NOT FOR REAL WORLD USE
Last Updated: July 2023
Position | IVAN CS | RT Callsign | Frequency |
---|---|---|---|
GMC | EGLC_GND | City Ground | 121.830 |
AIR | EGLC_TWR | City Tower | 118.080 |
INT | EGLC_APP | Thames Director | 132.700 |
FIN | EGLC F APP | Thames Director | 133.450 |
City has no GMP controller, and all GMP actions are to be carried out by the GMC controller. City Ground may not be opened until both City Tower and Thames Director (INT) are manned and the traffic levels dictate the requirement.
Thames Director (INT) is responsible for the FIN function in absence of the FIN controller. The FIN position must not be opened unless both INT and AIR are manned and the traffic levels dictate the requirement.
Due to the conditions at London City, only certain aircraft are permitted to operate there. A list of private/ buisness and Charter aircraft can be found here: https://privatejetcentre.londoncityairport.com/services/approved-aircraft.
Common Jet/Turboprop airliners operating scheduled services from Lomdom City:
These list’s are not intended to be exhaustive and therefore aircraft that are able to land and depart from a 1503m runway are generally accepted for network purposes.
London City does not operate a preferential runway system.
Aircraft must not land with a tailwind due to the steep approach path and short runway length.
6000 ft
By ATC.
London City Airport is not suitable for lower than standard category I operations.
London City is NOT equipped for Low visibility operations.
The airport must close when the met visibility is 1500 meters or less.
As instructed in the AIP, pilots requesting start-up are to report their aircraft type, stand number, QNH and the identification letter of the received ATIS information on first contact.
GMP shall confirm the pilot is in receipt of the correct QNH, if it is incorrect or not passed by the pilot the correct QNH must be passed and acknowledged.
Clearances shall be issued using the following phraseology:
“[CALLSIGN], cleared to [DESTINATION], [SID], squawk [SSR CODE]”
A correct readback must be obtained prior to starting the aircraft.
The GMP controller must ensure that aircraft labels are populated with the correct data pertinent to an aircraft's flight. If an aircraft is departing via a SID into the airways the initial altitude and intention code must be entered.
Aircraft are transferred to AIR for start-up using the following phraseology:
“Aircraft Callsign, hold position, contact City Tower 118.080”
Stand(s) | Max Aircraft Type |
---|---|
3 , 4, 5, 6, 7, 8, 9, 10 | Embraer E195 |
21, 22, 23, 24, 25, 26, 27, 28 | A318 |
12, 13, 14 | Bae 146/ Avro RJ |
GA Apron / Jet Centre | GLEX/ FA7X |
AIR will clear aircraft for start-up whilst on their stand.
”Aircraft Callsign, City Tower, Stand [Number], Start-up approved”
London City departures are not free flow - AIR must coordinate a release from Thames Director (LC INT) for every departure.
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 seperation minima must be applied between departing aircraft. Departure separation minima can also be found within the XU Quickview.
A standard route separation of 2 minutes is to be used between all departures from City.
City departures contact Thames Director (LC INT) once airborne and not area sectors.
Departing aircraft should be transferred by AIR to INT when level at 3000ft.
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.
The wake turbulence separation minima in the XU Quickview shall be applied to aircraft on final approach when:
(1) an aircraft is operating directly behind another aircraft at the same altitude or less than 1,000 ft below; or
(2) an aircraft is crossing behind another aircraft, at the same altitude or less than 1,000 ft below;
Approach Control responsibilites at London City are split into:
Use | Code |
---|---|
TC Thames | 7033 - 7077 |
The standard release points are JACKO & GODLU.
LTC controllers may transfer inbound aircraft to LC INT by silent handover provided that:
Thames Director may vector aircraft downwind for runway 09 subject to the following conditions:
The following holding areas are available for City traffic:
Holding Area | Holding Level |
---|---|
JACKO | FL90 |
GODLU | FL100 |
OKVAP | FL130 |
ROPNU | FL160 |
ATPEV Left hand | 4000 - 5000ft |
ATPEV Right hand | 6000ft |
Aircraft who are RNAV 1 capable should be cleared to follow the RNAV 1 Transitions for London City.
Runway | RNAV 1 Transition |
---|---|
09 | ODLEG 1G / 1J |
27 | LAVNO 1G / 1J |
LC INT will use the following phraseology on first contact.
”CFE2L, Thames Director, Cleared LAVNO 1G Transition, Runway 09”
Aircraft will route to London City via the a point merge system. Aircraft will hold at JACKO or GODLU before joining the point merge for arrival. Aircraft will fly around the point merge arcs, then being issued direct RAVSA. The JACKO arc may be flown at FL090 and GODLU at FL100. The point merge arcs are not laterally separated from each other so aircraft should not use opposite arcs at the same level.
