¶ EGSS London Stansted Aerodrome Procedures
NOT FOR REAL WORLD USE
Last Updated: April 2024
¶ General
¶ ATC positions
| Position | Logon Callsign | RT Callsign | Frequency |
|---|---|---|---|
| GMP | EGSS_DEL | Stansted Delivery | 121.955 |
| GMC | EGSS_GND | Stansted Ground | 121.730 |
| AIR | EGSS_TWR | Stansted Tower | 123.805 |
| INT | EGSS_APP | Stansted Radar | 120.625 |
| FIN | EGSS_F_APP | Stansted Director | 136.200 |
| ESX INT | EGSS_E_APP | Stansted Radar | 132.050 |
¶ Position opening & Bandboxing policy
¶ Stansted ADC
GMP may only be staffed when Stansted GMC is connected. If GMP is not staffed the role will be assumed by GMC if open or the online AIR controller.
¶ Stansted APC
INT shall be the first position to be opened. When online without FIN, INT shall assume the responsibility of both positions and provide bandboxed coverage.
FIN shall be the second position to be opened. When online, the controller will carry out the functions of the FIN controller.
An AIR position must be online before FIN can be opened. If the AIR position goes offline whilst connected and another controller can not be found to carry out the Tower duties, then the FIN position must be closed. If the traffic situation means it cannot be closed straight away, it must be closed as soon as possible. During that time, FIN will assume responsibility for aerodrome control.
¶ Essex INT
During periods of low traffic a combined frequency of both Stansted Radar and Luton Radar may be used.
If Essex INT is online and either Stansted INT or Luton INT are online, Essex INT must relinquish control of those sectors.
If Essex INT is online and both Stansted INT and Luton INT are online. Essex INT must close.
Essex INT may remain online alongside Stansted INT and Luton INT if required for events, only with permission from the ATC Operations Department.
¶ Aerodrome Control
Aerodrome Control responsibilities are split into:
- Ground Movement Planner (GMP) “Stansted Delivery:”
- Ground Movement Control (GMC) “Stansted Ground”
- Air Control (AIR) “Stansted Tower”
¶ Runway selection
During daytime operations (0600hrs to 2330hrs local), preference should be given to the westerly runway (22) unless the tailwind component is greater than 5 knots at aerodrome level, or greater than 10 knots at 1000ft on the approach, in which case the easterly runways (04) should be used.
AIR is responsible for runway selection.
¶ Altimetry
Departing aircraft are to be given the Stansted QNH prior to take-off.
Arriving aircraft below the transition level are to be given the Stansted QNH.
Aircraft entering the aerodrome traffic circuit are to operate on the Stansted QFE.
Stansted QFE = QNH - 12 hPa
¶ Transition Altitude
6000 ft
¶ Transition Level
By ATC.
¶ CAT II/III Operations
Runways 04 and 22 are suitable for Category ll/lll operations.
During Category ll/lll operations, special ATC procedures (ATC Low Visibility Procedures) will be applied. Pilots will be informed when these procedures are in operation by ATIS broadcast or by RTF.
¶ Low Visibility Procedures
ATC Low Visibility Procedures come into effect when:
- IRVR or MET is less than 600m
- Cloud Ceiling is 200ft or less
¶ Restrictions
- Pilots shall be informed by ATIS broadcast and on frequency when LVP’s are in force.
- Departing aircraft: ATC will require departing aircraft to use the following Category ll/lll holding points:
Runway 04 – Golf 3, Whisky 3, Hotel 3, Kilo 3 or Lima 3;
Runway 22 – Quebec 3, Romeo 3 or Sierra 3. - Conditional Clearances are suspended.
The following spacing should be used for arrivals during LVPs:
10nm or greater between successive arrivals, reducing to 6nm when no departures are expected.
¶ Ground Movement Planner (GMP)
¶ Responsibilities
- Clearance Delivery and issuing of ATC departure clearances.
- Requesting non-standard IFR departure clearances.
¶ Co-ordination
GMP shall co-ordinate with GMC
- Pre-notes for non-standard and/or VFR flights.
- Air Traffic Flow Management (ATFM) Delays.
¶ Clearance Delivery
¶ Intra LTMA flights
Flights from Stansted to anywhere in the London TMA usually require a precise routing, the preferred routings can be found in the Standard Routing Document (SRD).
¶ CPDLC/ DCL
Datalink clearances are in use at Stansted.
Only the controller covering GMP (or GMP top-down) shall use the code EGSS when logging on.
¶ Ground Movement Control (GMC)
¶ Responsibilities
- All aircraft ground movement on the manoeuvring area except for the active runway and holding points.
- Pre-noting of relevant Terminal/ Area Control sector’s.
- Stand allocation.
