alternatively THAMES APP may, by coordination with TC SE and TC NE,
retain northbound traffic and route it via the THAMES RMA. In the absence of TC South East
(or top-down cover), northbound SDRs (BPK2, CPT2, CLN2) shall be coordinated with TC
North East.
In the absence of both London sectors, Thames may position and climb the departures as
follows:
Departure
Level and Position
BPK2
CPT2
CLN2
DVR2
LYD2
SAM2
Underneath LAM no higher than 6000ft. When clear of LAM and the
Heathrow RMA, to be handed to Unicom
Climbed underneath LAM3A arrivals to EGLL to a maximum of FL130
As with corresponding LC SIDs
4.6.3 Southend Departures
Southend Radar must release all airways departures and may elect to work them or skip
them to the next controller/sector.
via CLN
Departure route
(release from MC APP and direct CLN climbing 3000ft
THAMES APP)
Transfer sequence
MC APP to THAMES APP - climbing 3000ft
THAMES APP to LON E - climbing 6000ft
via EVNAS
Departure route
(release from MC APP and TC direct EVNAS climbing 3000ft then
NE)
direct LAM climbing 4000ft then
BPK-HEN-CPT or BPK
Transfer sequence
MC APP to TC NE - climbing 3000’ then 4000’
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73
via DET
Departure route
(release from MC APP and direct DET climbing 3000’ then
THAMES APP
DVR or LYD or LYD-M189-WAFFU-Y8-GWC-SAM
Transfer sequence
MC APP to THAMES APP - climbing 3000’
THAMES APP to TC SE - climbing 6000’ on heading through the Thames Gate
(cannot climb above 5000’ until east of SPEAR-DET track)
4.6.1 Departure Clearances
London City GMC will request clearance for any aircraft not departing via a SID before the
aircraft starts. Thames Radar should pass the departure clearance and squawk code e.g.
“[Callsign] Cleared to leave controlled airspace on track BPK climb to altitude 2400ft squawk
7050”.
AIR will then request release for the aircraft when it is ready to depart. Thames Radar is to
provide the release and amended departure instructions if required e.g. “[Callsign] After
Noise, turn right heading 070°, Released/Released Subject Radar”.
When issuing departure instructions, Thames Radar must take into account:



Noise Preferential Routings
Terrain Clearance
Separation from other traffic
4.6.2
4.6.2.1
Departure Routes
London City Standard Instrument Departures (SIDs)
All SIDs terminate at altitude 3000 ft.
Runway 09
Runway 27
Route
Brookmans Park 5 Uniform
(BPK 5U)
Clacton 7 Uniform (CLN 7U)
Dover 5 Uniform (DVR 5U)
Brookmans Park 5 Tango
(BPK 5T)
Clacton 7 Tango (CLN 7T)
Dover 5 Tango (DVR 5T)
N57/N601 & EGGW
Lydd 5 Uniform (LYD 5U)
Southampton 6 Uniform
(SAM 6U)
Compton 6 Uniform (CPT
6U)
Lydd 5 Tango (LYD 5T)
Southampton 6 Tango (SAM
6T)
Compton 6 Tango (CPT 6T)
74
L620 eastbound
L9/L10
eastbound/M140
M189/Y803
UN866/leaving CAS
via SAM VOR
L9 westbound
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4.6.2.2
Biggin Hill Standard Departure Routes (SDRs) - via Airways
Departure to
Designator
Via
N
NE
SE
S
SW
Brookmans Park 2 (BPK 2)
Clacton 2 (CLN 2) (Note 5)
Dover 2 (DVR 2)
Lydd 2 (LYD 2)
Southampton 2 (SAM 2)
N57/L10
L620
L9/L10/W71
M189 (Y803)
L620/Q41
Route
DET - BPK
DET - SND - CLN
DET - DVR
DET - LYD
DET - LYD - M189 WAFFU - Y8 - GWC SAM
W
Compton 2 (CPT 2)
L9
DET - BPK - HEN CPT
Note 1: Departures from Runway 21, follow Noise Abatement Procedure turning right to
pass overhead BIG VOR at 2400 ft ALT.
