¶ EGKK London Gatwick Aerodrome Procedures
NOT FOR REAL WORLD USE
Last update: November 2024
Changes to previous versions of this documentation are highlighted in yellow.
¶ General
¶ ATC positions
| Position | Logon Callsign | RT Callsign | Frequency |
|---|---|---|---|
| GMP | EGKK_DEL | Gatwick Delivery | 121.955 |
| GMC | EGKK_GND | Gatwick Ground | 121.805 |
| AIR | EGKK_TWR | Gatwick Tower | 124.230 |
| INT | EGKK_APP | Gatwick Director | 126.825 |
| FIN | EGKK_F_APP | Gatwick Director | 118.950 |
¶ Position opening & Bandboxing policy
¶ Gatwick ADC
GMP may only be staffed when Gatwick GMC is connected. If GMP is not staffed the role will be assumed by GMC if open or the online AIR controller.
¶ Gatwick 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.
¶ Aerodrome Control
Aerodrome control responsibilities at Gatwick are split into:
- Air Control (AIR) “Gatwick Tower”
- Ground Movement Control (GMC) “Gatwick Ground”
- Ground Movement Planner (GMP) “Gatwick Delivery”
¶ Runway selection
Preference should be given to the westerly runway (26L or R) 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 (08L or R) should be used.
AIR is in charge of the runway selection.
08L/26R must never be used as a runway at the same time as 08R/26L. The northern runway will only be used when the main runway is non-operational by reason of an accident/incident, or a structural defect or when planned maintenance is being carried out.
When the northern runway is being brought into planned use, no arrivals, departures or approaches shall be permitted for a period of 15 minutes following the last arrival/departure on the southern runway.
¶ Altimeter Setting
Departing aircraft are to be given the Gatwick QNH prior to take-off.
Arriving aircraft below the transition level are to be given the Gatwick QNH.
Aircraft entering the aerodrome traffic circuit are to operate on the Gatwick QFE.
Gatwick QFE = Gatwick QNH - 7 hPa
¶ Transition Altitude
6000 ft
¶ Transition Level
By ATC.
¶ CAT II/III Operations
Runways 08R and 26L are suitable for Category ll and lll operations by operators whose minima have been accepted by the Civil Aviation Authority.
During Category ll and lll operations, Special ATC procedures (ATC Low Visibility Procedures) will be applied.
¶ Low Visibility Procedures
ATC Low Visibility Procedures (LVPs) come into effect when:
- IRVR is less than 600m.
¶ Restrictions
CAT III holding points shall be used.
- Runway 26L : A3, C3 or M3.
- Runway 08R : J3, J4, J7, H3 or G3.
Pilots should be informed by ATIS or on frequency when LVPs are in force. Pilots should be informed again when LVP’s are cancelled.
The following spacing should be used for arrivals during LVPs:
- 8nm behind a Super
- 6nm behind a Heavy or Upper
- 5nm behind a Medium, Small or Light
Runway 26R/08L is not equipped for low visibility procedures. Therefore, if no other runways are available and LVPs are in force, the airport must close.
¶ Ground Movement Planner
¶ Responsibilities
- Clearance Delivery and issuing ATC departure clearances.
- Issuing of Air Traffic Flow Management (ATFM) Delays.
- Managing the workload of GMC by transferring aircraft ready for start-up in an appropriate order.
¶ Clearance Delivery
¶ SFD/BOGNA/HARDY departures
- BOGNA and HARDY departures are not to be issued between 2300 - 0600z (Winter) and 2200 - 0500z - due to environmental reasons. During these hours, aircraft should be issued with the appropriate SFD SID.
- During Westerly operations (26L) SFD departures are not to be issued between 0600 and 2300z (Winter) and 0500 and 2200z (Summer) due to environmental reasons. During these hours, aircraft should be issued with the appropriate BOGNA/ HARDY SID.
- During Easterly operations, SFD shall be used unconditionally
¶ BIG/DAGGA/TIGER/WIZAD departures
DAGGA, TIGER and WIZAD departures are used by ATC to alleviate airspace congestion. They should not be used for flight planning purposes. WIZAD, TIGER and DAGGA SIDs are not available for B701/703, B721/722, DC8, DC9, BA11, TU34, TU54, IL62. WIZAD and TIGER are only available between 0600 and 2200z (Summer) or 0700 and 2300z (Winter).
