AWM

6 NOV 15 AIR TRAFFIC CONTROL

© Jeppesen, 1987, 2015. All Rights United Kingdom - Rules and

Reserved. Procedures UNITED KINGDOM

GENERAL
In general, the rules of the air and air traffic services procedures in the United Kingdom are in conformity with ICAO
Standards, Recommended Practices and Procedures.

Units of measurement used in all air and ground operations are as listed in the following table.

Measurement of Unit

Distance used in navigation, position reporting, etc. - Nautical Miles and Tenths
generally in excess of 2 to 3 nautical miles

Relatively short distances such as those relating to Meters

aerodromes (e.g., runway lengths)

Altitude, elevations and heights Feet and Flight Levels

Horizontal speed including wind speed Knots

Vertical speed Feet per Minute

Wind direction for landing and taking off Degrees Magnetic

Wind direction except for landing and taking off Degrees True

Visibility < 5000 meters (incl. RVR) Meters

Visibility > 5000 meters Kilometers

Altimeter setting Hectopascals

Temperature Degrees Celsius

Weight Metric Tons or Kilograms

Time Hours and Minutes, the day of 24hrs beginning at

midnight UTC
WGS-84 IMPLEMENTATION STATUS

WGS-84 compliant.

FLIGHT PROCEDURES

HOLDING

Holding procedures comply with Jeppesen ATC-Chapter “Flight Procedures (DOC 8168) - Holding Procedures”, Table
IV-1-1, Holding Speeds, with the exception of London TMA.

Within London TMA the maximum holding speed up to and including FL140 is 220kt IAS.

PROCEDURE LIMITATIONS AND OPTIONS

Instrument approach procedures on civil aerodromes are based on the PANS-OPS, Document 8168.

Instrument approach procedures on military aerodromes are based on the Military Instrument Procedure
Standardization (MIPS).

Procedure Speed Restrictions

The procedures are restricted to a maximum indicated airspeed of 185kt unless otherwise indicated.

Missed Approach Segments

Missed approach turns are restricted to a maximum indicated airspeed of 185kt unless otherwise indicated.

Minimum Sector Altitudes (MSA)

The minimum sector altitude (MSA) for each sector is the highest calculated for that specific sector for every facility
serving the aerodrome, regardless of the distance between the facilities.

Radar Approach Procedures (SRA)

During the intermediate phase of the procedure the pilot will be asked to check both his minimums and the Missed
Approach Point (MAPt); he will not be given the Obstacle Clearance Height (OCH) for his category of aircraft nor the
location of the MAPt unless he specifically requests this information.

SRA procedures designed to ICAO PANS-OPS criteria permit descent on final approach to the OCH (subject to any
specified height/distance (Step Down Fix (SDF) limitation), without regard to the 'advisory heights' given by the
Controller. These 'advisory heights' are not essential for obstacle clearance and are only provided as a guide to pilots
wishing to maintain a constant angle descent path.

Pilots flying an SRA requiring the alternative datum profile, will be passed advisory altitudes/heights based on the
appropriate datum and rounded up to the nearest 10ft.

Pilots are recommended to fly to the radar advisory heights. However, where an SDF is specified as part of the
procedure the SDF 'not-below' height is mandatory. Adherence to the nominal glidepath defined by advisory heights will
ensure compliance with SDF minimum height requirements.
A MAPt is designated for each procedure; it is normally located at the point where the radar approach terminates
(Radar Termination Range (RTR)). However, where operationally advantageous, the MAPt for the 2NM SRA may be
designated as 1NM after RTR (ie 1NM before threshold).

NOTE: Where the MAPt is designated as 1NM after RTR, talkdown will still cease at 2NM (RTR), and it will be the pilots
responsibility to determine when the MAPt has been reached.

Aerodrome without published Instrument Approach Procedures

For an aircraft landing at an aerodrome without instrument approach procedure either:

a. a descent should be made in VMC until in visual contact with the ground, then fly to the destination; or

b. an IAP at a nearby aerodrome should be flown and proceed as in a.; or

c. if neither a. nor b. is possible, first obtain as accurate fix and then descend not lower than 1000ft above the
highest obstacle within 5NM (8km) of the aircraft. If visual contact (as at a. above) has not been established at
this height, the aircraft should divert to a suitable alternate with a published instrument approach procedures.

AIRPORT OPERATING MINIMUMS

United Kingdom State minimums are in accordance with EASA Air Ops.

Jeppesen published minimums are not below State minimums.

If CDFA criteria are fulfilled, the label DA/MDA(H) will be used to indicate that the associated minimums (RVR/CMV)
are to be used in conjunction with the CDFA flight technique and, in case a missed approach must be initiated, an
immediate climb out without level-off shall be performed. The lateral part of the missed approach procedure must be
flown via the MAP, unless otherwise stated on the approach chart.

The published DA/MDA(H) values will not include an add-on to account for a height loss below the MDA(H).

Approach Ban

The requirements for the commencement and continuation of an approach (approach ban) applicable to all operations
is according EASA Air Ops.

An aircraft may commence an instrument approach regardless of the reported RVR/visibility but the approach shall not
be continued below 1000ft above the aerodrome if the relevant RVR/visibility for that runway is at the time less than the
specified minimum for landing.

