NOT FOR REAL WORLD USE
Last Updated: March 2024
Changes to previous versions of this documentation are highlighted in yellow.
Position | Logon Callsign | RT Callsign | Frequency |
---|---|---|---|
AIR | EGMC_TWR | Southend Tower | 127.730 |
DIR | EGMC_APP | Southend Director | 128.965 |
RAD | EGMC R APP | Southend Radar | 130.780 |
Before Southend APC is split, AIR must be online. Southend Radar must be opened before Southend Director.
When the tailwind component is 5 knots or less the preferred runway for departure is runway 05 and for arrivals is runway 23. For simplicity you may use one runway only if you wish.
Southend QFE = QNH - 2 hPa
6000 ft
By ATC.
Not Applicable.
Low Visibility Procedures will commence when the meteorological visibility is less than 2000m and/or the cloud ceiling is less than 300ft The ATIS shall advise when low visibility procedures are in force. During LVPs, helicopters must depart/arrive to and from the runway. There are no CAT III operations at Southend.
Taxiway Bravo shall not be used during LVPs and aircraft shall not be permitted to enter the runway with arriving traffic at or less than 8nm from touchdown.
Flights from Southend to anywhere in the LTMA usually require a precise routing, the preferred routings can be found in the Standard Routing Document (SRD).
Southend does not have SIDs due to the structure of the airspace, instead it has PDRs. Generally most IFR flights out of Southend will depart on a PDR.
Departing | PDR | Via | Routing |
NE | Clacton (CLN) | L608/L620 | CLN |
SE | Dover (DVR) | L9/L10/Q70 | DET→DVR |
S/SW | Lydd (LYD) | M189 | DET→LYD |
W | Compton (CPT) | Q63 | EVNAS→LAM→BPK→HEN→CPT |
N | Brookmans Park (BPK) | L10/N601 | EVNAS→LAM→BPK |
CLN PDR - "[CALLSIGN] Cleared [DESTINATION], Clacton Preferred Departure Route. After noise abatement, turn left/right on track Clacton climbing altitude 3000ft, squawk [SQUAWK]".
DVR PDR - "[CALLSIGN] Cleared [DESTINATION], Dover Preferred Departure Route. After noise abatement, turn left/right on track Detling climbing altitude 3000ft, squawk [SQUAWK]".
LYD PDR - "[CALLSIGN] Cleared [DESTINATION], Lydd Preferred Departure Route. After noise abatement, turn left/right on track Detling climbing altitude 3000ft, squawk [SQUAWK]".
CPT PDR - "[CALLSIGN] Cleared [DESTINATION], Compton Preferred Departure Route. After noise abatement, turn left/right on track EVNAS climbing altitude 3000ft, when established Lambourne climb to altitude 4000ft, squawk [SQUAWK]".
CPT PDR - "[CALLSIGN] Cleared [DESTINATION], Brookmans Park Preferred Departure Route. After noise abatement, turn left/right on track EVNAS climbing altitude 3000ft, when established Lambourne climb to altitude 4000ft, squawk [SQUAWK]".
Note: The turn out direction is generally wherever is closest to the first PDR fix, however when danger zones D136 and D138/A/B are active, the turn out direction has to be away from those areas. For example, the DVR PDR departing runway 05 will turn left and overhead the airport after departure instead of right.
All departures from Southend require a release.
Via | Handoff | Release | Prenote |
DET | EGMC_APP/EGMC_R_APP*→EGLC_APP→EGTL_SE_CTR | EGLC_APP | EGTL_SE_CTR |
CLN | EGMC_APP/EGMC_R_APP*→EGTL_SE_CTR | EGTL_E_CTR | EGTL_E_CTR |
EVNAS/LAM | EGMC_APP/EGMC_R_APP*→EGLC_APP*→EGTL_NE_CTR | EGTL_NE_CTR | EGLC_APP |
*Note - Departures should only be transferred to EGMC_R_APP in the absence of EGMC_APP. If workload is light, EGLC_APP may agree to hand departures EVNAS/LAM from EGMC_APP straight to EGTL_NE_CTR.