Co-ordination should be effected with TC prior to their use.
¶ IFR flights to local airfields
Aircraft routing to destinations within the London TMA require a release from the relevant TC sector prior to departure.
¶ Flights To Thames
Flights to EGLC or EGKB must file either a FRANE departure and cruise at MSL+1
- Flights should route: FRANE terminating at DET DCT GODLU climb to altitude 4000ft
- A release from LTC is required.
¶ Flights to Southend
Flights to EGMC must file either a FRANE departure.
- Flights should route: FRANE terminating at DET between climb to altitude 4000ft
- A Release from LTC is required.
¶ Flights To Heathrow
Flights to EGLL must be coordinated with LTC and Gatwick INT.
- Flight should route: DCT ACORN DCT BIG between FL65 and FL75.
- A release from LTC is required.
¶ Flights To Essex
Flights to EGSS or EGGW must file via a FRANE departure.
- Flights should route: FRANE terminating at DET between FL65 and FL95.
- A release from LTC is required.
For more information and routes within the London TMA please refer to the NATS Standard Route Document (SRD)
¶ Start-up
It is the responsibility of the GMP controller to manage the workload of both GMC and AIR by starting aircraft in an appropriate order.
Aircraft should only be transferred to the appropriate GMC controller once the aircraft has reported ready and in line with any departure delays.
Aircraft are transferred to GMC using the following phraseology:
“(Aircraft Callsign), Hold position, contact Gatwick ground, 121.805.”
Pre-notes should be sent to the relevant online TC/LAC controller for flights departing to airports inside the LTMA when pushback is requested and before the aircraft is transferred to GMC.
¶ Ground Movement Control
¶ Responsibilities
- All aircraft ground movements on the manoeuvring area except for the active runways and their access points.
- Stand allocation
¶ Taxi
¶ Taxi Restrictions
When 26R is in use, a restriction is placed upon the size of aircraft that are permitted to taxi to the terminal area using the parallel taxiway (taxiway Juliet) whilst subsequent aircraft are landing. If the taxing aircraft has a wing span in excess of 30 metres, no subsequent aircraft can land on 26R until Juliet has been vacated.
Because of this restriction, a gap of 12 nm is required behind aircraft that have a wingspan in excess of 36 metres.
¶ 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.
AIR controllers may delegate the crossing of traffic on a closed runway to GMC, otherwise the crossing of traffic on a closed runway should be treated as if it were an active runway.
¶ Stand allocation
GMP is responsible for stand allocation. In the absence of GMP, the controller covering GMP top down will be responsible for stand allocation.
There are two terminals at Gatwick, named the North Terminal and South Terminal. They are not inter-connected, and therefore aircraft must be allocated to the correct terminal. Stand allocation is as follows:
| North Terminal | South Terminal | ||
|---|---|---|---|
| TSC | EIN** | EZE | TAP |
| EZY/ EJU/ EZS | MAC | ENT | ZAP |
| UAE | BTI | IBE | THY |
| FHM/ FHY | AEA | EXS | AUI |
| ICE | AMC | NOZ/NSZ** | VLG |
| JBU | AUR | LBT | WUK/ WZZ |
| QTR | BAV | NBT |
|
| RAM | BH Air | RYR** | |
| RWD | BAW** | TGW | |
| TUI | CND | TVS | |
| WJA | CTN | SXS | |
- BAW A320/A321 - Pier 1 (1 - 5), Southside of Pier 2 (10 - 28)
- BAW B772 - Northside of Pier 2 (13 - 25), Pier 3 (31 - 38)
- EIN - Pier 1
- RYR - Pier 1
- NOZ/ NSZ - Pier 2 (10, 12)
A380 Stands:
- 230 - 235 (Remote)
- 558 (Pier 5)
¶ AIR Control
¶ Responsibilities
- Absolute authority over all movements on the active runways and their access points.
- Aircraft within, and in the vicinity of, the ATZ and the aerodrome traffic circuit.
- Requesting releases for non standard departures.
