NOT FOR REAL WORLD USE
Last Updated - April 2023
| Position | IVAN CS | RT Callsign | Frequency |
|---|---|---|---|
| AIR | EGQS_TWR | Lossie Tower | 118.900 |
| APC | EGQS_APP | Lossie Approach | 123.300 |
Low Visibility Procedures (LVP) will be in force when:
All aircraft should operate on the Lossiemouth QFE.
Lossiemouth QFE = QNH - 1 hpa
3000ft
By ATC.
A conversion table can be found in the XU SO Quickview.
In the real world, RAF Lossiemouth has a Ground control position on a UHF frequency 268.625 Mhz.
On IVAO UHF frequencies are not supported and therefore: Lossie Ground is permanently band-boxed to Lossie Tower.
CPDLC Datalink clearances are not in use at RAF Lossiemouth.
Lossiemouth is not freeflow. AIR must request a release for all departures from Lossiemouth Approach (APC).
Note: Lossiemouth APC may amend the altitude/ after departure instructions if required due to the traffic situation.
Conditional runway clearances are not used by Lossiemouth ATC.
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.
The following wake turbulence separation shall be applied between departing aircraft (in minutes):
|
Follower → ↓Leader
|
Super | Heavy | Medium | Small | Light |
|---|---|---|---|---|---|
| Super | # | 2 | 3 | 3 | 3 |
| Heavy | # | 4nm | 2 | 2 | 2 |
| Medium | # | # | # | 2 | 2 |
| Small | # | # | # | # | # |
| Light | # | # | # | # | # |
Aircraft departing from an intersection require an additional minute to the times stated above.
The following aircraft types are primarily based at Lossiemouth:
In addition to turbulence and speed separations, Lossiemouth operates a 2 minute route separation between departures. This time is counted from the moment the first aircraft begins its take-off roll. If the aircraft commences a full length take-off and the following aircraft departs from an intersection, the spacing should be increased to 3 minutes.
All aircraft should be transferred to Lossiemouth APC as soon as possible before passing altitude 2000ft.
if Lossiemouth APC is offline, Departures should be transferred to:
If all of the above are offline, Departures should be released to UNICOM.
The following wake turbulence separation (Nautical miles) shall be applied between arriving aircraft:
|
Follower → ↓Leader
|
Super | Heavy |
Upper Medium |
Lower Medium |
Small | Light |
|---|---|---|---|---|---|---|
| Super | # | 5 | 7 | 7 | 7 | 8 |
| Heavy | # | 4 | 5 | 5 | 6 | 7 |
| Upper Medium | # | # | 3 | 4 | 4 | 6 |
| Lower Medium | # | # | # | # | 3 | 5 |
| Small | # | # | # | # | 3 | 4 |
| Light | # | # | # | # | # | # |
# Signifies that separation for wake turbulence reasons alone is not necessary
Military ATC can clear an air system to land when another air system is on the runway.
”OMEN41, Surface Wind 250, 5, Runway 25, Cleared to land, one on, touch and go.”
For details of missed approach procedures, please refer to the UK MIL AIP.
Lossiemouth Approach (APC) is responsible for military aircraft within the Lossiemouth MATZ.
| Use | Code |
|---|---|
| Circuit | 7010 |
| Approach | 3701 - 3767 |
| Hold | Inbound Course/ Direction | Min Height/ Altitude |
|---|---|---|
| LSM 046R/ 14d | 226/ Right | 3030/ 3000 |
| LSM 227R/ 17d | 047/ Right | 3250/ 3500 |
To be added
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 following wake turbulence separation (Nautical miles) shall be applied between arriving aircraft:
|
Follower → ↓Leader
|
Super | Heavy |
Upper Medium |
Lower Medium |
Small | Light |
|---|---|---|---|---|---|---|
| Super | # | 5 | 7 | 7 | 7 | 8 |
| Heavy | # | 4 | 5 | 5 | 6 | 7 |
| Upper Medium | # | # | 3 | 4 | 4 | 6 |
| Lower Medium | # | # | # | # | 3 | 5 |
| Small | # | # | # | # | 3 | 4 |
| Light | # | # | # | # | # | # |
# Signifies that separation for wake turbulence reasons alone is not necessary.
Missed approach procedures for Lossiemouth can be found in the UK Mil AIP.
Lossiemouth APC is responsible for providing SRA approaches to both civilian and UK military aircraft.
The following SRA Phraseology should be used:
“Aircraft Callsign, This will be a Surveillance Radar Approach, Runway [x] with a 3 degree glidepath, Terminating [x] Nm from touchdown. Check your minima and missed approach point, Procedure Minimum Descent [Altitude/ Height] 730ft, [QNH/ QFE] 1000”
1. MAPt = Missed Approach Point
| Runway 05 | ||
|---|---|---|
| Distance (NM) | Height (ft) | ATC Action |
| +10 | 2320 | Notify AIR of SRA |
| 10 | 2320 | |
| 7.1 | 2320 | “Begin Descent NOW to maintain a 3 degree glide path” |
| 6 | 2000 | |
| 5 | 1680 | Request Landing clearance from AIR → Issue Landing clearance |
| 4 | 1360 | |
| 3 | 1040 | |
| 2 | 720 | |
| 1 | 400 | “Approaching point MAPt. Are you visual with the Runway?” |
| 0 | 80 | “Approach completed. After landing contact Tower 118.900. Out” |
- “Aircraft Callsign, Lossie Approach, Identified, Climbing FL190, Traffic Service”
Runway 05 / 23 : Flown to the North-west at height 1000ft QFE.
Runway 10 / 28: Flown to the south at height 1000ft QFE.
VFR transits must not enter the ATZ without approval from AIR. Transits should cross the threshold of the runway in use. MATZ transits routing clear of the ATZ can remain with Lossiemouth APC for the duration of the transit.
Via compass directions to leave the MATZ eg (North, South, East, West).
APC may specify a height restriction to deconflict from other traffic.
Not applicable.
Lossiemouth APC provides a Lower Airspace Radar Service (LARS) up to a range of 40nm outside of controlled airspace subject to controller workload.