If, after passing 1000ft in accordance with above para, the reported RVR/visibility falls below the applicable minimum,
the approach may be continued to DA/H or MDA/H.

The approach may be continued below DA/H or MDA/H and the landing may be completed provided that the required
visual reference is established at the DA/H or MDA/H and is maintained.

The touchdown zone RVR shall always be controlling.

NOISE ABATEMENT PROCEDURES

Noise Abatement Approach Techniques

The use of Continuous Descent approach (CDA) and Low Power/Low Drag approach (LP/LD) techniques is required at
designated airports, subject to compliance with ATC requirements. At other locations, although not required, these
techniques are considered to be the “best practice” for the reduction of noise nuisance and emissions and should be
adopted by pilots whenever operationally practicable, commensurate with the ATC clearance.

ATS AIRSPACE CLASSIFICATIONS

The United Kingdom has adopted the ICAO ATS airspace classification as listed in Jeppesen ATC-Chapter “SERA ATS
Airspace Classifications - EU No. 923/2012”.

Airspace classes “A”, “C”, “D”, “E” and “G” are used within UK airspace.

VFR flights in class “C” airspace above FL195 shall only be authorized:

– in reserved airspace;

– outside reserved airspace up to FL285, and then only when authorized in accordance with the procedures
detailed for non-standard flights in controlled airspace.

SPECIAL REQUIREMENTS AND REGULATIONS

MILITARY AERODROME TRAFFIC ZONES (MATZ)

General

The purpose of the MATZ is to provide a volume of airspace within which increased protection may be given to aircraft
in the critical stages of circuit, approach and climb-out. Normally, these zones comprise:

a. the airspace within 5NM radius of the midpoint of the longest runway from the surface to 3000ft AAL;

b. the airspace within a “stub” (or at some aerodromes 2 stubs), projected from the above airspace having length of
5NM along its centerline, aligned with a selected final approach path, and a width of 4NM (2NM either side of the
centerline), from 1000ft AAL to 3000ft AAL.

Penetration Procedures for Civil Aircraft

Pilots wishing to penetrate a MATZ are requested to observe following procedures:

a. when 15NM or 5 minutes from the zone boundary, whichever is the greater, establish radio contact on the
appropriate frequency using the phraseology:

“...(controlling aerodrome), this is ...(aircraft call sign), request MATZ penetration”.

b. when the call is acknowledged and when asked to “pass your message”, the pilot should pass the following:

– call sign;
 – type of aircraft;

– position;

– heading;

– altitude;

– intentions (e.g. destination).

c. comply with controller’s instructions;

d. maintain listening watch on the allocated frequency until clear of the MATZ;

e. advise the controller when clear of the MATZ.

NOTE: Flight conditions are not required unless requested by the controller. Terrain clearance will be the responsibility
of the pilot. Since compliance is not compulsory for civil aircraft some aircraft within the MATZ may not be known to the
controller. All pilots should therefore maintain a good look-out at all times.
The military ATSU providing the MATZ Penetration Service will normally continue with the service that the aircraft was
previously receiving. In the interests of flight safety and good airmanship, it is strongly recommended that all pilots not
previously receiving an ATS obtain a MATZ penetration 'approval' from the MATZ operating authority prior to entering a
MATZ.

It is recognized that most MATZ crossing/penetration 'approvals' will be obtained via RTF by pilots in receipt of a UK
FIS; however, it should be possible for a pilot to request a MATZ crossing/penetration 'approval' without the use of radio
(ie by prior agreement via telephone). In accordance with Class “G” airspace classification and the rules of UK FIS,
pilots are ultimately responsible for maintaining their own separation against other airspace users within the MATZ.

Occasionally, a change in service may need to be negotiated in order to facilitate the MATZ crossing and the advisory
information and/or instructions passed by the ATSU will accord with the service being provided. In the event of no radar
being available, a non-radar basic service, and/or routing instructions, might be provided to aircraft penetrating the
MATZ.

Availability of MATZ Penetration Service

A MATZ Penetration Service will be available during the published hours of watch of the respective ATS units. Pilots
should call for the penetration outside normal operation hours, if no reply is received after two consecutive calls, pilots
are advised to proceed with caution. Information on the operation of aerodromes may be obtained by telephone from
the:

London ATCC

Distress and Diversion (D&D)

Tel: +44 1489 612406

ACAS/TCAS II REQUIREMENTS

All turbine-powered aeroplanes with a maximum certificated take-off mass exceeding 5700kg or authorised to carry
more than 19 passengers, and all other aircraft equipped on a voluntary basis with ACAS II are to be fitted with, and
operate, TCAS II software Version 7.1 with a Mode S transponder compliant with ICAO SARPS within UK airspace as
follows:

a. from 1 March 2012 all newly built aeroplanes;

 b. from 1 December 2015 aeroplanes built before 1 March 2012.

The current TCAS II Minimum Equipment List permits TCAS II equipped aircraft to operate for up to 10 days with the
equipment out of service. Any aeroplane with an unserviceable transponder as well as an unserviceable TCAS will not
be permitted in UK airspace for which mandatory carriage of a transponder is required.

