NOT FOR REAL WORLD USE
Last updated - July 2023
Position | IVAO Callsign | RTF Callsign | Frequency |
---|---|---|---|
GMP | EGNM_DEL | Leeds Delivery | 134.580 |
AIR | EGNM_TWR | Leeds Tower | 120.305 |
INT | EGNM_APP | Leeds Radar | 134.580 |
Aerodrome Control responsibilities at Leeds are split into:
Leeds operates a preferential runway scheme, whereby the Westerly runway (32) will be used for take-off and landing in preference to the Easterly runway (14) when the tailwind component is no greater than 5kts and the surface is dry. The choice of runway remains that of the Tower controller.
Departing aircraft are to be given the Leeds QNH prior to take-off.
Arriving aircraft below the transition level are to be given the Leeds QNH.
Aircraft entering the aerodrome traffic circuit are to operate on the Leeds QFE.
Leeds QFE = QNH - 23 hPa
5000 ft
By ATC
Runway 32 is suitable for Category ll/lllb operations.
During Category ll/lll operations special ATC procedures (Low Visibility Procedures (LVP's)) will be applied.
ATC Low Visibility Procedures are in force when:
GMP should co-ordinate with AIR:
GMP should co-ordinate with INT:
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.
It is the responsibility of the GMP controller to manage the workload of both Air by starting aircraft in an appropriate order.
Aircraft should only be transferred to the AIR controller once the aircraft has reported ready and in line with any departure delays.
Aircraft are transferred to AIR using the following phraseology:
“[CALLSIGN], hold position, contact Leeds Tower 120.305”
AIR should co-ordinate with INT:
Pushback and start instructions may contain reference to an adjacent stand or defined point on a taxiway. The term long push may also be used together with a location definition.
The pushback instruction will normally include a direction to face as east, west or south.
Where two aircraft up to B737/A320 size request simultaneous pushback on the main apron stands 1-18, in the same direction at least one stand must seperate the aircraft prior to pushback.
Aircraft on stands 16 & 17 can only be issued with a non-standard pushback to face west.
Aircraft on stands 17 & 18 may be offered a straight pushback into the neck of N4 holding point.
During nighttime operations as specified in the textual data AIP for Leeds, taxiways: G, L and F are closed as they are unlit. Additionally, during day conditions taxiways F, M and G may not be used in a met visibility of less than 800m unless the aprons and taxiways are visible from ATC at all times.
Prior to taxi aircraft are to be asked if they require a full length departure and if so will be instructed to taxi to the holding points and expect a backtrack.
Aircraft larger than a 737-800 cannot use taxiway alpha so enter or leave the apron via link bravo and taxiway November.
Eastern Airways | 1, 3, 5, 6 |
Jet2 | 6, 8 - 24 |
Ryanair | 8 - 11 |
Auringy | 1, 3, 5 |
KLM | 5, 6 |
Note: When strong south to south westerly winds prevail aircraft may be parked facing outwards if parked on stands 8 - 16.
All standard instrument departures from Leeds operate on a freeflow basis however non-standard departures require a release from Leeds Radar.
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.
A landing clearance shall only be given (except where a land-after instruction is issued) when the following criteria has been met:
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.
For route separation purposes, SID’s are split into:
West | NELSA; POL |
---|---|
East | DOPEK; LAMIX |
Leading Aircraft | Following Aircraft | Separation (Mins) |
---|---|---|
East | East | 2 |
East | West | 2 |
West | West | 2 |
West | East | 1 |
Leading Aircraft | Following Aircraft | Separation (Mins) |
---|---|---|
East | East | 2 |
East | West | 1 |
West | West | 4 |
West | East | 4 |
During normal operations, all departures should initially be handed to Scottish Area Control upon departure, unless they are following a non-standard departure in which case they should be handed directly to Leeds Radar. If Scottish Control is not online, aircraft should be handed directly to Leeds Radar. If neither station is online, aircraft should be instructed to monitor UNICOM.