Stands | Max A/C |
1-6 | A320 |
7-9 | B738 |
10-15 | B752 |
Note: easyJet shall park on stands 1-6 and Ryanair will park stands 7-10. Most other airlines will generally park on stands 1-6.
The maintenance area north of holding point Delta is uncontrolled, however pilots are advised to call ATC before taxing to avoid possible conflicts near the runway. The phraseology “Taxi own discretion, report holding at Delta” should be used for those north side of the Delta holding point.
B738s and larger can not use taxiway C to enter the runway.
The VFR circuit height is 1000FT QFE in daytime hours and at 1500FT QFE at night. Circuit direction is at the discretion of the AIR controller. VFR departure clearances shall be obtained from Southend Radar/Director
Use | Code |
---|---|
Approach | 5050 – 5067 |
Conspicuity | 4575 |
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.
Due to the way Southend's procedures are, there is no specified route separation. Route separation should be based off departure releases. In the absence of above ATC, a standard 2 minutes shall be used for departures.
Datalink clearances are not in use at Southend.
Southend Radar is responsible for providing a radar service to all IFR within a 40nm radius of the airport.
Southend Radar is the primary approach controller who operates on 130.780. They are responsible for the overall approach functions and providing LARS. When Southend APC is split, Southend Radar will generally cover LARS only but can delegate functions to Southend Director as required.
Visual Reference Points: |
---|
Billericay |
South Woodham Ferrers |
Northey Island |
Southminster |
Whistable Harbour |
Southend Pier |
Sheerness |
Gateway Port |
Southend Director is the secondary approach controller who operates on 128.965. They are responsible for providing services inside controlled airspace for IFR movements in and out of Southend. In the absence of Southend Director, Southend Radar will cover its responsibilities.
Approach Types 05/23: |
NDB ILS DME |
NDB LOC DME |
SRA |
Arrivals via GEGMU can leave GEGMU straight for the ILS for runway 23 providing the aircraft has a good descent rate. All other arrivals should expect to route to SND to carry out an ILS approach. Most of the time releases are obtained from the relevant controller to bring aircraft off the STAR early for a quicker approach.
TC Thames and LTC controllers should endeavour present arriving traffic to Southend APC at least 10nm in trail.
Thames APC shall transfer inbound aircraft descending to 6000ft to be level at GEGMU. Upon transfer of communications inbound aircraft are released for turns and descent provided that Thames APC ensure the aircraft remains free from conflict of other aircraft under their control.
TC NE will position inbound aircraft from the north on a heading tracking towards SABER remaining north of a line between EVNAS - SABER. The aircraft shall be level 4000ft at or before it reaches south abeam BRAIN. Aircraft are released for descent upon transfer of communication and released for turns within the Southend RMA. The above procedure differs from the published arrival routes, aircraft having to route via SPEAR shall be individually co-ordinated.
Southend ADC shall request a release from Thames APC. If Thames do not specify an altitude in the release aircraft shall climb to altitude 3000ft as per the PDR. Southend APC will then tactically position the aircraft on a heading tracking south to passing east of ENKIV (but no further than 5nm east of ENKIV). Thames APC will then climb the aircraft to 5000ft before transferring to TC SE. Southend APC shall ask the departure to report their heading to the next controller.
Southend ADC shall request a release from TC REDFA. Southend APC will keep the departure within the Southend RMA and climb to aircraft to 6000ft once it is within a distance of 10nm from CLN and north of the BRASO - GEGMU track.
Southend ADC shall request a release from TC NE. Traffic shall be presented to TC NE climbing to or at 4000ft.
When London City are on westerlies, coordination should be effected between Southend APC and Thames APC for a release for climb (RFC) before climbing the departure from 3000ft → 4000ft in relation to Thames traffic.
The standard missed approach procedure is to climb straight ahead to 2000ft. AIR should coordinate with Southend APC as soon as possible in the event of a missed approach.
Southend has one hold at SND at altitude 3000ft. London Control may use alternative holding areas for Southend inbounds - this will usually be at SANDY, LOGAN or LOREL.