ADF RECEIVER CARRIAGE

Article 39, in conjunction with Schedule 5, of the Air Navigation Order 2009 requires that aircraft flying IFR in the UK in
Controlled Airspace, and/or flying above FL245, carry ADF equipment in the aircraft. The increased application of RNAV
on ATS routes and terminal flight procedures and the allowance under European rules for commercial air transportation
are increasingly making the mandatory carriage of ADF redundant.

NOTE: Under EU-OPS 1.865, an ADF system need not be installed, provided that the use of ADF is not required in any
phase of the planned flight. An operator may operate an aeroplane that is not equipped with an ADF provided that it is
equipped with alternative equipment authorized, for the route being flown, by the Authority. The reliability and the
accuracy of alternative equipment must allow safe navigation for the intended route.

Routes and Procedures that may be flown with an Equivalent Means to ADF Equipment

Enroute Operations

Enroute operations within UK airspace require aircraft to be equipped and authorized to operate an approved RNAV
system. The RNAV performance must be equal to or better than B-RNAV (RNAV5). Aircraft are not required to carry
ADF equipment when flying such procedures.

Terminal Airspace Operations

Terminal operations include Standard Arrivals (STARs) and Standard Departures (SIDs) and interception of precision
approaches eg. ILS transition. Aircraft are not required to carry ADF equipment when flying such procedures, even if
part of the procedure is dependent upon an NDB, subject to the aircraft being equipped with area navigation equipment
which enables the navigation performance capability notified, prescribed or otherwise designated for that airspace to be
maintained.

NOTE: For commercial air transportation, EU-OPS 1.873 requires that an operator shall not use a navigation data base
which supports an airborne navigation application as a primary means of navigation unless the navigation data base
supplier holds a Type 2 Letter of Acceptance (LoA) or equivalent, or has other approved procedures in place.

Procedures that must be conducted with ADF Equipment

NDB Non-precision Approach

Pilots wishing to fly an NDB instrument approach procedure must ensure that their aircraft carries ADF equipment and it
is operational.

Precision or Non-precision Approaches with Missed Approach based upon NDB

The missed approach based upon an NDB is an integral part of the approach procedure and therefore an aircraft must
be equipped with ADF to conduct the missed approach procedure.
Commercial aircraft operators having an RNAV system with an approved RNP capability may, on a case by case basis
in this particular case, seek authorization foregoing the requirement to carry an ADF receiver. UK operators should seek
such authorization through their flight operations inspector and non-UK operators should contact the:

Airspace Regulation

Safety and Airspace Regulation Group

Address: 45-59 Kingsway

CAA House, K6
London
WC2B 6TE
Tel: +44 20 7453 6553
E-Mail: [email protected]

ALTIMETRY

When an aircraft is descended from a flight level to an altitude preparatory to commencing approach for landing, ATC
will pass the appropriate QNH. On vacating the flight level, the pilot will change to the aerodrome QNH unless further
flight level vacating reports have been requested by ATC, in which case, the aerodrome QNH will be set following the
final flight level vacating report. Thereafter, the pilot will continue to fly on the aerodrome QNH until established on final
approach. When requested by the pilot or local procedures require, the appropriate QFE and aerodrome or threshold
elevation shall also be given. When carrying out a radar approach, ATC will assume that an aircraft is using QNH on
final approach and will include a reminder of the appropriate QNH setting in the RTF phraseology. If the pilot requests to
undertake the approach using QFE, then ATC will pass the appropriate QFE and “height” will be substituted for
“altitude” in the RTF phraseology. It should also noted that the OCH is always given with reference to the aerodrome or
threshold elevation.

In the event of a missed approach, pilots may continue to use the altimeter setting selected for the final approach, but
reference to the vertical position of the aircraft exchanged in communication with ATC should be expressed in terms of
altitude on aerodrome QNH, unless otherwise instructed by ATC.

Altimeter setting procedures at military aerodromes may vary from those detailed in this section.

Mode S Barometric Pressure Setting Data

London Terminal Control has the ability to downlink Mode S Barometric Pressure Setting (BPS) data. Therefore, if the
down linked pressure data is at variance with the BPS expected by ATC, pilots can expect additional challenge. When
ATC pass a reminder of the appropriate BPS, it is anticipated that the aircrew will cross check the altimeter settings and
confirm set.

LEVEL RESTRICTIONS

For all stages of flight, clearances to climb or descend cancel any previous restrictions or levels, unless they are
reiterated as part of the clearance.

When a departing aircraft on a SID is cleared to climb to a level higher than the initially cleared level(s) specified in a
SID, the aircraft shall climb directly to the cleared level, unless the SID vertical restrictions are reiterated as part of the
clearance.
MAXIMUM RATES OF CLIMB AND DESCENT

In order to ensure the interaction of ACAS and ground based safety nets, other than aircraft in emergency and certain
specific conditions for military aircraft, all aircraft when operating under normal circumstances, when inside controlled
airspace within the London and Scottish FIRs/UIRs should not operate with a climb or descent rate exceeding 8000ft
per minute. Aircraft when first approaching a cleared flight level and/or when changing flight level in controlled airspace
should ensure that the vertical closure speed is not excessive. It is considered that, with about 1500ft to go to a cleared
level, vertical speed should be reduced to a maximum of 1500ft per minute and ideally to between 1000ft per minute
and 500ft per minute.

