¶ EGPH Edinburgh Aerodrome Procedures
NOT FOR REAL WORLD USE
Last updated: March 2024
¶ General
¶ ATC Positions
| Position | IVAN CS | RT Callsign | Frequency |
|---|---|---|---|
| GMP | EGPH_DEL | Edinburgh Delivery | 121.980 |
| GMC | EGPH_GND | Edinburgh Ground | 121.755 |
| AIR | EGPH_TWR | Edinburgh Tower | 118.705 |
| INT | EGPH_APP | Edinburgh Radar | 121.205 |
¶ Low Visibility Procedures
ATC Low Visibility Procedures come into effect when:
- IRVR is less than 800m
- Cloud ceiling is 200ft or less
¶ Restrictions:
- Pilots should be informed by ATIS or RTF broadcast when LVP’s are in force.
- Pilots should be informed when LVP’s are cancelled.
- Departing aircraft will be required to use CAT III holding points (C3 and D3 for Runway 24, and A3 and B3 for Runway 06)
- Departing aircraft must not obstruct the Fire Service access road to Runway 06/24 between Holds A10 and A11.
- For arriving aircraft, pilots should delay the call ‘Runway vacated’ until the aircraft is established on Taxiway Alpha and past the coded taxiway centre-line.
The following spacing should be used for arrivals during LVPs:
- 8nm behind a Super
- 6nm behind a Heavy or Upper
- 5nm behind a Medium, Small or Light
¶ Aerodrome Control
Aerodrome Control responsibilities at Edinburgh are split into:
- GMP “Edinburgh Delivery”
- GMC “Edinburgh Ground“
- AIR Control “Edinburgh Tower”
¶ Runway Selection
Due to the proximity of Edinburgh Airport to the City of Edinburgh, to reduce noise pollution the airport operates a preferential runway system. When the tailwind component is less than 5kts and runway is dry runway 24 should be used for departures and arrivals however any other factors that contribute to the choice of runway configuration will be the decision of the AIR controller.
¶ Altimeter Setting
- Departing aircraft are to be given the Edinburgh QNH prior to take-off.
- Arriving aircraft at or below the transition level are to be given the Edinburgh QNH.
- Aircraft entering the aerodrome traffic circuit are to operate on the Edinburgh QNH.
Edinburgh QFE = QNH - 5 hPa
¶ Transition Altitude
6000 ft
¶ Transition Level
By ATC.
¶ Ground Movement Planner
In the real world, Edinburgh has removed it’s GMP position.
The IVAO XU Division has decided to retain the GMP position at Edinburgh due to its role of being a training airport.
¶ Responsibilities
- Clearance Delivery and the Issuing of ATC Departure clearances
- Managing the workload of GMC by transferring aircraft in an appropriate order.
- Issuing of Air Traffic Flow Management (ATFM) delays.
¶ Clearance Delivery
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.
¶ CPDLC/ DCL
CPDLC Datalink Clearances are in use at EGPH.
Only the GMP controller (Or controller covering GMP) should use the code EGPH.
¶ Departure Restrictions
- The TALLA (TLA) departure is only available to non-jet aircraft. Jet aircraft may use this SID if routing via Y96, leaving CAS at Talla or routing N57/L612/N864 between 2300-0600A.
- The GOSAM departure is only available to jet aircraft.
¶ Ground Movement Control
¶ Responsibilities
- Aircraft ground movement on the manoeuvring area except for the active runway.
- Arrival stand allocation.
¶ Start up
¶ Pushback Directions
Most stands on the Main Apron need a “face East/West” direction.
Stands 1-4 can only push north or straight back into the stands to the rear of them. An exception is stand 1B which requires “Push and start approved, straight push”.
All stands on the SE apron require “Push and start approved, straight push”. This is due to the fact that aircraft are able to turn on their own because there are no ramp equipment obstructions or closely spaced stands.
All other stands are subject to a direction.
¶ Flight Data Entry
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.
