NOT FOR REAL WORLD USE
Last Updated - July 2023
Position | Logon Callsign | RT Callsign | Frequency |
---|---|---|---|
GMC | EGNX_GND | East Midlands Ground | 121.905 |
AIR | EGNX_TWR | East Midlands Tower | 124.005 |
INT | EGNX_APP | East Midlands Radar | 126.180 |
Aerodrome Control responsibilities are split into:
Departing aircraft are to be given the East Midlands QNH prior to take-off.
Arriving aircraft below the transition level are to be given the East Midlands QNH.
Aircraft entering the aerodrome traffic circuit are to operate on the East Midlands QFE.
East Midlands QFE = QNH - 10 hPa
6000 ft
By ATC.
Runway 27 is suitable for Category II/IIIb operations by operators whose minima have been accepted by the Civil Aviation Authority.
During Category II/IIIb operations, special ATC procedures (Low Visibility Procedures) will be applied.
ATC Low Visibility Procedures come into effect when:
GMC should co-ordinate with AIR:
GMC should co-ordinate with Approach Control.
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:
“[CALLSIGN], cleared to [DESTINATION], [SID], squawk [SSR CODE]”
A correct readback must be obtained prior to starting the aircraft.
The Pole Hill (POL) departure is only available between 0700 and 2200L each day. At any other time, aircraft should be issued with a Trent (TNT) SID.
Brookmans Park (BPK) departures from 09 are used on a tactical basis to improve flexibility. Pilots should plan to depart on the DTY SID, and then ATC may offer them the BPK departure after co-ordination between ADC and NW DEPS.
The GMC 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.
West Apron | BCS, DHK, BOX, BAW, MPH, KLM, UAE, CLX, ABR, VDA |
---|---|
Maintenance Area | EGL, DON, JCB, RVL |
Central Apron | RYR, EXS, TOM, EZE, AUR, LOG |
East Apron | UPS, SRR, NPT, TNT |
Large Aircraft (AN25/ AN24) | Stand’s 120, 121 or 122 |
General Aviation | Maintenance Area North |
TNT/POL departures operate on a release system - AIR must request a release from PC MTMA.
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 the purpose of route separation, Departures are split into two categories: North and South.
North | TNT, POL |
---|---|
South | BPK, DTY |
Leading | Following | Separation (Mins) |
---|---|---|
North | North | 2 |
North | South | 1 |
South | South | 2 |
South | North | 1 |
During normal operations, all East Midlands departures contact the appropriate area sector once airborne. They have no contact with East Midlands Radar.
Aircraft should be transferred by AIR to the area sectors straight after departure, preferably no later than 2000ft:
TNT & POL - EGPX M_CTR (PC MTMA)
If PX MTMA is offline, departures should be transferred to:
If none of the above are online departures must be released to UNICOM.
BPK & DTY - EGTL NW_CTR (TC NW)
If TC NW is offline, departures should be transferred to:
If none of the above are online departures must be released to UNICOM.
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;
East Midlands APC is responsible for aircraft within the East Midlands RMA and CTR.
INT should co-ordinate with AIR:
INT should coordinate with ACC:
The following holding areas are available for East Midlands traffic:
Holding Area | Holding Level |
---|---|
PIGOT | FL80 |
ROKUP | FL80 |
EME | 3000ft |
EMW | 3000ft |
The standard release points are PIGOT and ROKUP.
SAC controllers may transfer inbound aircraft to East Midlands Radar (INT) by silent handover provided that:
The following information should be passed:
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:
A minimum radar separation of 3nm shall be used for all arriving traffic.
In the absence of Terminal/ Area Control sectors, East Midlands Radar may control departures up to FL100.
The East Midlands Control Zone and Control Area are both Class D controlled airspace.
East Midlands SSR code allocation is 4550 - 4573. Codes are allocated as below:
Use | Code |
---|---|
Approach | 4554 - 4572 |
VFR Departures | 4550 - 4552 |
VFR Arrivals | 4553 - 4554 |
Frequency Monitoring Code | 4572 |
Conspicuity | 4573 |
Visual circuits are to the south side of the airfield at a height of 1000ft QFE (or an altitude of 1300ft QNH).
GMC will request approval from AIR before issuing taxi clearance to the aircraft (to holding point S1 for Runway 27 or M1 for Runway 09).
AIR will then pass departure clearance to the aircraft at the holding point.
Standard VFR/SVFR departures are issued with one of the following clearances. All VFR departures are subject to a 2,000ft QNH altitude constraint. The first letter denotes the VRP and the second letter tells the pilot to maintain East or West of the M1 Motorway.
Runway | 09 | 27 |
---|---|---|
Outbound |
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Inbound |
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VFR aircraft leaving the CTR via a published entry/exit route do not require a clearance from radar; however, AIR shall pre-note radar of a pending VFR departure. For non-standard VFR and SVFR departures, AIR shall request a clearance from radar prior to the aircraft leaving the ATZ.
The following VRP's have been established for aircraft operating to and from East Midlands airport:
Special VFR flights may be authorised in the East Midlands CTR. SVFR clearances to operate within the East Midlands 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.
Helicopters should be routed and handled exactly the same as fixed wing traffic outside the ATZ. VFR Helicopters will use Runway 09/27 for takeoff and landing, and are then to ground or air taxi to the parking areas.
UK FIS may be provided by East Midlands Radar up to 30nm from East Midlands subject to controller workload.