Pilots should ensure that the aeroplane neither undershoots nor overshoots the cleared level by more than 150ft,
manually overriding if necessary.

MINIMUM RATES OF CLIMB AND DESCENT

In order to ensure that controllers can accurately predict flight profiles to maintain standard vertical separation between
aircraft, pilots of aircraft cleared for a climb or descent should inform the controller if their rate of climb or descent during
the level change will be less than 500ft per minute or, if at any time during such climb or descent their vertical speed is,
in fact, less than 500ft per minute.

This requirement applies to both the enroute phase of flight and to terminal holding above the transition altitude.

NOTE: This does not prohibit the use of rates of climb or descent less than 500ft per minute when operationally
required.

POSITION REPORTING PROCEDURES

Pilots are to make position reports within London and Scottish FIR/UIR in the following circumstances:

a. after transfer of communication;

b. on reaching the limit of ATS clearance;

c. when instructed by ATC;

d. when operating helicopters in the North Sea low level radar advisory and flight information areas of responsibility
and on helicopter routes within the London control zone and London (City) control zone;

e. when operating across the English channel.

The initial call changing radio frequency shall contain only the aircraft identification and flight level. Any subsequent
report shall contain aircraft identification, position and time except as provided for in respect of helicopter operations in
the areas specified above.

When changing frequency between the London or Scottish control centers, pilots are required to state their callsign and
Flight Level/Altitudes (FL/ALT) only (plus any other details when specifically instructed by ATC). When the aircraft is in
level flight but cleared to another FL/ALT, both FL/ALT should be passed. Similarly, when the aircraft is not in level
flight, the pilot should state the aircraft identification followed by the FL/ALT to which it is cleared only; it is not
necessary to state passing FL/ALT in these circumstances.
FLIGHT PLANNING

IFPS/NMOC Operations

The Integrated Initial Flight Plan Processing System element of the EUROCONTROL Network Management Operations
Center (NMOC) is the sole source for the distribution of the IFR General Air Traffic (GAT) FPL and associated
messages to ATS units within the IFPS. The only required addresses are those of the two IFPS Units (IFPU) at Haren
(Brussels) and Bretigny (Paris).

Flight Plan Message Addressing

AFTN: EUCHZMFP and EUCBZMFP

SITA: BRUEP7X and PAREP7X

Procedures for requesting Authorization for the Use of STS/ATFMX

Manual Approval Process

The operator of a flight seeking an individual approval to insert the indicator STS/ATFMX in Item 18 of a FPL for a
departure from an aerodrome within the UK shall obtain prior permission from the relevant authority. The application
should be submitted at least 24 hours but not more than 48 hours in advance of the flight.

The attached pro-forma to CAP 694 ‘The UK Flight Planning Guide’ at Annex D must be completed and faxed with
appropriate supporting documentation.

NOTE: Copies of CAP 694 can be downloaded from the following website:
UK CAA

Internet: www.caaco.uk/CAP694

Applications for approval for the use of STS/ATFMX, for STATE, HOSP and HUM flights, should normally be made to:

Airspace Section of the Safety and Airspace Regulation (SARG)

Tel: +44 20 7453 6599

Fax: +44 20 7543 6593
E-Mail: [email protected]
Public Hours: MON-FRI, excluding public holidays, 0830-1630 LT

Outside the hours notified above, applications relating to HOSP and HUM flights only should be made to:

London FMP FLOLINE

Tel: +44 1489 588150

Fax: +44 1489 612437

Self Regulation Approval Process

In recognition of the specific requirements of air ambulance flights, the CAA has established a process by which an
aircraft operator can determine whether their own flights meet the requirements for ATFM exemption. Subject to
compliance with a set of formal conditions, the CAA may grant aircraft operator an approval to apply STS/ATFMX to
specific flights meeting the conditions of the approval.
Aircraft operators wishing to apply for CAA approval for self regulation should contact:

Airspace Section, Safety and Airspace Regulation Group

Address: 45-49 Kingsway

CAA House
London WC2B 6TE
Fax: +44 (0)20 7453 6565
E-Mail: [email protected]

Mechanisms for filing a Flight Plan

NATS provides the AFTN (Aeronautical Fixed Telecommunications Network) within the UK and in addition, an internet
based service called 'flightplanningonline'. This internet service uses an application called AFPEx (Assisted Flight
Planning Exchange), which provides a gateway via the internet into the AFTN and allows pilots, airline operators, flight
handlers or small aerodromes access to file their own flight plans and other related messages anywhere within the UK
or abroad.

Airline operators, flight handlers and Aerodromes must use the AFTN or ‘flightplanningonline’; GA pilots should use
‘flightplanningonline’. Foreign pilots and UK based GA pilots (who have no access to the internet) may fax the FPL to
the parent AFTN unit.

Applications for ‘flightplanningonline’ may be made via the website:

Internet: www.flightplanningonline.co.uk

or through the following contacts:

AFPEx/Parent AFTN Unit

24 hr Helpdesk

Tel: +44 845 6010483

+44 1489 612792
Fax: +44 1489 612793
AFTN: EGGGYFAJ

AFPEx Registration and New Account Enquiries

Tel: +44 845 6010484

+44 1489 612227
E-Mail: [email protected]

Approval is required from ‘flightplanningonline’ prior to connection to the AFPEx system.

