NOT FOR REAL WORLD USE
Last Updated - April 2023
| Position | IVAN CS | RT Callsign | Frequency |
|---|---|---|---|
| GMC | EGXC GND | Coningsby Ground | 121.850 |
| AIR | EGXC TWR | Coningsby Tower | 122.100 |
| APC | EGXC APP | Coningsby Approach | 119.200 |
Low Visibility Procedures will be in force when:
Aerodrome Control responsibilities at Coningsby are split into:
All Military IFR and VFR departures from Coningsby should operate on the QFE.
VFR Aircraft transiting through the MATZ should operate on the QFE.
Coningsby QFE = QNH - 1 hpa
GMC should provide the following information when an aircraft requests Startup:
Persons On Board (POB), should be requested if the pilot omits this information on first contact.
Air systems will be issued departure clearances by GMC whilst taxiing to the active runway.
For examples of standard VFR or MID (Military Instrument Departure) Clearances, see the XU Military Phraseology.
Visual Circuit clearances are as follows:
”Typhoon 02, Squawk 7010”
CPDLC is not in use at RAF Coningsby.
All Departures leaving the visual circuit require a release from Coningsby APC.
Military controllers can clear another aircraft to land on an occupied runway provided that the leading aircraft is in the power up stage of the low approach or touch and go.
”Typhoon 02, Cleared to land, 1 on, touch and go”
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 | # | # | # | # | # |
Note 1: The MEDIUM category is not split into UPPER and LOWER MEDIUM for the purposes of wake turbulence separation on departure.
Note 2: Aircraft departing from an intersection require an additional minute to the times stated above.
The following aircraft types are primarily based at Brize Norton:
All departures should be transferred to Coningsby Approach (APC) immediately when airborne.
AIR: “Warlord 11, Continue with Approach 119.200”
Pilot: “ Approach, 119.200. Warlord 11”
Military pilots may initiate their own handoff with the following phraseology:
Pilot: ”Warlord 11, to Approach”
AIR: ”Warlord 11”
If Coningsby APC is not online, departures should be transferred to Swanwick Military (EGVV_CTR).
If none of the above are online, departures should be released to UNICOM.
Coningsby APC will control Instrument Recovery Traffic until 4 miles from touchdown. Transfer of control will take place at 4 miles from touchdown. Transfer of communication can occur as soon as the aircraft reports estblished on the instrument approach procedure.
Transfer of control for visual recoveries will take place at the boundary of the ATZ. Transfer of Communications can take place as soon as the aircraft reports visual with airfield.
The following wake turbulence separation (nm) 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
No co-ordination is required if the air-system is remaining within the visual traffic circuit.
Co-ordination must be effected with APC If the air-system is not remaining within the visual circuit and/or has conducted an instrument approach.
Coningsby APC is responsible for military traffic within the Coningsby MATZ.
RAF Coningsby : 1730 -1776
All inbounds will be coordinated individually with Coningsby by Swanwick Mil.
Swanwick Mil and Coningsby APC will co-ordinate a release level and radar heading prior to transfer.
| Hold | Course/ Direction | Level |
|---|---|---|
| CGY | 250 / Right | FL50 |
To be added.
5nm minimum separation should be used. Separation can be reduced for military aircraft in formation as long as the formation leader accepts responsibility for separation.
The following wake turbulence separation 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.
The Coningsby MATZ and ATZ are both class G uncontrolled airspace.
Circuits are flown to the south at height 1000ft QFE.
BBMF Circuits are flown to the north between 500 and 1500ft QFE.
MATZ Transits should be issued the QFE and a height to fly if required for separation against military aircraft.
MATZ Transits routing overhead/ through the ATZ must be coordinated with AIR.
Approaches are to be made to the active runway. Taxi instructions will be passed by GMC to a relevant parking area.
Coningsby APC Provides UK Flight Information Services (UK FIS) to both Military and civil aircraft up to FL195 and a range of 40nm.