NOT FOR REAL WORLD USE
Last Updated - July 2023
ATC Position | IVAN CS | RT Callsign | Frequency |
---|---|---|---|
GMP | EGBB DEL | Birmingham Delivery | 121.930 |
GMC | EGBB GND | Birmingham Ground | 121.805 |
AIR | EGBB TWR | Birmingham Tower | 118.305 |
INT | EGBB APP | Birmingham Radar | 123.980 |
FIN | EGBB F APP | Birmingham Director | 131.005 |
Aerodrome control at Birmingham is split into:
Birmingham operates a preferential runway scheme, whereby the North-Westerly runway (33) will be used for take-off and landing in preference to the South-Easterly runway (15), unless wind, or other factors dictate. Generally, it is to be said that:
Departing aircraft are to be given the Birmingham QNH prior to take-off.
Arriving aircraft below the transition level are to be given the Birmingham QNH.
Aircraft entering the aerodrome traffic circuit are to operate on the Birmingham QFE.
Birmingham QFE = QNH - 11 hPa
6000 ft
By ATC.
Runways 15 and 33 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:
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.
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 Birmingham MOSUN Procedure is only available to turbo-prop aircraft joining or leaving MOSUN FL 160 or below.
When Runway 15 in in use, Aircraft departing towards MOSUN can be instructed to follow the MOSUN 15 Procedure.
”[Callsign], MOSUN 15 Procedure, Squawk XXXX”
When Runway 15 is in use, aircraft departing to join N92 at BRUMI can be instructed to follow the BRUMI 15 procedure. For example:
“[Callsign], BRUMI 15 procedure, squawk XXXX”
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:
”[Callsign], hold position, contact Ground 121.800”
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.
Datalink Clearances are in use at Birmingham. Only the GMP controller (Or Controller covering GMP Top-down should use code EGBB)
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 Air controller.
There is one Terminal at Birmingham. Stand assignments are separated by Taxiway W into North and South.
North Stands 40 - 60 |
South Stands 1 - 25 |
Elmdon Apron |
Remote Stands North 70-86 South 20-25
|
|
---|---|---|---|---|
Air France | KLM | Aer Lingus Regional (EAI) | General Aviation | Overflow Parking |
Air India | Lufthansa | Flybe | Private/ Charter | Jet 2 (70 - 77) |
Anadolu Jet | Ryanair | Loganair |
|
|
Aurigny | SAS | Jet 2 (20 - 25) | ||
Blue Islands | Sun Express |
|
||
Brussels Airlines | Swiss | |||
Correndon Airlines | TUI | |||
Easy Jet (EZY/ EZE) | Turkish Airlines (THY) | |||
Emirates (UAE) | Vueling (VLG) | |||
Eurowings (EWG) | Wizz Air (WUK/ WZZ) |
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.
Aircraft must not line-up simultaneously at any two adjacent holding points.
A landing clearance shall only be given (except where a land-after instruction is issued) when the following criteria has been met:
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.
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.
All departures from Birmingham should be separated by 2 mins, Wake turbulence or Route separation whichever value is greater.
Birmingham departures should contact Birmingham Radar (INT) once airborne and not area sectors.
Aircraft should be transferred by AIR to INT straight after departure, no later than 2000ft.
If INT is offline, In order of priority, departures should be transferred to:
Details for missed approach procedures are detailed in the AIR arrivals section.
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, refer to the AIP.
If the missed approach comes into potential conflict with departing traffic, the AIR controller should issue tactical headings to the departing traffic to resolve any conflict while the missed approach follows the above procedures. Aircraft should normally follow the above missed approach procedures but alternative tactical headings may be issued if required.
Approach Control responsibilities at Birmingham is split into:
Birmingham APC is responsible for providing Approach Control Services to aircraft within the Birmingham RMA and CTR.
Use | Code |
---|---|
Approach | 0401 - 0417 |
Frequency Monitoring Code | 0010 |
The standard release points are CHASE and GROVE
Area controllers may transfer inbound aircraft to Birmingham INT by silent handover provided that:
Fix | Inbound Course/ Direction | Minimum Altitude/ Level |
---|---|---|
CHASE | 149 / Right | 5000ft |
GROVE | 103 / Right | MSL (Minimum Stack Level) |
The aim of a Continuous Descent Approach (CDA) is to provide pilots with ATC assistance necessary for them to achieve a continuous descent during intermediate and final approach at speeds which require minimum use of lift devices. This has significant benefits in terms of noise produced and reduces the amount of fuel that needs to be used.
The procedure requires specific speeds to be assigned to aircraft and accurate, adequate range from touchdown information.
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:
“[Callsign] 30 miles from touchdown, Descend to Altitude 4000ft, QNH 1013”
Inbound aircraft should be transferred to FIN descending to altitude 4000ft and clear of conflict.
Transfer of communication may be affected using the following phraseology:
“[Callsign] Contact Director, Callsign only, 131.005”
A minimum radar separation of 3nm shall 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;
In the event of a missed approach, AIR will pass details of the missed approach to the INT controller. The INT controller shall issue a heading and frequency to which the subject aircraft will be transferred.
Aircraft on a LUVUM departure from Birmingham should be climbed to the agreed level of FL80 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 EGPX M CTR (PC MTMA) Controller.
If PC MTMA is offline then departures should be handed off to:
Northbound departures from Coventry should be vectored to follow similar routings as the Birmingham northbound departures. They should be climbed to the agreed level of FL80 before being transferred to the relevant area sector.
Aircraft on a WCO, DTY, COWLY or CPT departure from Birmingham should be climbed to the agreed level of FL60 before being transferred to the relevant area sector.
Once aircraft are clear of conflict and climbing to the agreed level, they should be transferred to EGTL NW CTR (LTC NW)
If LTC NW is offline departures should be handed off to:
Southbound departures from Coventry should be climbed to the agreed level of FL50 before being transferred to the relevant area sector. Once aircraft are clear of conflict climbing to the agreed level, they should be handed off to the relevant LTC Controller.
The Birmingham Control Zone and Control Area are both Class D airspace.
A part of Coventry’s (EGBE) ATZ is situated inside Birmingham Controlled Airspace.
Circuits are variable and can be flown in either direction but usually flown to the North East of Birmingham.
Circuit altitude is 1500ft Birmingham QNH.
Circuit altitude for Jet Aircraft (Above 5700kg Max Takeoff Weight MTOW*) on Training flights is 2500ft.
*Cessna Citation 550 +
VFR Fixed wing transits which route through the circuit must not penetrate the ATZ without approval from AIR. Crossing traffic should route overhead the threshold for the Runway in use. AIR will then provide traffic and wake turbulance information for the aircraft to safety cross behind any landing aircraft.
If the transit does not request to route through the ATZ then the aircraft will remain with the INT controller.
VFR Departures/ Arrivals should expect to route via a VRP (Visual Reference Point) not above altitude 2000ft Birmingham QNH.
”G-ABCD, Cleared to leave the Birmingham Control Zone via Frankley Resevoirs, VFR, not above altitude 2000ft, Squawk 0401”
All helicopters should land on and depart from the main runway.
Special VFR (SVFR) clearances for flights within the Birmingham CTR can be requested and may be given when traffic conditions permit. SVFR flights must be separated from other SVFR and IFR Flights.
Birmingham INT can provide UK Flight Information Services (UK FIS) outside of Controlled Airspace up to a range of 40nm subject to controller workload.