An exception to this policy is in place when the LBA stack is in operation below FL80, during which all departures are handled by the Radar controller.
Should the Radar controller feel that traffic situation dictates, the controller may request all departures be handed to the radar frequency. This should be coordinated with Scottish if online and aircraft should be notified of the new departure frequency prior to departure. Radar will normally climb the aircraft to FL90 or any other agreed level before transferring to the appropriate Scottish control sector.
INT will retain control of arriving aircraft until the aircraft passes 4nm DME, transfer of communication can occur prior to this point.
INT 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 INT.
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;
Leeds APC is responsible for aircraft within the Leeds RMA and CTR.
Scottish Control will individually co-ordinate each arrival with Leeds Radar and agree a transfer of communication point, such as the south side of the L975 airway. Leeds Radar will then vector the aircraft, taking them off the heading towards the LBA stack when necessary.
The following holding areas are available for Leeds traffic:
Holding Area | Holding Level |
---|---|
LBA | FL060+ |
When holding occurs at or above FL100, Scottish Area Control will retain the aircraft on their frequency and coordinate descents with Leeds Radar.
Aircraft should be vectored to establish 2nm before the Final Approach Point (FAP) or Final Approach Fix (FAF).
A minimum radar separation of 3nm must be applied.
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;
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:
IFR Radar Vectored Training Circuits are always performed west of the aerodrome due to RMA restrictions with an altitude restriction of 3000ft.
Controllers should be vigilant of external traffic inbound to the aerodrome from the north-west especially during 14 operations due to the requirement to extend aircraft track mileage as to reduce aircraft altitude in the area where IFR circuits are to be conducted.
The Leeds Control Zone and Control Area are both class D airspaces.
Use | Code |
---|---|
Approach |
2650 - 2653, 2655 - 2676 |
Conspicuity | 2654 |
VFR Circuits are performed east of the aerodrome with a height restriction of 1000ft QFE. Helicopter training circuits are not permitted.
VFR Transits must not penetrate the ATZ without approval from Leeds Tower. A gap should be made in the arrival stream to facilitate the crossing. Crossing overhead the arfield should be made at the landing threshold of the runway in use.
VFR inbounds/ outbounds are technically expected to route via a valid VRP however at Leeds it is common for pilots to request to leave or enter the zone via unreferenced visual points such as towns.
VRP’s can be displayed within the Aurora sectorfile or;
Referenced from the NATS UK AIP.
VFR traffic leaving Leeds Bradford are expected to call clearance delivery for their initial zone exit clearance prior to requesting startup and taxi from Leeds Tower.
Special VFR flights may be authorised in the Leeds CTR. SVFR clearances to operate within the Leeds CTR, for the purpose of proceeding to and from the airport are not to be granted to fixed wing aircraft if the visibility at the airport is less than 3km or reported cloud ceiling is less than 1000ft.
Leeds ATC can provide a direct arrival to Runway 14/32 or a circuit join arrival depending on the traffic situation.
Leeds Heliport is situated within the Leeds Control Zone. Contact will be made with Radar prior to entering the Control Area stating Leeds Heliport as destination, Radar will then handover to Leeds Tower who will issue a zone entry clearance and landing instruction for Leeds Heliport. Departing traffic will call Tower for a exit clearance, and be instructed to report airborne. When clear of the ATZ Tower will hand the traffic to Leeds Radar.
Oxenhope Airfield is situated below the Leeds Control Area. Contact will be made with Radar by departing aircraft wishing to join CAS stating their intentions. Aircraft inbound to Oxenhope should be routed direct to the field, and instructed to report overhead. Radar will then advise of any traffic in the circuit before releasing the traffic.
UK FIS may be given up to 40nm from Leeds provided it does not adversely affect operations.
Controllers must not give a deconfliction service or radar vectors under a traffic service to aircraft below 2300ft within 30nm from the airfield. A radar service outside of 40nm must not be provided.