¶ Stand Allocation
| Airline | Stand/ Apron |
|---|---|
| ACA | 16 |
| ASL (NPT) | North Apron 200 - 208 |
| DHK | East Apron 210 - 212 |
| EXS | Main, Southeast |
| EZS | Main, Southeast |
| KLM | 2 |
| QTR | 15 |
| RYR | Any Apron |
¶ AIR Control
¶ Responsibilities
- Absolute authority over all movements on the active runway and its access points.
- Control of aircraft within, and in the vicinity of, the Edinburgh ATZ and aerodrome traffic circuit.
- Ground movement control responsibilities when GMC is closed.
- Ground movement planner responsibilities when GMP is closed.
¶ Runway Procedures
¶ Conditional Clearances
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.
¶ Runway Occupancy
A landing clearance shall only be given (except where a land-after instruction is issued) when the following criteria has been met:
- During normal conditions, when the preceding aircraft is clear of the runway edge markings and is in movement to the runway holding point line. If the preceding aircraft is not in movement to the runway holding point, it is considered vacated if the aircraft's return is beyond the halfway point between the runway edge marking and the runway holding point line.
A land-after instruction may be issued provided that:
- The runway is long enough to allow safe separation between the two aircraft and there is no evidence to indicate that braking may be adversely affected.
- It is during daylight hours.
- The preceding landing aircraft is not required to backtrack in order to vacate the runway.
- The controller is satisfied that the landing aircraft will be able to see the preceding aircraft which has landed, clearly and continuously, until it has vacated the runway.
- The pilot of the following aircraft is warned. Responsibility for ensuring adequate separation rests with the pilot of the following aircraft.
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.
¶ Vacating Holding Points
- Runway 24 - A12
- Runway 06 - A15 The holding point is the clearance limit after vacating the runway to ensure separation from other apron traffic. Aircraft should hold here and contact GMC.
Note: Code E/F aircraft must vacate the runway via A1 or D1.
¶ Departure Separation
¶ Wake Turbulence Separation
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.
¶ Route Separation
In addition to wake turbulence separation, Edinburgh operates a 2 minute route separation between departures. This time is counted from themoment 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.
¶ Transfer of control
¶ Departures
All aircraft should be transferred to Scottish Control EGPX DX CTR (PC DX) sector when airborne before passing altitude 2000ft.
If PC DX is offline, Departures should be transferred to:
- EGPX_CTR (PC ALL)
- EGPH_APP (PH INT)
If all of the above are offline, departures should be released to UNICOM.
¶ Arrivals
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.
¶ Arrival Separation
¶ Wake Turbulence
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;
¶ Missed Approach
For details of missed approach procedures, refer to the AIP.
If the missed approach comes into potential conflict with departing traffic, the departure 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.
¶ Arrivals Controller:
On becoming aware of an aircraft executing a go-around or after instructing an aircraft to ‘go-around’ the AIR controller is to:
- Inform the departures controller.
- Ensure separation is maintained. Once separation is assured, coordinate with INT passing callsign, heading and reason for missed approach. The INT controller shall issue the onward frequency and any revised heading/altitude.
¶ Departures Controller:
On becoming aware of an aircraft executing a go-around or after instructing an aircraft to ‘go-around’ the AIR controller is to:
- Suspend departures.
- Acknowledge the missed approach with the Arrivals controller and inform them of all departures. (See note)
- Ensure separation by issuing tactical headings to departing traffic if required.
- Inform the appropriate outbound controller of any heading instructions given to departing aircraft.
- Inform the appropriate INT controller that departures are about to resume.
Note: Departing traffic is defined as traffic which has either received a take-off clearance which cannot be safely cancelled, has commenced its take-off roll or is at or below 3000ft. Tactical headings must not be issued by Air controllers outside of the circumstances.
¶ Approach Control
¶ Responsibilities
¶ Intermediate Director (INT):
- The acceptance of releases from the appropriate SAC sector and control of aircraft inbound to Edinburgh from the release point until control is transferred to either FIN or Edinburgh ADC.
- The radar vectoring and sequencing for ILS or Visual approaches.
- Providing UK Flight Information Services (UK FIS) to enroute, arriving and departing aircraft.
¶ Area of Responsibility
Edinburgh INT is responsible for providing approach control services within the Edinburgh RMA and CTR.
¶ Intermediate Approach
¶ Inbound Releases
The standard release points are STIRA and TARTN.