Note 2: Departures from Runway 03, after noise abatement, turn right to intercept DET VOR
RDL 278° to DET.
Note 3: When established on DET VOR RDL 278°, not above 2500 ft ALT until 9 DME DET,
then to 4 DME DET at 4000 ft ALT.
Note 4: For positioning flights to London Luton/London Stansted, follow BPK 2 SDR to BPK
then join LOREL 2Q STAR, at altitude as directed by ATC, in its appropriate place under the
table.
Note 5: Cross DET VOR/DME fix 017°/7 nm at 5000 ft ALT.
4.6.3 Speed Limits
Thames Radar must not remove the 250 kt below FL100 speed restriction on departures
unless this is coordinated in advance with London TC.
Inbound aircraft must cross Speed Limit Points at a maximum speed of 250kt unless the
speed restriction has been removed by ATC.
In order to improve the departure flow and at the same time maintain separation between
aircraft, particularly those following the same routeing over the first 20 to 30 nautical miles
of flight, a speed limit of 210 kt applies to all aircraft departing from London City to enable
aircraft to make the initial turn followed a restriction of 250 kt below FL100.
In certain weather conditions and perhaps for reasons of safety pilots may not be able to
comply with the speed limit of 250 kt IAS. When such circumstances are anticipated, a pilot
should inform ATC when requesting start-up clearance stating the minimum speed
acceptable. In this event, pilots will be informed before take-off of any higher speed
limitation. Similarly should circumstances arise during flight the pilot should immediately
advise ATC again stating the minimum speed acceptable.
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Chapter 7
Low Level Procedures
4.7.1 General
Thames Radar is responsible for the provision of radar services to non-IFR traffic operating
within the London (Heathrow) Control Zone in accordance with the procedures contained in
the Heathrow vMATS Section 1, Chapter 2.
4.7.1.1
Helicopters
Helicopters are not permitted at London City in the real world. However in VATSIM they
may be accepted at the controllers’ discretion. Helicopters should follow the same
procedures as fixed-wing traffic. IFR helicopters may use the EGLC ILS to assist them in
landing at sites in the vicinity such as London Heliport or the Royal London Hospital.
4.7.1 Altitude Restrictions with the City CTR
Thames/City Radar may issue the following maximum altitudes:


4.7.1.1
VFR - 2400ft
IFR Between Vauxhall Bridge and London Bridge - 2000ft
o For runway 09 - levels in accordance with the SMAC chart.
Co-ordinating Higher
Heathrow on Westerlies: LL FIN, who will co-ordinate with the other directors as appropriate
Heathrow on Easterlies: the relevant London TC sector
4.7.2 Geographical Separation within the London City CTR
Within the London City CTR geographical separation exists between traffic (helicopter, fixedwing, or airship) which has been instructed to remain North of the River Thames and traffic
which has been instructed to remain South of it, provided that:
•
•
Traffic information is passed to all pilots concerned, and
All pilots agree to the use of this separation.
4.7.3
4.7.3.1
Transiting Aircraft
Co-ordination with LC AIR
The following details must be passed to LC AIR:
Callsign
Aircraft type
Point of departure (if applicable)
Destination (if applicable)
SSR code
Route
Heading (if applicable)
Altitude
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4.7.4 London (Battersea) Heliport Procedures
London Heliport ATC is provided by Battersea Tower (freq 122.9 MHz) or in its absence
Thames Radar. If neither is online ATC will be provided by Heathrow Intermediate Director
North. Surface winds for the heliport are not available on VATSIM; the London City Airport
winds should be given instead e.g. “surface wind at City 220 at 9 knots”.
4.7.4.1
Arrival/Over-flight Co-ordination
Co-ordination is to be effected with London (Battersea) Heliport in respect of flights under
the control of Thames/City Radar which pass within a 2nm radius of London (Battersea)
Heliport or conflict with the London (Battersea) Heliport circuit.
The London (Battersea) Heliport circuit is between Putney Railway Bridge and Chelsea Road
Bridge and is variable in direction. Thames is responsible for maintaining separation
between traffic that is under the control of Battersea ATC and other traffic operating under
the control of TC that is outside the Battersea circuit area.
