NOT FOR REAL WORLD USE
Last Updated: March 2024
Position | IVAN CS | RT Callsign | Frequency |
---|---|---|---|
AIR | EGPK_TWR | Prestwick Tower | 118.150 |
INT | EGPK_APP | Prestwick Radar | 129.450 |
Low Visibility Procedures (LVP) are in operation when:
Runway 30 is the preferred Runway when the tailwind component is less than 5 knots.
6000 ft
By ATC.
Pilots should provide the ATIS letter code received and QNH on first contact. AIR must provide this information if omitted by the pilot.
Due to the proximity of the Shanwick Oceanic boundary to Prestwick, pilots of aircraft planned to enter Shanwick airspace at GOMUP and ETILO should contact Shanwick Oceanic prior to departure. On all other oceanic routes this clearance can be obtained after the aircraft is airborne.
Type of flight | Parking Area |
---|---|
Passenger flights | Main Apron A |
Cargo | Main Apron B |
Military | Apron C & F |
SAR | Apron F (SAR) |
General Aviation | Apron P & Z |
Royal Navy | HMS Gannet |
Prestwick departures are free flow. AIR does not require a release for SID Departures.
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 separation minima must be applied between departing aircraft. Departure separation minima can also be found within the XU Quickview.
The standard departure separation for all SIDs is 2 minutes. This can be reduced to 1 minute if a route diverges by more than 40 degrees.
Departures should be transferred to Scottish Control PC L2 Sector when airborne before passing altitude 2000ft.
If PC L2 is offline departures should be transferred to:
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;
Prestwick missed approach procedures can be found in the UK AIP.
Prestwick INT is responsible for aircraft within the Prestwick CTR, CTA’s and RMA.
Use | Code |
---|---|
Approach | 4501 - 4507 |
Hold | Inbound Course/ Direction | Min Level |
---|---|---|
TRN | 028 / Left | FL70 / MSL |
Aircraft are to be radar vectored to establish 2nm before the Final Approach Point (FAP).
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;
The Prestwick CTR and CTA’s are Class D Controlled Airspace.
VFR Circuits are available on RWY 12 / 30 and RWY 03 / 21 at controller discretion, at height 1500 Feet QFE.
All circuit traffic should avoid overflying Troon
VFR Flights within Prestwick controlled airspace should route via Visual Reference Points not above altitude 3000ft Prestwick QNH.
VRP’s can be displayed within the Aurora sector file or;
Referenced from the NATS UK AIP.
Clearances for Special VFR Flights in IMC or at Night within the Prestwick control zone will be given when the traffic situation permits. Special VFR flights should be separated from all IFR and other SVFR flights in Class D airspace.
UK Flight Information Services (UKFIS) are provided by Prestwick INT up to a range of 40nm subject to controller workload. Prestwick‘s is responsible for providing UKFIS South-west of the eastern edge of the Prestwick RMA.