NOT FOR REAL WORLD USE
Last Updated: July 2023
Position | IVAN CS | RT Callsign | Frequency |
---|---|---|---|
GMC | EGNT_GND | Newcastle Ground | 121.730 |
AIR | EGNT_TWR | Newcastle Tower | 119.705 |
INT | EGNT_APP | Newcastle Radar | 124.380 |
FIN | EGNT F APP | Newcastle Director | 125.830 |
Newcastle Ground may not be opened until both Tower and Radar are manned and traffic levels make it a necessity.
Newcastle 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 make it a necessity.
Aerodrome Control at Newcastle is split into:
Newcastle operates a preferential runway system.
Runway 25 is the preffered Runway when the tailwind componant is 5 knots or less.
Departing aircraft are to be given the Newcastle QNH prior to take-off.
Arriving aircraft below the transition level are to be given the Newcastle QNH.
Aircraft entering the aerodrome traffic circuit are to be given the Newcastle QFE.
Newcastle QFE = QNH - 13 hPa
6000 ft
By ATC.
Runways 07 and 25 are suitable for Category ll/lll operations.
During Category ll/lll operations, special ATC procedures (ATC Low Visibility Procedures) will be applied.
ATC Low Visibility Procedures (LVP’s) come into effect when:
Departing aircraft: ATC shall require departing aircraft to use the following CAT II/III holding points:
Arriving aircraft: Pilots should select the first convenient exit unless advised by ATC.
The following spacing should be used for arrivals during LVPs:
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.
GMC 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:
“[Aircraft Callsign], cleared to [Destination], [SID], squawk [SSR CODE]”
A correct readback must be obtained prior to starting the aircraft.
Airway clearance‘s should be issued to departures joining the airways system and not following any SID.
“[Aircraft Callsign], Cleared to [Destination] via [P18/Y96]. After Departure, [Runway] Turn left/ right on track [Fix] Climb FL801, Squawk (SSR Code)”
Datalink clearances are in use at Newcastle. Only the controller covering GMC (or controlling GMC Top-down) should use the code EGNT.
GMC must 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 AIR controller.
Airline | Stand |
---|---|
British Airways | 3-4 |
Air France | 12 |
Jet 2 | 6-12 |
Eastern Airways | 19, 32 |
Easyjet | 4-6 |
KLM | 10 |
FlyLumo | 4-8, 21-25 |
Ryanair (UK Domestic) | 2 |
Ryanair (International) | 4-6 |
TUI | 6-12 |
Emirates | 30 |
Vueling | 10 |
General Aviation (GA) | GA Apron |
Cargo Flights | 23-15, Golf Apron |
All departures from Newcastle require a release from Newcastle Radar (INT) before departure.
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.
Newcastle operate a 2 minute route separation between all departures. This time is counted from the moment the first aircraft begins its take-off roll. If the aircraft commences a full length take-off and the following aircraft departs from an intersection, the spacing should be increased to 3 minutes.
All departures should be transsfered to Newcastle Radar (INT) when airborne before passing altitude 2000ft.
If INT is offline, departures should be transferred to:
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;
For details of missed approach procedures, please refer to the NATS UK AIP.
Approach Control Responsibilities at Newcastle is split into:
The area of responsibility for Newcastle includes the P18 Airway (Class D) to the south, the P18 Airway (Class A) to the south delegated to Newcastle APC from Scottish Control (PC) the Newcastle Control Zone, the Newcastle Control Area and the airspace within 40nm of Newcastle from the time and place at which:
Scottish Control PC MTMA will descend Newcastle Arrivals as per the standard level agreement.
From | To | Destination | Standing Agreement | |
---|---|---|---|---|
EGPX_M_CTR | EGNT_APP | To | EGNT | ↓FL160 |
The following holding areas are available for Newcastle traffic:
Holding Area | Min Alt/ Level |
---|---|
ETSES | FL90 |
NT | 3500ft |
Runway 25: RNAV1 equipped aircraft may request to fly the ETSES 1K transition for the RNP approach.
Runway 07: RNAV 1 equipped aircraft may request to fly the ETSES 1J transition for the RNP approach.
Aircraft are cleared for the transition with the following phraseology.
“(Callsign), Cleared ETSES 1K/1J Transition, Expect an RNP Approach Runway (07/25)”
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 FIN descending to altitude 3000ft and clear of any conflict.
Transfer of communication may be effected using the following phraseology:
“Contact Newcastle director, callsign only 125.830”
A minimum radar separation of 3nm should be used for all arriving traffic.
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;
All departures from Newcastle are to climb to the standing agreed level with PC MTMA.
From | To | Departure | Standing Agreement | |
---|---|---|---|---|
EGNT_APP | EGPX_M_CTR | From | EGNT | ↑FL150 |
Any departures with RFL’s outside this agreement are to be coordinated.
The Newcastle Control Zone and Control Area are both Class D airspace.
Use | Code |
---|---|
Approach | 3720 - 3766 |
Conspicuity | 3767 |
VFR Circuits are performed south of the aerodrome during with a height restriction of 1500ft on the QFE.
VFR 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.
All VFR flights must route via a valid Visual Reference Point (VRP) or VFR route not above altitude 2000ft QNH.
The following VRP's have been established for aircraft operating to and from Newcastle airport:
Special VFR flights may be authorised in the Newcastle CTR. SVFR clearances to operate within the Newcastle 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.
Newcastle Radar (INT) provides UK Flight information services up to a range of 30nm subject to controller workload.