¶ Start-Up
Pre-notes should be sent to the relevant online London TC/AC controller for flights departing to airports inside the LTMA on pushback/ start-up.
¶ Taxi
¶ Runway crossing procedures
GMC shall not cross aircraft on an active runway. Aircraft should be cleared to a runway holding point and prior to transfer instructed to hold short of the runway. To expedite the flow of traffic the GMC controller may pass onward taxi instructions for the crossing traffic to the relevant AIR controller.
¶ Stand Allocation
GMC is responsible for stand allocation. In the absence of GMC, the controller covering GMC top down will be responsible for stand allocation.
There are two terminals at Stansted, although only one is in use as a commercial passenger terminal. Stand allocation is as follows:
| Cargo Operators, excluding FedEx | 1 - 6 |
| All Airlines excluding RYR | 10 - 34 |
| Exclusively RYR | 40 - 85 |
| FedEx only | 204 - 214 |
| Executive aircraft | 501 - 509 |
| Long stay executive aircraft | 510 - 515, 517, 519 |
| Non-Passenger Titan Flights | 516 and 518 |
¶ Air Control (AIR)
¶ Responsibilities
- Absolute authority over all movements on the active runway and holding points.
- Control of all aircraft within the ATZ and visual circuit.
- Ground Movement Control responsibilities when GMC is closed.
- Ground Movement Planner responsibilities when GMP is closed.
- Requesting departure releases from the relevant Area Control Sector.
¶ Co-ordination
AIR shall co-ordinate with Stansted Radar (INT):
- Departing non standard IFR and VFR flights.
AIR shall co-ordinate with London Terminal Control (TC):
- Departure releases on specific departures.
¶ Releases
¶ IFR flights to local airfields
Aircraft routing to destinations within the London TMA require a release from the relevant TC sector prior to departure.
¶ Departures via DET
Departures routing via DET require a release from NE DEPS before the take-off clearance can be issued.
¶ Runway procedures
¶ Runway entry and crossing procedures
Unless an aircraft is departing from the full length, the word ‘via’ must be used for all line-up instructions with regards to the runway holding point entering the runway.
Holding points considered full length are as follows:
- 22 = R1 and S1
- 04 = H1
All crossing clearances must use the word ‘at’ with regards to the runway holding point entering the runway.
¶ Conditional clearances
Conditional clearances are only to be issued when the subject traffic lining-up or crossing is next to use the runway behind the arriving/departing aircraft upon which the condition is given.
¶ Multiple line-up clearances
Controllers should be aware of the conditions in which multiple aircraft may line up (MATS Part 1, Section 2, Chapter 1, Paragraph 14.1).
Aircraft may be lined up from multiple holding points providing a suitable gap between them remains, e.g.:
- 22 = Q1 and S1 or R1
- 04 = L1 and H1 but not K1 and H1
¶ Runway occupancy
A landing clearance shall only be given (except where a land-after instruction is issued) when the following criteria has been met:
- During normal conditions, when the preceding aircraft is clear of the runway edge markings and is in movement to the runway holding point line. If the preceding aircraft is not in movement to the runway holding point, it is considered vacated if the aircraft's return is beyond the halfway point between the runway edge marking and the runway holding point line.
- During LVP conditions, when the preceding aircraft is beyond the runway holding point line.
A land-after instruction may be issued provided that:
- The runway is long enough to allow safe separation between the two aircraft and there is no evidence to indicate that braking may be adversely affected.
- It is during daylight hours.
- The preceding landing aircraft is not required to backtrack in order to vacate the runway.
- The controller is satisfied that the landing aircraft will be able to see the preceding aircraft which has landed, clearly and continuously, until it has vacated the runway.
- The pilot of the following aircraft is warned. Responsibility for ensuring adequate separation rests with the pilot of the following aircraft.
A landing aircraft, which is considered by a controller to be dangerously positioned on final approach, shall be instructed to carry out a missed approach. An aircraft can be considered as dangerously positioned when it is poorly placed either laterally or vertically for the landing runway.
¶ Departure Separation
¶ Wake turbulence
Wake turbulence separation minima on departure shall be applied by measuring airborne times between successive aircraft. Take-off clearance may be issued with an allowance for the anticipated take-off run on the runway; however, the airborne time interval shall reflect a difference of at least the required time separation. ATC does not have the discretion to reduce wake turbulence separation minima.
CAA Departure separation minima must be applied between departing aircraft. Departure separation minima can also be found within the XU Quickview.
¶ Route separation
| Leading aircraft | Following aircraft | Separation (Mins) |
|---|---|---|
| NUGBO | NUGBO | 3 |
| UTAVA | BKY, UTAVA or NUGBO | 2 |
| UTAVA | CLN, DET or LAM | 1 |
| BKY or NUGBO | BKY or NUGBO | 2 |
| BKY or NUGBO | UTAVA | 2 |
| BKY or NUGBO | CLN, DET or LAM | 1 |
| CLN, DET or LAM | CLN, DET or LAM | 2 |
| CLN, DET or LAM | BKY or NUGBO | 1 |
| CLN, DET or LAM | UTAVA | 1 |
Aircraft departing from an intersection require an additional minute to the times stated above.