ATFM Procedures

General ATFM enquiries should be addressed to:

Head of Traffic Management Services

Address: Box 23, London Area Control (Swanwick)

Sopwith Way, Swanwick, Hampshire SO31 7AY
Tel: +44 1489 612426
Fax: +44 1489 612131
E-Mail: [email protected]
SITA: SOUSCXH
AFTN: EGTTZDZX

Jet Aircraft with a total Sector Length exceeding 220NM

Where the total sector length (including any portion outside the London/Scottish UIR/FIR) exceeds 220NM operators
are to file a requested flight level for the entire route at FL250 or above unless prior approval has been given by the UK
FMP. Requests for such approval are to be made to the:

UK FMP

Tel: +44 1489 588150

Shanwick Oceanic Control Area

Flight Plans

Pilots and operators are advised that as Shanwick is within the IFPS area, they are to ensure that all flight plans routing
via the Shanwick area of responsibility are addressed to both EUCHZMFP and EUCBZMFP.

For flights conducted along one of the organized tracks from the entry point into the NAT FIRs to the exit point, the
organized track shall be defined in the flight plan by the abbreviation 'NAT' followed by the code letter assigned to the
track. For flights wishing to join or leave an organized track at some point between entry and exit fixes, full track details
should be specified in the flight plan, the track letter should not be used to abbreviate any portion of the route in these
circumstances.

Flights planned wholly or partly outside the organized tracks shall be planned along great circle tracks joining
successive significant points. The latitude and longitude of each designated reporting line (eg 10W, 20W, 30W, 40W,
50W, 60W, Fishpoint and landfall), should be entered in Item 15 of the flight plan.

a. Item 18, remarks. For flights conducted wholly or partly outside the organized tracks in the NAT Region,
accumulated estimated elapsed times over significant points enroute shall be specified in this section. The
designated reporting lines are:

1. Flights Europe - North America:

Eastern boundary of the OCA and longitudes 20W and 30W

2. Flights Europe - Iceland:

Longitude 10W and latitude 61N (RATSU)

3. Flights Europe - Azores:

Longitude 0845W and latitude 45N

b. For flights conducted along one of the organized tracks from the entry point into the NAT FIR to the exit point, the
accumulated estimated elapsed time to the first Oceanic FIR boundary should be specified in Item 18 of the flight
plan.

c. Flights entering Shanwick OCA directly from the SOTA, the estimated elapsed time (EET) for the Shanwick
boundary filed in Item 18 of the flight plans to be the EET for the point of crossing the Shanwick/SOTA boundary
(RODEL/SOMAX/BEDRA/KOGAD/OMOKO/TAMEL or LASNO).

d. ---- Effective thru 11 Nov 2015: ----

For flights entering Shanwick OCA directly from the BOTA, the EET for the Shanwick OCA filed in Item 18 of the
flight plan is to be the EET for the point of crossing the Shanwick/BOTA boundary (ETIKI/SEPAL or SIVIR).
 ------------------------------
---- Effective 12 Nov 2015: ----
For flights entering Shanwick OCA directly from the BOTA, the EET for the Shanwick OCA filed in Item 18 of the
flight plan is to be the EET for the point of crossing the Shanwick/BOTA boundary
(ETIKI/UMLER/SEPAL/BUNAV or SIVIR).
------------------------------
e. For flights exiting Shanwick OCA directly to the SOTA, the EET for the Shannon boundary filed in Item 18 of the
flight plan is to be the EET of crossing the Shanwick/SOTA boundary
(RODEL/SOMAX/BEDRA/KOGAD/OMOKO/TAMEL or LASNO).

f. ---- Effective thru 11 Nov 2015: ----

For flights exiting Shanwick OCA directly to the BOTA, the EET for the Brest boundary filed in Item 18 of the
flight plan is to be the EET of crossing the Shanwick/BOTA boundary (ETIKI/SEPAL or SIVIR).
------------------------------
---- Effective 12 Nov 2015: ----
For flights exiting Shanwick OCA directly to the BOTA, the EET for the Brest boundary filed in Item 18 of the
flight plan is to be the EET of crossing the Shanwick/BOTA boundary (ETIKI/UMLER/SEPAL/BUNAV or SIVIR).
------------------------------
g. For flights entering Shanwick OCA directly from the NOTA, the EET for the Shanwick OCA filed in Item 18 of the
flight plan is to be the EET for the point of crossing the Shanwick/NOTA boundary
(VENER/RESNO/ETARI/PIKIL/BILTO/SUNOT or AGORI).

h. For flights exiting Shanwick OCA directly to the NOTA, the EET for the Shannon boundary filed in Item 18 of the
flight plan is to be the EET of crossing the Shanwick/NOTA boundary
(VENER/RESNO/ETARI/PIKIL/BILTO/SUNOT or AGORI).

WAKE TURBULENCE

Wake Turbulence Categories

Aircraft types B-707, DC-8, VC-10 and IL-62 have been re-classified and are now grouped into the weight category
MEDIUM for separation purposes only. Pilots of these aircraft are not expected to add the word HEAVY to their call sign
when establishing radio contact with ATC units or when changing frequencies.