Thames Radar will pass details of all inbound/overflying helicopter traffic to London
(Battersea) Heliport ATC before such traffic passes Kew Bridge, Teddington, Caesar's Camp
or London Bridge.
4.7.4.2
Outbound Co-ordination
Heliport ATC will telephone Thames Radar to pass the type, destination, requested routing
and request release.
Outbound traffic should remain in the circuit until accepted by Thames Radar. The circuit is
dumb-bell shaped following the course of the river. Circuit altitude is 1000ft.
4.7.1 SSR Operating Instructions
IFR inbounds/outbounds will be assigned a normal ORCAM SSR code.
TC Thames has been allocated the following SSR codes for local allocation:
7030 - 7046
TC Thames/TC Heathrow (London CTR non-IFR traffic)
7047
TC Thames (Biggin Hill Airport Conspicuity)
7050 - 7056
TC Thames/TC Heathrow - London City CTR/CTA Transits.
7057
TC Thames (London City Airport Conspicuity)
7070 - 7076
TC Thames/TC Heathrow
7077
TC Thames (London Heliport Conspicuity)
TC Heathrow controllers start at 7030 and issue codes in ascending order whilst TC Thames
start at 7076 and issue codes in descending order.
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77
Below is a list of squawk codes to be used for the most common helicopter operations: Callsign
Unit
Squawk Code
HLE60
Surrey/Sussex Air Ambulance
0011
HLE21
Kent Air Ambulance
0014
HLE07
Essex Air Ambulance
0015
HLE24
Thames Valley Air Ambulance
0016
HLE27
Virgin HEMS
0017
UKP251
Metropolitan Police ASU (I99)
0043
UKP252
Metropolitan Police ASU (I98)
0044
UKP37
Sussex Police ASU
0045
-
Other Air Ambulance Medivac
0020
-
Other Police ASU
0032
-
Royal Flights
0037
-
British Transport Police ASU
0006
4.7.1 Lower Airspace Radar Service
MATS Part 1 details the services which may be provided outside Controlled Airspace.
The provision of UK FIS to aircraft outside Controlled Airspace is to be limited so that it does
not adversely affect the service provided to aircraft inside controlled airspace.
Outside the times of operation and/or boundaries of responsibility of adjacent units,
Thames/Heathrow Radar may provide a Basic Service to traffic flying outside Controlled
Airspace but normally only within 10nm of the CTR boundary.
Controllers must not give a Deconfliction Service or radar vectors under a Traffic Service to
aircraft below the Minimum Sector Altitude. A radar service outside of 40nm must not be
given.
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ANNEXES
Annex A Radar Phraseology Examples
CTR/CTA Transit
“[Callsign] Squawk 7030, Basic Service London QNH 1013.”
“[Callsign] Cleared to enter the London Control Zone VFR/Special VFR, route Oxshott West
H9 Hold at Bedfont, Standard Operating Altitudes.”
“[Callsign] entering controlled airspace, Radar Control, report Sunbury Lock”
“[Callsign] Cleared to enter the City Control Zone VFR/Special VFR, direct track to Battersea
not above altitude 1500ft”
Procedural Approaches
4.7.1.1
London City
“[Callsign] Cleared ILS/DME approach runway 27 report beacon outbound”
or
“[Callsign] Cleared NDB/DME approach runway 27 report beacon outbound”
[“Callsign] Report base turn complete” for NDB approaches or “[Callsign] report established
on the localiser” for ILS or Localiser approaches
4.7.1.2
Biggin Hill
“[Callsign]Cleared ILS/DME approach runway 21 report established on the 7 DME arc”
Or
“[Callsign] Cleared VOR/DME approach runway 21 report established on the 7 DME arc”
“[Callsign] report established on the localiser” or inbound radial for VOR/DME
Inbound Airways Traffic
“[Callsign] Thames Radar, vectoring for an ILS approach runway 09, City QNH 1022, leave
Detling heading 290 degrees”
“[Callsign] Thames Radar, vectoring for an ILS approach runway 21, Biggin QNH 1023, leave
Detling heading 290 degrees”
Annex B Helicopter Routes in the London CTR & City CTR
Annex C Helicopter Routes and Standard Operating Altitudes