¶ Transfer of control
¶ Departures
Outbound aircraft may only be transferred once all aerodrome conflicts have been resolved and the aircraft has been seen to commence its initial turn onto track.
Stansted departures are split between two sectors, with Northbound departures (BKY, NUGBO and UTAVA) being handed to FIN and Southbound departures (CLN, DET and LAM) being handed to NE DEPS.
¶ Arrivals
FIN is responsible for the necessary spacing between inbound aircraft. The AIR controller should monitor inbound aircraft to check that the correct spacing is being achieved.
FIN will transfer arrivals to AIR not less than 5nm from touchdown and on the final approach, with the instruction to contact with their callsign only.
AIR may ask FIN for increased spacing for the purposes of sequencing departures, circuit traffic or for other operational considerations.
¶ Missed approach
On becoming aware of an aircraft executing a go-around or after instructing an aircraft to ‘go-around’ the AIR Arrivals controller is to:
- Ensure separation is maintained.
- Once separation is assured, coordinate with FIN passing callsign, heading and reason for missed approach. The FIN controller shall issue the onward frequency and any revised heading/altitude.
Before resuming departures, coordination must be effected by the AIR and FIN controllers. All departures following a missed approach are subject to release by FIN, including departures that are handed directly to NE DEPS, until cancelled by FIN.
¶ Helicopter operations and low-level departures
Helicopters departing the Stansted Control Zone shall have their clearance requested from Stansted Radar. Depending on the parking position of the helicopter it should be handed to GMC or AIR as appropriate
¶ Helicopter movements
Helicopters may land and depart from the area marked as H on TWY F between 0700-2300 winter and 0600-2200 summer. The visibility must be greater than 1500m and the cloud ceiling greater than 300ft.
Permission to depart must be obtained from and provided by AIR. Outside of these times and if the weather conditions are not met, the active runway must be used.
When approaching from the west, helicopters should route via the Bury Lodge Hotel and remain clear of Burton End. From the west they should pass over the active runway threshold not below 500ft. On reaching the 'H' the tower will issue a landing or departing clearance. Inbound helicopters or those transiting may be required to hold at the following VRPs:
- From the north: North end of Hangar 7
- From the south: Hangar 8, clear of the airside road.
- To/from the west: Hazelend Wood VRP/Puckeridge VRP.
¶ VFR fixed wing operations
VFR fixed wing transits must not penetrate the ATZ without approval from AIR. A gap should be made in the arrival stream to facilitate the crossing. Crossing overhead the airfield should be made at the landing threshold of the runway in use.
VFR fixed wing arrivals and departures will be told to route via one of the designated VFR entry/exit lanes at an altitude not above 2000ft VFR or 1500ft SVFR.
¶ Stansted Radar (SS INT)
¶ Area of responsibility
Stansted Radar is responsible for aircraft within the Stansted CTR, CTA’s, RMA and aircraft inbound to Luton via the ABBOT hold.
¶ Radar Buffer
A 3nm Radar buffer exists between Luton and Stansted from DB up to FL80. Stansted must not vector traffic to cross the radar buffer below FL80 without coordination with Luton.
To display the Buffer within the sector file: Shift click + LS, Enable SS-GW Buffer.
¶ x-y Line
A line from the Stansted ARP, Extending through BKY.
To facilitate further climb to MSL, UTAVA, NUGBO and BKY departures should be radar vectored by INT/FIN to remain west of this line.
22 Arrivals may only descend below 5000ft west/ east of the line.
04 Arrivals should not be instructed to descend below 6000ft until south-west of the line.
¶ Northern edge of Airway Q295
To be added
¶ Intermediate Approach (INT)
- The acceptance of releases from the appropriate LTC sector and control of aircraft inbound to:
- Stansted from the release point until control is transferred to either FIN or Stansted ADC.
- Luton from the release point until control is handed to Luton APC
- Cambridge from the release point until control is handed to Cambridge APC
- Radar vectoring and sequencing for ILS, RNAV or visual approaches.
- Aircraft operating within the vicinity of the Stansted CTR and requesting a service from Stansted APC.
¶ Final Director (FIN)
- Radar vectoring and sequencing for ILS, RNAV or visual approaches.
- The control of outbound traffic from Stansted routing via BKY, NUGBO or UTAVA, from the initial point of contact, until control is transferred to the appropriate LTC sector.
¶ Inbound procedures
¶ Inbound releases
The standard release points are ABBOT and BKY.