Aircraft types B-757, B-707, DC-8, VC-10 and IL-62 are classified as UPPER MEDIUM for wake vortex purposes only.
Other MEDIUM aircraft types are classified as LOWER MEDIUM. These categories are used for the purpose of spacing
in the approach phase only and do not apply to departing aircraft.
 Wake Turbulence Categories

Category ICAO and Flight Plan UK Departures (kg) UK Arrivals (kg)

(kg)

HEAVY (H) 136000 or greater 136000 or greater 136000 or greater

MEDIUM (M) 7000-136000 40000-136000 N/A

UPPER MEDIUM (UM) N/A N/A 104000-136000

LOWER MEDIUM (LM) N/A N/A 40000-104000

SMALL (S) (UK only) N/A 17000-40000 17000-40000

LIGHT (L) 7000 or less 17000 or less 17000 or less

NOTE: The wake turbulence category of an aircraft should be indicated on the flight plan (Item 9) as “J” (A380-800),
“H”, “M”, or “L”.

Wake Turbulence Separation Minimums - Time Based Separation (TBS) for Final Approach

NATS has developed an operational concept to utilize time, as opposed to distance, for wake turbulence and
surveillance separation within a surveillance environment for application only during the final approach phase of flight.

The TBS minimums provide consistent time separation which are equivalent to the existing distance based separation
minimums in a light headwind - in distance terms this will mean decreasing the equivalent distance separation where
medium and stronger winds exhibit accelerated decay. There will be a slight increase in the equivalent distance
separation in light winds (where there is less decay of wake vortices). The TBS minimums are applied by controllers
using the same practices and procedures as distance based wake turbulence separation. Application of TBS minimums
makes use of controller tool support indicators, in order that the controller can visualize time separation on a controller’s
surveillance system display.

The TBS minimums are shown in the table below and are applied for final approach instead of the distance separation
minimums. Irrespective of the headwind conditions, an absolute distance based wake turbulence separation minimums
of 3NM remains for all wake turbulence separation requirements.
 Time Based Separation Minimums Table

Follower

SUPER UPPER LOWER

HEAVY SMALL LIGHT
HEAVY MEDIUM MEDIUM

SUPER HEAVY
# 135s 158s 158s 158s 158s
A380

HEAVY (H)
# 90s 113s 113s 135s 158s
136000 or greater

UPPER MEDIUM
Leader (UM) # # 68s 90s 90s 135s
104000-136000kg

LOWER MEDIUM
(LM) # # # # 68s 113s
40000-104000kg

SMALL (S)
# # # # 68s 90s
17000-40000kg

LIGHT (L)
# # # # # #
17000kg or less

NOTE: # Signifies that separation for wake turbulence reasons alone is not necessary.

COMMUNICATIONS

Frequency 123.45MHz is available in remote and oceanic areas out of range of VHF ground stations as air-to-air
communication frequency.

Phraseology for Use on Frequency 123.45MHz

As an aircraft may be maintaining watch on more than one frequency, the initial call should include the identification
‘Interpilot’.

For use when making a directed call to a specific aircraft:

– “(Callsign of aircraft being called) (callsign of calling aircraft) interpilot, do you read.”

For use when making a general call:

– “Any aircraft vicinity of (specific position) (callsign of calling aircraft) interpilot (any additional appropriate
information).”
RVSM EXEMPTIONS

RVSM Exemptions - Application Procedure

An application for an RVSM exemption will be treated on an individual basis, and will be issued for a specific period in
respect of a specific aircraft, or a series of aircraft (e.g. in support to MoD tasks). Operators requiring RVSM exemption
shall contact:

Head Airspace Regulation

Address: K6, G1
CAA House
45-59 Kingsway
London WC2B 6TE
Tel: +44 20 7453 6553
Fax: +44 20 7453 6565
E-Mail: [email protected]

RVSM exemptions will be returned by quickest means. It is essential that the serial number is stated in the FPL
otherwise entry into UK RVSM airspace will be refused.

Additional Flight Planning Requirements

For all flights, in Item 15 a maximum of FL280 to the point where the flight wishes to enter the RVSM airspace. Do not
enter details at FL290 or above anywhere in Item 15.

For all flights, in Item 18 include the RVSM status and exemption serial number, e.g.

STS/UK RVSM EXEMPT.... Serial Number

NOTE 1: Operators of non RVSM approved aircraft are not to enter W in Item 10 even in this specific exemption.
NOTE 2: An RVSM exemption does not confer any right to enter RVSM airspace as GAT unless specifically agreed by
the appropriate ATC.

Flight Testing or CAA Airworthiness Test Flights

In Item 15, enter route details, e.g. OAT, VLN, SMG, VLN, and then the return rejoining point to destination not above
FL280. If airport of departure is outside the ATS route structure, insert the appropriate routing. If the final intention is to
rejoin the ATS route structure, file to rejoin at the appropriate point not above FL280.

In Item 18, insert RVSM status and Exemption Serial Number (If applicable) and: “RMK/Flight Testing”, or “RMK/CAA
Airworthiness Flight Test” as appropriate with requested FL in RVSM airspace.

