NOT FOR REAL WORLD USE
Last Updated: March 2024
Position | IVAN CS | RT Callsign | Frequency |
---|---|---|---|
GMP | EGGD DEL | Bristol Delivery | 121.930 |
GMC | EGGD GND | Bristol Ground | 121.930 |
AIR | EGGD TWR | Bristol Tower | 133.850 |
FIN | EGGD F APP | Bristol Director | 136.080 |
INT | EGGD APP | Bristol Radar | 125.650 |
Aerodrome Control at Bristol is split into:
Runway 27 will be used for takeoff and landing in preference to Runway 09, unless the surface wind or other meteorological factors dictate
Departing aircraft are to be given the Bristol QNH prior to take-off.
Arriving aircraft below the transition level are to be given the Bristol QNH.
Aircraft entering the aerodrome traffic circuit are to operate on the Bristol QFE.
Bristol QFE = QNH - 21 hPa
6000 ft
By ATC
Runway 27 is suitable for CAT II/III operations.
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:
“[Aircraft Callsign], cleared to [Destination], [SID], squawk [SSR CODE]”
A correct readback must be obtained prior to starting the aircraft.
It is the responsibility of the GMP controller to manage AIR’s workload by starting aircraft in an appropriate order.
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.
When ready for Pushback and/or Start-up, aircraft should be instructed:
”Aircraft Callsign, Hold position, Contact Bristol Tower 133.850”
Datalink clearances are not in use at Bristol.
Airline | Stand | Remote Stands | Southern Parking Area |
---|---|---|---|
Aer Lingus Regional (EAI) | 7-12, 13-15 | 19 - 20 | General Aviation |
Auringy (AUI) | 7-12, 13-15 | 31 - 39 | Private / Charter |
Blue Islands (BCI) | 7-12, 13-15 | W4, W5, W6, W7, W8 | WPD Electricity Heli’s |
Easyjet (EZY/ EZE) | All Stands except 13-15 | 7N, E1, E2, E3 |
|
Eurowings (EWG) | All Stands except 13-15 |
|
|
Jet 2 (EXS) | 22-30 | ||
KLM (KLM) | 21 | ||
Lauda (RYR) | 22-30 | ||
Loganair (LOG) | 7-12, 13-15 | ||
Lufthansa (DLH) | 1-3 | ||
Ryanair (RYR) | All Stands except 13-15 | ||
TUI |
All Stands except 13-15 757/ 767 : 3, 26 |
||
Wizz Air (WZZ/ WUK) | All Stands except 13-15 |
Bristol is not free flow. All departures require a release from Bristol Radar (GD INT).
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. No conditional clearances are to be used when LVPs are in force
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.
Leading Aircraft | Following Aircraft | Separation (Minutes) | ||
---|---|---|---|---|
BCN | BCN | 3 | ||
BADIM/ WOTAN | 2 | |||
EXMOR | 2 | |||
EXMOR | EXMOR | 3 | ||
BCN/ BADIM/ WOTAN | 2 | |||
WOTAN/ BADIM | WOTAN/ BADIM | 3 | ||
BCN/ EXMOR | 2 |
Departure | Controller |
---|---|
BCN (Rwy 09) | EGGD_APP (GD INT) |
BCN (Rwy 27) | EGFF_APP (FF INT) |
BADIM | EGGD_APP (GD INT) |
EXMOR (Rwy 09) | EGGD_APP (GD INT) |
EXMOR (Rwy 27) | EGFF_APP (FF INT) |
WOTAN | EGGD_APP (GD INT) |
If GD INT is not online, relevant departures should be transferred to (in order of priority):
If none of the above are online, departures should be released to UNICOM.
GD INT/FIN will retain control of arriving aircraft until the aircraft passes 4nm DME, transfer of communication can occur prior to this point.
GD FIN/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 GD FIN/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;
For details of missed approach procedures, refer to the UK AIP.
Bristol Director (GD FIN) is responsible for aircraft at or descending to 4000ft and clear on conflict. Coordination between INT/FIN shall occur for any deviations to this
Bristol Radar (GD INT) is responsible for control of aircraft within the Bristol CTR, CTA, delegated airspace (depicted in red) below and the Bristol RMA. Please note: The yellow area depicted below is delegated to Cardiff Radar (FF INT)
The following airspace is delegated to GD INT.
Use | Code |
---|---|
Bristol Radar | 4610 - 4637 |
Frequency Monitoring Code | 5077 |
LAC Controllers will descend Bristol Arrivals to the standard agreed levels:
From | To | Via | Agreement | Information |
---|---|---|---|---|
LAC W | FF INT | AMRAL | FL160 Level AMRAL | Initially vectored by FF INT |
LAC W | FF INT | DAWLY | FL160 Level DAWLY | Initially vectored by FF INT, Descent to FL100 level EXMOR |
FF INT | GD INT | EXMOR | ↓ FL100 | DAWLY 1B Arrival |
LAC S | GD INT | CPT | ↓ FL120 | Cardiff Arrivals via CPT, Initially vectored by GD INT |
LAC | GD INT | POMAX | ↓ FL120 |
Hold | Inbound Course/ Direction | Levels |
---|---|---|
BRI | 087/ Left | 3000 ft + |
A minimum radar separation of 3nm should be used for all arriving traffic.
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:
”Easy 83TZ, 30 Miles to touchdown, Descend to altitude 4000ft, QNH 1013”
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;
GD INT should climb all departures in accordance with the standard agreed levels with LAC/ FF INT.
From | To | Via | Agreement |
---|---|---|---|
EGGD | LAC S | KENET | ↑FL100 |
EGGD | FF INT | TALGA (N864) | ↑FL150 |
EGGD | FF INT | EXMOR | ↑FL150 |
The Bristol Control Zone and Control Area are both Class D controlled airspace.
All VFR circuits should be performed to the south.
Fixed wing circuit height is not above 1000ft QFE, 1600ft QNH.
Rotary wing circuits are flown at 1300ft QNH or 700ft QFE.
VFR Flights should route via Visual Reference Point’s (VRP) not above altitude 2000ft Bristol QNH.
All VFR Flights should be coordinated between the INT and AIR Controller. AIR is Responsible for VFR/ SVFR inside the Bristol CTR.
”G-ABCD, Cleared to enter the Bristol Control Zone via the M5 Avon Bridge, VFR, Not above altitude 2000ft”
VRP’s can be displayed within the Aurora sectorfile or;
Referenced from the NATS UK AIP.
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 airffield should be made at the landing threshold of the runway in use.
Fanstops (Practice engine failures) are prohibited from Runway 09.
Special VFR flights may be authorised in the Bristol CTR. SVFR clearances to operate within the Bristol 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.
Bristol Radar (INT) may provide UK Flight Information Services (UK FIS) outside of controlled airspace up to a range of 30nm subject to controller workload.