¶ 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:
- 26L = A1 and M1
- 08R = G1, H1 and J1
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.:
- 26L = A1, B1 or C1 but not M1
- 08R = G1, H1 or J1
¶ 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.
¶ 2.5nm minimum radar separation on final approach
AIR may approve a minimum radar separation of 2.5nm provided that:
- It is applied between specific individual pairs of aircraft.
- Wake turbulence separation is not required between the aircraft.
- Visibility is greater than 10km and cloud ceiling is greater than 2500ft.
¶ 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.
Wake turbulence should be applied in line with the UK Wake Turbulence Departure Separation found in CAP493.
Aircraft departing from an intersection require an additional minute.
¶ Route separation
A basic separation of 2 minutes shall be applied to aircraft routing on the same initial departure route. A separation of 1 minute shall be used for aircraft departing on different routes, except in the following cases:
- Where an aircraft from a faster group follows an aircraft from a slower group, the time interval is to be increased by 1 minute for each successive speed group.
- Subject to wake turbulence separation restrictions, the interval for aircraft on the same route may be reduced to 1 minute, provided that the following aircraft is 2 groups or more slower than the preceding aircraft.
- During westerly operations, any departure which isn’t turning right and is preceded or trailed by a SFD departure shall have a 2 minute interval applied.
- During easterly operations, any departure other than a SFD departure which is preceded or trailed by a LAM departure shall have a 2 minute interval applied.
- All South and Westerly SID's including SFD that are in orange below will use the holding points J7 (Easterly) or A2 (Westerly)
- All North and Easterly SIDs in blue below will use the holding points J4 (Easterly) and A3 (Westerly)
The use of alternating holding points will allow the AIR controller to sequence departures with minimal separation by creating two separate queues of departing traffic which will ease congestion during high demand and ensure efficient and expeditious flow of traffic.
The following initial departure routes are to be considered the same for the purposes of route separation:
| Westerly operations | Easterly operations |
|---|---|
| FRANE, LAM and MIMFO | IMVUR, KENET and SAM |
| BOGNA, HARDY and NOVMA | FRANE and ODVIK |
| SFD (2300-0600L) | SFD (0600-2300L) |
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.
During Westerly operations, all departures except TIGER and WIZAD departures contact the appropriate area sector once airborne.
During Easterly operations, all departures except SFD departures contact the appropriate area sector once airborne.
| Departure routing | Sector (Westerlies) | Sector (Easterlies) |
|---|---|---|
| BOGNA | SW DEPS | - |
| DAGGA | SE DEPS | - |
| DVR | - | SE DEPS |
| FRANE | SE DEPS | SE DEPS |
| HARDY | SW DEPS | - |
| KENET | - | SW DEPS |
| IMVUR | - | SW DEPS |
| LAM | SE DEPS | SE DEPS |
| MIMFO | SE DEPS | - |
| NOVMA | SE DEPS | - |
| SAM | - | SW DEPS |
| SFD | - | KK INT |
¶ Arrivals
FIN will retain control of arriving aircraft until the aircraft passes 4nm DME, transfer of communication can occur prior to this point.
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.
Should any corrective action be required for arriving aircraft outside of 4nm DME, coordination should be effected between the AIR controller and FIN.
¶ 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 LTC sectors, until cancelled by FIN.
¶ Approach control
¶ Area of responsibility
Gatwick APC is responsible for aircraft within the Gatwick RMA and CTR.
¶ Intermediate Approach (INT)
- The acceptance of releases from the appropriate LTC sector and control of aircraft inbound to Gatwick from the release point until control is transferred to either FIN or Gatwick ADC.
¶ Final Director (FIN)
- Radar vectoring and sequencing for ILS, RNP or visual approaches.
- The control of outbound traffic from Stansted routing via SFD when on easterly operations, from the initial point of contact, until control is transferred to the appropriate LTC sector.
¶ Squawk Codes
Gatwick SSR code allocation are 3750 - 3767. These are allocated as follows:
| Use | Code |
| TC Gatwick (General usage) | 3750 - 3761 |
| Gatwick ADC circuit traffic and transits | 3764 - 3766 |
| Conspicuity | 3767* |
*Conspicuity squawk used by aircraft arriving or departing redhill and receiving a service from Redhill ATC
Aircraft operating in the vicinity of the Gatwick CTR must be positively identified with a discrete SSR code prior to any service being applied.
