NOT FOR REAL WORLD USE
Last Updated: March 2024
Position | IVAN CS | RT Callsign | Frequency |
---|---|---|---|
AIR | EGFF TWR | Cardiff Tower | 133.100 |
INT | EGFF APP | Cardiff Radar | 125.855 |
Runway 30 is used in preference to Runway 12 when the tailwind component is no greater than 5 knots and the Runway surface is dry.
Departing aircraft are to be given the Cardiff QNH before take-off.
Arriving aircraft below the transition level are to be given the Cardiff QNH.
Aircraft entering the aerodrome traffic circuit are to operate on the Cardiff QFE.
Cardiff QFE = QNH - 8 hPa
6000 ft
By ATC.
Cardiff Airport is not equipped for CAT II/III operations, however, Low Visibility Procedures (LVP‘s) are used to protect CAT I operations.
LVP’s will commence when RVR/MET visibility falls to 800 M or less.
Pilots should be informed by ATIS Broadcast or on frequency when LVP’s are in force.
Pilots should be informed when LVP’s are cancelled.
CAT I Holding points A2 and B2 are to be used.
Access to and from the runway in use from the Southern GA Parking/ Maintenance Area’s will be via Taxiway H.
The following spacing should be used for arrivals during LVPs:
Absolute authority over all movements on the active runway and its access points.
Aircraft within, and in the vicinity of, the Cardiff ATZ and aerodrome traffic circuit.
Control of all surface movements on the manoeuvring area.
Clearance delivery and issuing of ATC departure clearances.
Requesting releases from Cardiff Radar (INT).
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.
AIR 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.
Datalink clearances are not in use at Cardiff.
Airline | Stand | Remote Stands | Southern GA/ Maintenance | BA Maintenance |
---|---|---|---|---|
Eastern Airways (EZE) | 1,2,3, 8 | 4, 5, 6 | General Aviation | All Aircraft up to A380 |
KLM | 9 | 15, 16, 17 | Private/ Charter |
|
Qatar Airways (QTR) | 7 |
|
|
|
Ryanair | 12, 13, 14 | |||
TUI | 12, 13, 14 | |||
Vueling | 9, 10, 11, 12, 13, 14 | |||
Wizz Air (WZZ/ WUK) | 9, 10, 11 |
(1) When Runway 30 is in use aircraft from the south maintenance area will line up via holding point H and vacate though holding point G.
(2) When runway 12 is in use aircraft from the south maintenance area will line up via holding point G and vacate via holding point H.
(3) Taxiway Charlie must not be used by code 'D' or 'E' aircraft (777/ A330) to enter or vacate the runway with the exception of the B757 and B767 series aircraft.
(4) Aircraft Code ‘D’ and ‘E’ (excluding the B757 and B767) cannot make turns from ‘E’ in a westerly direction onto the 'B' taxiway.
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.
A basic separation of 2 minutes shall be applied to aircraft routing on the same initial departure route.
A separation of 1 minute shall be used for aircraft departing on route diverging by more than 45 degrees.
Cardiff is not free flow. All Departures require a release from Cardiff Radar (INT)
All Departing aircraft should be transferred to contact Cardiff Radar (INT) when airborne before passing altitude 2000ft.
If Cardiff INT is not offine, aircraft 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;
Details for missed approach procedures are detailed in the UK AIP.
Cardiff Radar (INT) is responsible for aircraft within the Cardiff RMA and CTR as well as the airways depicted below.
Use | Code |
Approach | 3601 - 3657 |
LAC Controllers will descend Cardiff inbounds to the standard agreed levels:
From | To | Via | Agreement | Additional Information |
---|---|---|---|---|
LAC W | EGFF | AMRAL | FL160 Level AMRAL | Descent below FL160 after RILES |
LAC W | EGFF | DAWLY | FL160 Level DAWLY | Released for Descent to Cardiff ATC |
LAC S | EGFF | CPT | FL120 | Initially vectored by GD INT. |
The following holding areas are available for Cardiff arrivals:
Holding Area | Minimum Altitude |
---|---|
CDF | 2500ft + |
A 3nm Radar Buffer zone exists between Cardiff and Bristol (Shown in yellow in the diagram’s above). Aircraft under radar vectors from Cardiff must not pass through the Buffer without coordination with Bristol Radar.
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:
”WUK123, 30 Miles from touch down, Descend to altitude 4000ft, QNH 1013”
A minimum radar separation of 3nm shall be used for all arriving traffic.
See section: AIR Control - Arrival seperation - Wake Turbulance.
Cardiff Departures should be issued climb in accordance with the standard agreed levels with LAC.
From | To | Via | Agreement |
---|---|---|---|
EGFF | LAC W | TALGA (N864) | ↑FL160 |
EGFF | LAC W | EXMOR | ↑FL150 |
EGFF | LAC S | ALVIN | ↑FL110 |
EGFF | LAC W | BCN (Westbound) | ↑FL160 |
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.
Training flights are not permitted at Cardiff Airport
All VFR flights must route via valid Visual Reference Point‘s(VRPs). VFR flights will be cleared by Cardiff Radar (INT) to enter/leave controlled airspace via Published VFR Arrival and Departure Routes not above altitude 1500ft Cardiff QNH.
”G-ABCD, Cleared to enter controlled airspace, published VFR St Hillary Arrival, Not above altitude 1500ft, QNH 1013”
“G-ABCD, Hold position, Cleared leave controlled airspace, published VFR Wenvoe Departure, not above altitude 1500ft, QNH1013, Squawk 3601.
VRP’s can be displayed within the Aurora sectorfile or;
Referenced from the NATS UK AIP.
Special VFR flights may be authorised in Cardiff's Airspace. SVFR clearances to operate within the airspace, 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.
Arriving and Departing Helicopters are to use the main Runway.
Cardiff Radar provides a LARS (Lower Airspace Radar Service) outside of controlled airspace up to a range of 40nm and a maximum altitude of FL195. UK FIS are provided subject to controller workload.