NOT FOR REAL WORLD USE
Last Updated - June 2023
Position | IVAN CS | RT Callsign | Frequency |
---|---|---|---|
GMC | EGHH GND | Bournemouth Ground | 121.705 |
AIR | EGHH TWR | Bournemouth Tower | 125.605 |
INT | EGHH APP | Bournemouth Radar | 119.480 |
ATC Low Visibility Procedures come into effect when:
Pilots should be informed by ATIS and on frequency when LVP’s are in force. Pilots should be informed again when LVP’s are cancelled.
The following spacing should be used for arrivals during LVPs:
Aerodrome Control Responsibilities at Bournemouth are split into:
There is no preferential runway at Bournemouth. Runway 26 should be used when the surface winds are calm and the tailwind is less than 5 knots.
Departing aircraft are to be given the Bournemouth QNH prior to takeoff.
Arriving aircraft below the transition level are to be given the Bournemouth QNH.
Aircraft entering the aerodorme traffic circuit are to operate on the Bournemouth QFE.
Bournemouth QFE = Bournemouth QNH - 1 hpa
6000 FT
By ATC.
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.
Southampton does not have any established Standard Instrument Departures (SID). Airway clearances should be requested from Bournemouth Radar (INT)
Clearances shall be issued using the following phraseology:
”Aircraft Callsign, Controller Callsign, Cleared to [Destination] via [Airway1]. After Departure [Runway] turn left/right on track [Fix]2, Climb [Initial Climb3], Squawk [SSR Code]”
”TOM7DJ, Bournemouth Ground, Cleared to Tenerife via Q41. After Departure Runway 26, Turn left on track LELNA, Climb to altitude 3000ft, Squawk 2241”
A correct readback must be obtained prior to starting the aircraft.
In the absence of INT and/or Area Control, AIR/GMC may provide this clearance with the following:
The initial departures routes are shown below – full routeings are published in the UK Standard Route Document (SRD). These routes may be varied at the discretion of ATC (e.g. to offer more direct routeing when the traffic situation permits).
Departing to | Runway | Via | Direction of Turn | Route |
---|---|---|---|---|
North or Northwest | 08 | Q41 | Left turn | SAM – Q41 – NORRY |
26 | Q41/Q63 | Right turn | SAM – Q41 – TABEN – KENET | |
Northeast East or Southeast | 08 | GWC | Left turn | SAM – Y8 – GWC |
26 | Right turn | |||
South | 08 | Q41 | Right turn | THRED – Q41 – ORTAC |
26 | Left turn | THRED – Z171 – LELNA | ||
West | 08 | FIR | Left turn | N/A |
26 | Direct |
Max Aircraft Size | Stand |
---|---|
B738 | 1 - 11 |
JS41 | 2 - 3 |
General aviation and business parking takes place on the northern side of the airfield.
All departures (except for visual circuits) require a release from Bournemouth Radar (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.
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.
Aircraft should be transferred to Bournemouth Radar (INT) when airborne straight after departure before passimg altitude 2000ft. If INT is offline departures should be transferred to:
If none of the above are online, departures should 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;
Missed approach procedures for Bournemouth can be found in the UK AIP.
Bournemouth shall provide ATC Services to aircraft from the time and place at which:
The following holding area is available for Bournemouth traffic:
Hold | Holding Level |
---|---|
SAM | 2000ft - FL100 |
PEPIS | FL70 - FL100 |
RUDMO | FL80 - FL110 |
NEDUL | 4000ft - FL140 |
A minimum radar separation of 3nm shall be used for all arriving traffic.
Aircraft should be vectored to establish no later than 2nm before the Final approach Fix/ Final approach point.
Bournemouth‘s SMAA extends outside of its controlled airspace and therefore it has a special exemption from the CAA allowing Radar Vectoring to take place outside of controlled airspace for Runway 08 Arrivals.
Diagram’s Coming soon
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:
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;
All departures joining airways should be issued climb to altitude 3000ft.
Departures should be transferred to Solent Radar before passing the Solent Radar Gate.
The Bournemouth Control Zone and Control Area are both Class D airspace.
Use | Code |
---|---|
Approach | 7350 - 7376 |
Conspicuity | 7377 |
VFR Circuits are performed south of the aerodrome with a altitude restriction of 1500 Feet QNH.
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.
All VFR inbounds/outbounds must route via a valid VRP. The following VRP's have been established for aircraft operating to and from Bournemouth airport:
VRP’s can be displayed within the Aurora sectorfile or;
Referenced from the NATS UK AIP.
UK FIS may be provided by Bournemouth Radar subject to controller workload.