SAC controllers may transfer inbound aircraft to Edinburgh INT by silent handover provided that:
- Aircraft are inbound to a standard release point.
- Aircraft are descending to or are at their release level and it has been annotated in the CFL box.
¶ Holding
The following holding areas are available for Edinburgh traffic:
| Holding Area | Holding Level |
|---|---|
| STIRA | MSL+ |
| TARTN |
The STIRA stack is a shared stack between EGPH and EGPF so entries, descents and departures from it will need coordination with Glasgow.
¶ Speed Control
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:
- During intermediate approach, leaving the stack to the point at which a base leg is flown, 220kts should be used.
- On a base leg and closing heading, 180kts should be used.
- On final approach, 160kts until 4nm from touchdown.
¶ Ranges from Touchdown
To assist pilots in the management of their descent, ranges from touchdown are to be passed as follows:
- When first issuing descent clearance from a flight level to an altitude.
- On first contact with FIN.
- If DME is unserviceable, ranges should be passed on the intercept heading to the ILS.
- If a previous estimate has become invalid, a new distance should be passed (e.g. change in landing order).
¶ Final Approach
¶ Separation
A minimum radar separation of 3nm shall be used for all arriving traffic.
¶ Wake Turbulence Separation
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;
¶ Missed Approach Procedures
In the event of a missed approach, AIR Arrivals will pass details of the missed approach to the appropriate INT controller. The INT controller shall issue a heading and frequency to which the subject aircraft will be transferred.
¶ Low Level Procedures
¶ Airspace
The Edinburgh Control Zone and Control Area are both Class D airspace.
¶ Squawk Allocation
| Use | Code |
|---|---|
| Approach IFR | 0441 - 0443 |
| Approach VFR | 0430 - 0437 |
| PH Conspicuity | 0440 |
¶ VFR Circuit
VFR Circuits are to be flown north of the aerodrome with an altitude restriction of not above 2000ft on the QNH.
¶ VFR Transit
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.
¶ VFR Arrivals/ Departures
All VFR Flights within the Edinburgh CTR must route via a valid Visual Reference Point (VRP).
All VFR aircraft operating inside the zone should be instructed to operate not above altitude 2000 FT (Edinburgh QNH)
¶ Visual Reference Points
VRP’s can be viewed within the aurora sector file or referenced from the NATS UK AIP.
¶ VFR Entry/Exit Lanes
When an aircraft is operating to or from Edinburgh in VMC but not under IFR, the following Entry/Exit Lanes have been established:
| Polmont Lane | (3nm wide, with centre-line the M9 Motorway extending from Grangemouth (near the western boundary of the Edinburgh Control Zone) eastwards, via the Polmont Roundabout, Linlithgow Loch and Philpstoun to a point at which it joins the Edinburgh Aerodrome Traffic Zone) |
|---|---|
| Kelty Lane | (3nm wide, centre-line the M90 Motorway extending from Kelty (near the northern boundary of the Edinburgh Control Zone) southwards to M90 Junc 1B, then with the centre-line the A9000 across the Forth Road Bridge to M90 Junc 1, then with the centre-line the M90 Motorway to a point at which it joins the Edinburgh Aerodrome Traffic Zone). |
Aircraft using these lanes must stay clear of cloud and in sight of the ground/water not above 2000ft QNH and in flight visibility of not less than 3km. Aircraft should keep the centre lane on its left, unless otherwise instructed by ATC, at which point traffic information will be passed by ATC to the aircraft concerned. Entry/Exit lanes can also be used by VFR aircraft operating in VMC under the instruction of ATC to help with integration of traffic.
¶ Rejoin
ATC may issue joining clearance to any point in the circuit, subject to co-ordination.
VFR flights in the Control Zone will be given routing instructions and/or altitude restrictions in order to integrate VFR flights with other traffic.
¶ SVFR
Special VFR clearances will not normally be granted for flights operating in VMC or for flights by aircraft exceeding 5700 KG MTWA.
¶ UK FIS
UK Flight Information Services (UK FIS) may be given provided that it does not adversely affect operations at Edinburgh subject to controller workload.