Aircraft landing 27 may be cleared ILS 3.3NM from ATPEV. 09 aircraft should continue the transition to ODLEG, before leaving on a heading to join the ILS.
A minimum radar seperation of 3nm must be maintained within the LTMA and City RMA.
Speeds to be flown during approach are specified by the controller and will depend on the traffic situation at that time. If traffic conditions permit, a pilot may be requested to maintain a higher than normal speed or be advised that there is “no ATC speed restriction”.
There are standard speeds to be employed are as follows:
To assist pilots in the management of their descent, ranges from touchdown are to be passed as follows:
Inbound aircraft should be transferred to LC FIN descending to altitude 3000ft and clear of any conflict.
Transfer of communication may be effected using the following phraseology:
“CFE2L, Contact Thames Director, Callsign only, 133.450”
A minimum radar separation of 3nm shall be used for all arriving traffic.
CAA Approach wake turbulence separation must be applied to all arrivals.
Runway | Platform Altitude (ft) / Distance |
---|---|
09 | 3000 ft / 5d |
27 | 2000 ft / 3.4d |
In the event of a missed approach AIR must coordinate immediately with LC FIN.
LC FIN will issue vectoring instructions which should then be passed to the aircraft.
Aircraft departing on a CLN departure from City should be climbed to the agreed level of 4000ft before being transferred to the relevant area sector.
Once aircraft are clean and climbing to the agreed level, they should be handed off to the NE DEPS Sector.
Aircraft departing on a BPK and CPT departure from City should be climbed to the agreed level of 3000ft before being transferred to the relevant area sector.
Once aircraft are clear of conflict and climbing to the agreed level, they should be handed off to the NW DEPS Sector.
Aircraft departing on DVR, EKNIV and LYD departures from City should be climbed to the agreed level of 5000ft before being transferred to the relevant area sector.
Once aircraft are clear of conflict and climbing to the agreed level, they should be handed off to the SE DEPS Sector.
Airways departures from Biggin Hill require a release from Terminal Control.
The departing aircraft will be handed to LC INT from Biggin Approach inbound to Detling climbing to either 2400ft outside of controlled airspace or 3000ft inside controlled airspace as specified in the release.
LC INT will climb the aircraft to altitude 4000ft and then transfer to Terminal Control.
Inbound IFR traffic via airways and traffic requiring a Deconfliction Service or Traffic Service outside of controlled airspace will be handled by LC INT/ FIN.
Arriving airways traffic will arrive via London City Point Merge, with the EGKB transition terminating at OSVEV before establishing on the LOC RWY21.
Inbound IFR traffic outside of controlled airspace requiring a Deconfliction Service or Traffic Service should have their details passed to Biggin Approach and subsequently handed off.
Airways departures from Southend require a release from Terminal Control.
The departing aircraft will be handed to LC INT inbound to Detling climbing to either 3400ft outside of controlled airpsace or 4000ft inside controlled airspace as specified in the release.
LC INT will climb the aircraft to altitude 5000ft clear of London City arrivals and then transfer the traffic to Terminal Control once co-ordinated.
LC INT will initially sequence arrivals on the GEGMU STAR. Aircraft must be 6000ft at GEGMU.
Inbound traffic should be co-ordinated individually with Southend and a level outside of controlled airspace agreed. Usually they are presented to EGMC on a westerly heading descending to 4000ft. The traffic should be cleared to leave controlled airspace in the decent and once outside of controlled airspace contact Southend.
The london CTR and asscociated CTA are Class D Controlled airspace.
The London LTMA Airspace is Class A controlled airspace.
Due to the close proximity to greater London, single engine aircraft are not permitted to operate into London City. City is ONLY available to fixed-wing aircraft and recreational flying is not permitted.
Training flights are not permitted at London City
VFR Flights for recreational or training purposes are not authorised at London City.
VFR Fixed wing transits must not penetrate the ATZ without approval from AIR. Whilst within the ATZ, the aircraft must be on the AIR frequency to allow traffic information to be passed.
Pilots inbound to City under VFR must contact Thames Radar and request clearance to enter the City CTA at least 10 minutes before reaching the CTA boundary.
The following VRP’s have been established for the use of VFR inbound and outbound aircraft:
Aircraft should route via VRP`s where possible.
Special VFR flights may be authorised in the City CTA however should be discouraged as far as possible due to the requirement to provide standard separation between other SVFR and IFR flights. SVFR transits must route via the overhead and remain clear of the ILS and climbout. SVFR clearances to operate within the Prestwick CTR, for the purpose of proceeding to or from the airport are not to be granted to fixed wing aircraft if the reported visibility at the airport is less than 3km or the reported cloud ceiling is less than 1000ft.
VFR helicopter traffic can be treated in the same way as VFR fixed wing traffic however where possible, should be given direct routings.
LC INT/ FIN may provide UK Flight Information Services subject to controller workload.