Aircraft operating in the vicinity of the Gatwick CTR/CTA and not requiring a service may squawk 7012 and maintain a listening watch on INT's frequency. Aircraft squawking 7012 are not considered to be positively identified for the purposes of providing a service and a discrete SSR code must be provided.
¶ Inbound Procedures
¶ Inbound releases
The standard release points are TIMBA, WILLO and ASTRA.
LTC controllers may transfer inbound aircraft to Gatwick APC 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.
¶ 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 Gatwick Director, Callsign only, 118.950”
¶ Final Approach
¶ Separation
A minimum radar separation of 3nm shall be used for all arriving traffic, unless 2.5nm separation is in use and has been coordinated with AIR.
¶ Missed approach procedures
In the event of a missed approach, AIR will pass details of the missed approach to the appropriate FIN controller. The FIN controller shall issue a heading and frequency to which the subject aircraft will be transferred.
¶ Transfer to AIR
Aircraft should be transferred to AIR not less than 3nm from touchdown with the instruction to contact AIR with their callsign only.
”(Callsign) contact Gatwick Tower, callsign only, 124.230
¶ Outbound procedures
¶ SFD Easterly departures
During Easterly operations, SFD Departures will be transferred to FIN after departure due to the fact that they cross the intermediate and final approach areas.
FIN should climb the aircraft to MSL when able, and handoff to the relevant LTC sector.
¶ Low level procedures
¶ VFR
¶ Circuits
Training flights are not permitted at London Gatwick
¶ Arrivals and Departures
The following VRP's have been established for aircraft operating to and from Gatwick airport:
- Billingshurst
- Dorking
- Guildford
- Handcross
- Haywards Heath
- Tunbridge Wells
¶ Transits
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 visual reference points at an altitude not above 2000ft VFR or 1500ft SVFR.
¶ Helicopter Operations
For helicopters wishing to transit the field, 2 VRP's have been established for this purpose. They are the:
- Airport North Terminal
- British Airways Maintenance Area.
Helicopters should be given a Gatwick SSR code, given a VFR clearance to the appropriate VRP and asked to report Gatwick in sight. Once the helicopter reports the field in sight, they should be passed to AIR for crossing. They will then be told to hold at the next VRP and contact INT for further.
Helicopters wishing to land at Gatwick should be treated as crossers and will land on the main runway. Departing helicopters will be treated as fixed wing departures.
¶ Helicopter operations and low-level departures
Helicopters departing the Gatwick Control Zone shall have their clearance requested from INT. Depending on the parking position of the helicopter it should be handed to GMC or AIR as appropriate
¶ Helicopter movements
Helicopters must operate from the active runway at all times.
Helicopters may not carry out direct approaches to or take-off from apron areas or taxiways.
After landing, helicopters will ground taxi or air taxi to an allocated parking area (usually an adjacent stand).
¶ UK FIS
UK FIS may be given provided that it does not adversely affect operations at Gatwick.
Controllers must not give a Deconfliction Service or radar vectors under a Traffic Service to aircraft below 2300ft within 25nm from the airfield. A surveillance derived service outside of 40nm must not be given.
¶ Local aerodromes
¶ Redhill
Redhill aerodrome is located north-east of Gatwick. Two areas have been delegated by Gatwick to Redhill as Local Flying Areas.
Local Flying Area A: LFA 'A' lies within the Gatwick CTR and is delegated to Redhill between SFC - 1500FT QNH
Local Flying Area B: LFA 'B' lies within the Gatwick CTA and is delegated to Redhill between SFC - 1500FT QNH
Aircraft inbound to Redhill should contact KK INT for transit and entry in to Gatwick Controlled Airspace if required, and will be permitted to leave the frequency temporarily to obtain entry in to the Redhill LFA from KR AIR.
¶ Other aerodromes
- Dunsfold
- Jackrells Farm
- Kenley gliding site
- Hurley Lodge helicopter landing site
- Kirdford
- Ringmer gliding site
- Rydinghurst Farm