Overflight of Strumble HMU

Aircraft should file flight plan via Strumble in accordance with standard routing. If flying along ATS routes specifically to
STU, insert the required routing to destination. For flights intending to receive a service from London Radar (Military
Control) for the purposes of conducting air tests or CAA airworthiness test flights prior to overflying the Strumble HMU,
or intending to fly OAT (off route) to facilitate flight over the Strumble HMU without flying along the ATS route structure,
the appropriate routing shall be filed. In Item 18 of the FPL add: “RMK/HMU FLT” beside other details.
Notification to ATC

Pilots must pre-arrange handling in RVSM airspace by contacting the appropriate ACC Supervisor or Military Supervisor
as appropriate on one of the following numbers:

LACC Civil Supervisor

Tel: +44 1489 612420

London (Mil) West Bank Supervisor

Tel: +44 1489 612417

London (Mil) East Bank Supervisor

Tel: +44 1489 612408

London (Mil) North Supervisor

Tel: +44 12380 401509

ScACC Civil Supervisor

Tel: +44 1292 692763

In addition to filing the appropriate flight plan in order to ensure correct handling, captains should also pass the relevant
flight profile details to the appropriate ATC supervisor.

Operators requiring overflight over the Strumble HMU should avoid peak periods as ATC need to provide 2000ft
separation against traffic above FL290. If in doubt suitable timings can be arranged with the LACC Civil ATC
Supervisor.

DIRECT ROUTE AIRSPACE (DRA)

DRA established within Scottish UIR, FL255 to FL660. DRA implementation enables aircraft operators to flight plan
direct routeing between specific entry/exit points and defined intermediate waypoints.

LONDON AND SCOTTISH FIR HIGH LEVEL RNAV1 TRIAL

---- Effective 12 Nov 2015: ----

The trial will be effective from 12 November 15 and end on 25 May 16.
------------------------------
---- Effective 12 Nov 2015: ----
The trial will introduce two RNAV1 upper air routes:
------------------------------
– ---- Effective 12 Nov 2015: ----
T88, MIMVA - TOLSA - OKAMA - EMLON - LEGRO - NALAX - OTR - UMBEL - RIKUD - NATEB;
------------------------------
– ---- Effective 12 Nov 2015: ----
T87, RAPIX - TEBRA - KOPUL - GILDA - LAM - WELIN.
------------------------------
---- Effective 12 Nov 2015: ----
Aircraft flying the trial RNAV1 high level routes may receive radar vectors or direct routeings from ATC in keeping with
operating procedures, although the purpose of the trial is to gather track-keeping data which should see the majority of
aircraft left on their own navigation whilst on the routes.
------------------------------
---- Effective 12 Nov 2015: ----
The trial RNAV routes will only be available to carriers and to aircraft that are equipped and approved in accordance
with the requirements of the JAA Temporary Guidance Leaflet (TGL) No. 10 Revision 1, or equivalent, and where the
operator has been approved by their State of registry for RNAV1 operations.
------------------------------
---- Effective 12 Nov 2015: ----
The trial RNAV routes will only be available to those aircraft that are either GNSS equipped or that have a DME/DME
and INS/ IRU.
------------------------------
---- Effective 12 Nov 2015: ----
In case of aircraft avionics failure the flight crew shall make their intentions known to ATC as soon as possible and
follow their standard procedures for such an occurrence.
------------------------------
---- Effective 12 Nov 2015: ----
In the event that the required navigation equipment fails, the flight crew shall advise ATC that they can no longer
continue with the route, or are unable to accept the procedure, with the phraseology:
------------------------------
– ---- Effective 12 Nov 2015: ----
‘Callsign), unable RNAV due equipment’.
------------------------------
SECONDARY SURVEILLANCE RADAR (SSR)

Applicability Requirements

SSR Transponder Equipment within Notified Mode S Enhanced Surveillance Airspace

All fixed-wing aeroplanes operating under IFR having a maximum take-off mass in excess of Mode S
5700kg or having a maximum cruising true airspeed capability in excess of 250kt. Enhanced
Surveillance

All other aircraft Mode S

Elementary
Surveillance

SSR Transponder Equipment within other UK Airspace

All aircraft within United Kingdom controlled airspace of classification “A”, “B” and “C”.

All aircraft operating under IFR within United Kingdom controlled airspace of classification “D”
and “E”.

Mode S
All aircraft within United Kingdom airspace at and above FL100.
Elementary
Surveillance
All aircraft within United Kingdom airspace notified as a ‘Transponder Mandatory Zone’.

NOTE: Applies to airspace classes “D”, “E”, “F” and “G” as appropriate.

All aircraft (including EU-OPS aeroplanes) registered in the United Kingdom, flying for the
purpose of public transport.

The vertical and lateral limits of the London Terminal Control Area (TMA) is notified as Mode S Enhanced Surveillance
Airspace.

The Scottish TMA between 6000ft ALT and FL100, the vertical and lateral limit of the Stansted TMZ, the London Array
TMZ and Thanet TMZ are notified as a ‘Transponder Mandatory Zone’ Airspace.

SSR Code Assignment

Unless otherwise instructed by ATC, Mode S transponder equipped aircraft on the aerodrome surface should select
Mode A code 2000 when under tow; or parked and prior to selecting OFF or STDBY.