LTC controllers may transfer inbound aircraft to Stansted Radar by silent handover provided that:
- Aircraft are inbound to a standard release point.
- Aircraft are descending to or are at their release level and it has been annotated in the CFL box.
Stansted APC may descend an aircraft to MSL inbound to ABBOT, but not BKY due to departures climbing to MSL below.
¶ Continuous descent approaches
The procedure requires specific speeds to be assigned to aircraft and accurate, adequate range from touchdown information. CDAs should ideally be used for all inbound aircraft to Stansted. Example - “RYR45YP, 29 track miles from touchdown runway 22, descend to altitude 6000ft, QNH1014”.
- To assist pilots in the management of their descent, ranges from touchdown are to be passed as follows:
- When first issuing descent clearance from a flight level to an altitude.
- On first contact with FIN.
- If DME is unserviceable, ranges should be passed on the intercept heading to the ILS.
- If a previous estimate has become invalid, a new distance should be passed (e.g. change in landing order).
Descent clearance below 2500ft is not to be given until the aircraft is 10nm from touchdown.
¶ Transfer to FIN
Inbound aircraft should be transferred to FIN descending to altitude 3000ft and clear of any conflict.
Transfer of communication may be effected using the following phraseology:
"Contact Stansted Director, Callsign only, 136.200"
¶ Arrivals to Cambridge (EGSC)
Aircraft inbound to Cambridge (EGSC) via the airways system will follow the Stansted Standard Arrival Routes (STARs).
FIN will co-ordinate a level at the CAM NDB(L) with SC RAD and will issue the inbound aircraft with a clearance to leave controlled airspace.
SC RAD must assign an SSR code for each inbound aircraft to provide positive identification of inbounds.
¶ Arrivals to Luton (EGGW)
Aircraft inbound to Luton via ABBOT should be vectored clear of conflict with Stansted arrivals and departures, and positioned through the Luton Gate.
The Luton Gate can be considered to be a line between LOREL and the boundary of Stansted RMA sectors A and C.
SS INT will descent to 5000ft on radar heading 270 and at 220 knots in to the Luton Gate.
¶ Aircraft on final approach
¶ Separation
A minimum radar separation of 3nm shall be used for all arriving traffic.
¶ Missed approach procedures
In the event of a missed approach, AIR will pass details of the missed approach to the FIN.
FIN shall issue a heading and frequency to which the subject aircraft will be transferred, to integrate them within the arrival sequence.
All departures following a missed approach are subject to release by FIN, including departures that are handed directly to NE DEPS, until cancelled by FIN.
¶ Transfer to AIR
Aircraft should be transferred to AIR not less than 5nm from touchdown with the instruction to contact AIR with their callsign only.
"EZY78US contact Stansted Tower, callsign only, 123.805"
¶ Outbound procedures
¶ BKY, NUGBO and UTAVA departures
Departures using BKY, NUGBO and UTAVA should be radar vectored to remain south of and clear of arrivals via BKY/LOREL, in the climb to MSL.
¶ Helicopter and low level procedures
¶ Squawk Codes
| Use | Code |
|---|---|
| TC Stansted | 7402 — 7414 |
| Stansted Listening | 7013* |
Aircraft operating in the vicinity of the Stansted CTR must be positively identified with a discrete SSR code prior to any service being applied.
*Aircraft operating in the vicinity of the Stansted CTR/CTA and not requiring a service may squawk 7013 and maintain a listening watch on INT's frequency. Aircraft squawking 7013 are not considered to be positively identified for the purposes of providing a service and a discrete SSR code must be provided.
¶ VFR control
¶ VFR Circuits
NATS AIP currently forbids training at this aerodrome. The exception for the circuit rule are;
- When an aircraft is flying a visual circuit as part of a missed approach purpose
- When a student of IVAO XU divisional training is commencing an IVAO XU training session or any time thereafter their first session whilst an active ADC student for the sole purpose of their ongoing training
VFR circuits operate to the south of the airfield not above 2000ft on the local QNH.
¶ VFR Departures/ Arrivals
Controllers should be aware that VFR aircraft routing to or from Stansted, should route via one of four designated lanes. These are:
- Audley End Railway Station via the M11 motorway.
- Canfield A120/B1256 Interchange.
- Puckeridge via North of A120, Avoiding Bishops Stortford.
- Nuthampstead VRP.
¶ Transponder mandatory zone
The Stansted CTR and elements below CTA1 and 2 are Transponder Mandatory Zones, all aircraft must operate a transponder.
¶ Helicopter Procedures
All rotorcraft must use the runways for take off and landing.
Ground Movement - Helicopters will hover/taxi to an allocated parking area. While helicopters are operating on the manoeuvring area, extreme caution must be exercised regarding wing-tip clearance and turbulence.