NOT FOR REAL WORLD USE
Last updated: June 2023
Position | IVAO Callsign | RT Callsign | Frequency |
---|---|---|---|
AIR | EGHI_TWR | Southampton Tower | 118.205 |
INT | EGHI_APP | Solent Radar | 120.230 |
Southampton is not equipped for CAT II/III operations. Low Visibility Procedures are used to safeguard CAT I Operations.
Low Visibility Procedures will commence when:
Departing aircraft are to be given the Southampton QNH prior to take-off.
Arriving aircraft below the transition level are to be given the Southampton QNH.
Aircraft entering the aerodrome traffic circuit are to operate on the Southampton QFE.
Southampton QFE = QNH - 2 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.
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.
Southampton does not have any established Standard Instrument Departures (SID). Airway clearances should be requested from Solent 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]”
In the absence of INT and/or Area Control, AIR 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 | Route* |
---|---|---|---|
North | 02, 20 | Q41 | Q41 to NORRY (Note 1) |
Northwest | 02, 20 | Q41, Q63 | Q41 to TABEN – KENET (Note 1) |
East | 02, 20 | GWC | GWC |
South | 02, 20 | Q41/Z171 | NEDUL – Q41/Z171 (Note 2) |
West (Note 3) |
02, 20 | FIR | As directed by ATC |
Note 1: Right turn from end of NAP Runway 20.
Note 2: Left turn from end of NAP Runway 02.
Note 3: There is no contiguous Controlled Airspace to the west of the Solent CTA. Departing aircraft intending to join the ATS Route network will leave controlled airspace at the Solent CTA boundary.
All departures (except for visual circuits) require a release from Solent 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.
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.
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;
Use | Code |
Solent Approach (Southampton) | 3660 — 3665 |
Solent Approach (Southampton) | 3667 — 3677 |
The standard release points for aircraft inbound Southampton are: PEPIS; RUDMO; THRED.
London Terminal Control will descend inbounds to Minimum Stack Level (MSL).
The following holding area‘s are available for Southampton traffic:
Hold | Holding Level |
---|---|
SAM | 2000ft - FL100 |
PEPIS | FL70 - FL100 |
RUDMO | FL80 - FL110 |
NEDUL | 4000ft - FL140 |
A minimum radar separation of 3nm must be applied.
Aircraft should be radar vectored to establish 2nm before the final approach point.
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;
Solent INT will descend arrivals initially to altitude 5000ft, positioned on a radar heading towards the Bournemouth RMA.
Transfer of control to Bournemouth INT may occur once the arrival passes the western edge of Portsmouth CTA 8.
Solent INT may descend arrivals initially to altitude 5000ft. INT will then position the traffic on radar heading fof a base leg to Runway 26.
Transfer to Bournemouth INT may occur when these conditions are met. Transfer of control may occur sooner if coordinated.
All departures from Solent should be climbed to Min Stack Level (MSL). Traffic should be transferred to the relavant LTC sector at or before reaching MSL once clear of conflict.
Southampton is situated in Class D controlled airspace.
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.
Aircraft requesting to transit the Southampton CTR should be routed as follows:
West Route: Bishops Waltham VRP → Southampton VOR VRP → Romsey VRP
East Route: Romsey VRP → Southampton VOR VRP - Bishops Waltham VRP
VFR Circuits are performed east of the aerodrome with a altitude restriction of 1500 Feet QNH.
All VFR routing through controlled airspace must route via a valid VRP.
VRP’s can be displayed within the Aurora sectorfile or;
Referenced from the NATS UK AIP.
Special VFR flights may be authorised in Southampton'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.
All helicopters must land and take-off on the runway.
UK FIS may be provided by Solent Radar subject to controller workload.