DATA LINK SERVICES

Data link services are available in domestic airspace and are distinct from Oceanic CPDLC procedures. CPDLC
services are available from FL285 and above and will be provided at FL195 and above where possible within the
London and Scottish FIR/UIR.
Aircraft transiting the Manchester TMA from London TMA below FL285 will maintain a logon with EGPX but will not
receive CPDLC service.

Flight Plan

In order to use the CPDLC services, pilots shall file the respective equipage (J1 for CPDLC ATN VDL Mode 2; J3 for
CPDLC FANS 1/A VDL Mode A; or J4 for CPDLC FANS 1/A VDL Mode 2l) in their flight plan in accordance with Flight
Plan 2012 J codes.

For flights granted a CPDLC exemption, the indicator DAT/CPDLCX shall be included in Item 18 of the flight plan.

Establishment of a CPDLC Connection

Establishment of a CPDLC connection through the initiation of a logon is a pre requisite for receiving CPDLC service.
Prior to initiating the logon, the flight crew should verify the correctness of the logon information associated with the
flight plan.

CPDLC service is only established when all the required logon parameters match those contained in the ICAO flight
plan:

For an ATN logon:

– Mode S aircraft-ID i.e. ICAO [flight plan Item 7] call sign;

– aircraft ID - 24bit address, which is mandatory for ATN aircraft;

– ICAO flight plan departure and destination airfields (not IATA codes); these are used to match the flight with the
system flight plan stored in the ground system.

For a FANS logon:

– Mode S aircraft-ID i.e. ICAO [flight plan Item 7] call sign;

– aircraft registration;

– ICAO flight plan departure and destination airfields (not IATA codes); these are used to match the flight with the
system flight plan stored in the ground system.

ICAO 24 bit aircraft address is not mandatory, but will be used where available to support the matching of aircraft with
the system flight plan stored in the ground system.

Current Data Authority (CDA)/Next Data Authority (NDA) Confirmation

Aircraft entering the Scottish or London data authority for the first time will receive a welcome message to establish
CDA. The welcome message will be an uplink UM183 (with ATSU facility designator) to all CPDLC equipped aircraft.
Aircraft must respond to this message for CDA to be established.

Logon for Transiting Aircraft

The data authority address for London ACC is EGTT. The data authority address for Scottish ACC is EGPX.

CPDLC log on shall be established in sufficient time to ensure that the aircraft is communicating with the appropriate
data authority.

For flights departing aerodromes in the UK logon may also be conducted by aircraft on the ground where coverage
exists.
DIFFERENCES FROM ICAO STANDARDS AND PROCEDURES

ICAO REFERENCE

Annex 2

4.1 The UK conforms to the ICAO table of VMC minima except as follows:

Additionally, in class “C”, “D” and “E” airspace, VFR flight is allowed by aircraft, other than helicopters, at or below
3000ft AMSL at a speed of 140kt or less, which remain clear of cloud and in sight of the surface and in a flight visibility
of at least 5km. Helicopters may fly VFR in class “C”, “D” or “E” airspace at or below 3000ft AMSL provided that they
remain clear of cloud and in sight of the surface.

For more differences to ICAO refer to Jeppesen ATC-Chapter “SERA (Standardized European Rules of the Air) -
Differences to ICAO Annex 2 and 11”.

PANS-ATM (DOC 4444)

4.5.7.2.1 The phraseology 'Cleared via flight plan route' is not used in the UK.

4.5.7.5.1 In addition, the following Items are to be read back in full: taxi/ towing instructions, approach clearances,
altimeter settings, VDF information, type of ATS Surveillance Service being received and frequency changes.

6.3.2.4 When a departing aircraft on a SID is cleared to climb to a level higher than the initially cleared level or the
level(s) specified in a SID, the aircraft shall climb directly to the cleared level, unless the SID vertical restrictions are
reiterated as part of the clearance.

12.2.4 Pilots are not required to report non-approved RVSM status in all requests for level changes and their readbacks.

12.3.1.2 (a) For level changes and reports: ‘TO’ shall only be used to describe altitude or height, e.g. ‘DESCEND TO
ALTITUDE 3000ft’. It is not used when describing flight levels, e.g. ‘CLIMB FL250’.

12.3.2.1 (c) & (d) RECLEARED is to be used only when it relates to an ATC route clearance, airways, reporting points
and waypoints, but NOT for instructions to climb and descend. The phrase ‘CONTINUE AS CLEARED’ is not to be used
in the UK.

12.3.2.4 (c) ‘CRUISE CLIMB’ is not used in the UK.

12.4.1.8 (e) & (f) For avoiding action the following phraseology will be used: AVOIDING ACTION. Turn left (or right)
immediately heading (three digits). Traffic (bearing by clock reference and distance).

15.1.4 UK controlled airspace is complex and congested; traffic is often orientated on the airway in certain directions or
flows. Therefore, if able, aircraft executing an emergency descent should remain on the assigned route or track whilst
carrying out the descent; unless to do so otherwise would endanger the aircraft.

15.1.4.2 Upon hearing an emergency descent broadcast on the ATC frequency, pilots should: maintain radio silence,
listen for instructions from ATC, maintain a good visual lookout and respond to TCAS advisories.