EGPF — GLASGOW
| 1 |
ARP coordinates and site at AD |
Lat: 555219N
Long: 0042559W
|
| 2 |
Direction and distance from city |
6 NM West of Glasgow. |
| 3 |
Elevation / Reference temperature / Mean Low Temperature |
26 FT / 16 °C / - |
| 4 |
Geoid undulation at AD ELEV PSN |
178 FT |
| 5 |
Magnetic Variation / Annual Change |
1.63°W (2022) / 0.22°E |
| 6 |
AD Administration |
GLASGOW AIRPORT LTD |
|
Address |
Glasgow Airport, Paisley, Strathclyde PA3 2ST. | |
|
Telephone |
0344-481 5555 (Glasgow Airport Ltd) 0141-840 8029 (ATC) 0141-840 8000 (NATS Ltd) 0141-848 4141 (Airfield Operations) | |
|
Telefax |
0141-848 4354 (Glasgow Airport Ltd) 0141-840 8011 (NATS Ltd) | |
|
Web address |
www.glasgowairport.com | |
| 7 |
Type of Traffic permitted (IFR/VFR) |
IFR/VFR |
| 8 |
Remarks |
All calls to ATC are recorded. |
| 1 |
AD Administration |
H24 |
| 2 |
Customs and immigration |
H24 |
| 3 |
Health and sanitation |
H24 |
| 4 |
AIS Briefing Office |
H24 |
| 5 |
ATS Reporting Office (ARO) | |
| 6 |
MET Briefing Office | |
| 7 |
ATS |
H24 See also AD 2.18. |
| 8 |
Fuelling |
H24 |
| 9 |
Handling |
H24 |
| 10 |
Security |
H24 |
| 11 |
De-icing |
H24 |
| 12 |
Remarks |
AD use subject to approval and restriction refer to AD 2.20 item 1 and to AD 2.21. |
| 1 |
Cargo handling facilities |
Normal facilities. Nearest railway siding: Paisley (Greenlaw) 1.5 NM. |
| 2 |
Fuel and oil types |
AVTUR JET A-1. |
| 3 |
Fuelling facilities/capacity |
Pentland Aviation and Signature Aviation Services, by bowser. |
| 4 |
De-icing facilities |
Available via Handling Agent. |
| 5 |
Hangar space for visiting aircraft | |
| 6 |
Repair facilities for visiting aircraft |
Limited by arrangement. |
| 7 |
Remarks |
All operators, including Executive and Private General Aviation, must make prior arrangements with a handling agent for ground handling of all flights. |
| 1 |
Hotels |
Hotels on the airport and in the vicinity. |
| 2 |
Restaurants |
Restaurant, buffet and bars. |
| 3 |
Transportation |
Coaches, taxis and private car hire. Nearest railway station: Paisley (Gilmour Street) 1.25 NM. |
| 4 |
Medical facilities |
Limited first aid treatment. |
| 5 |
Bank and Post Office |
ATM and post box available in terminal. |
| 6 |
Tourist Office | |
| 7 |
Remarks |
Tourist Information office available. |
| 1 |
AD category for fire fighting services |
RFF Category A9 H24. |
| 2 |
Rescue equipment |
Details available on request from aerodrome. |
| 3 |
Capability for removal of disabled aircraft |
Light aircraft only. Contact 0141-848 4141. H24. |
| 4 |
Remarks |
| 1 |
Type of clearing equipment |
Mechanical, Chemical de-icing. |
| 2 |
Clearance priorities |
Standard. Winter Plan available on request. |
| 3 |
Remarks |
Latest information from: Snow clearance base 0141-848 4141 and 0141-848 4511/12. |
| 1 |
Apron surface and strength |
JULIET APRON Surface: Concrete and asphalt MAIN APRON Surface: Concrete and asphalt. /Monoblock. |
| 2 |
Taxiway width, surface and strength |
Taxiway ALPHA: 23 M Surface: Asphalt |
|
Taxiway BRAVO: 23 M Surface: Asphalt | ||
|
Taxiway CHARLIE: Surface: Concrete and asphalt
Restricted to 15 M. | ||
|
Taxiway DELTA: 23 M Surface: Asphalt | ||
|
Taxiway ECHO: 23 M Surface: Asphalt | ||
|
Taxiway FOXTROT: 23 M Surface: Asphalt | ||
|
Taxiway GOLF: 23 M Surface: Asphalt | ||
|
Taxiway JULIET: 12 M Surface: Asphalt | ||
|
Taxiway TANGO: 15 M Surface: Asphalt | ||
|
Taxiway WHISKEY: 7.5 M Surface: Concrete | ||
|
Taxiway YANKEE: Surface: Concrete and asphalt Restricted to 15 M. | ||
|
Taxiway ZULU: Surface: Concrete and asphalt Restricted to 15 M. | ||
| 3 |
Altimeter checkpoint location and elevation |
Apron 22 FT |
| 4 |
VOR checkpoints | |
| 5 |
INS checkpoints |
See Aircraft/Parking Docking chart. |
| 6 |
Remarks |
| 1 |
Use of aircraft stand ID signs, TWY guide lines and visual docking/parking guidance system of aircraft stands |
Nose-in parking is in operation on all aprons except the General Aviation area and cargo stands which are marshalled. All nose-in stands have stand number, yellow centre-line and guidance in the form of either Visual Docking Guidance System or AGNIS and Ground Stop Arrow. Cross reference to the taxiway, stands and numerals against the stand designator on the face of the pier is recommended to avoid any confusion. The following stands are fitted with Visual Guidance Docking System (Safedoc): 3-5, 9-11, 14-29, 30, 30L, 30R, 32-37, 37L, 37R, 38-40. The following stands are fitted with AGNIS and Ground Stop Arrow: 1, 1A, 2, 12, 64, 65, 81, 82. Marshalling is provided at the following stands, which are not fitted with Stand Entry Guidance: 6, 6A, 7, 8, 31, 61-63. |
| 2 |
Runway and taxiway markings and lighting |
Runway marking aid(s): 05/23 : Runway threshold markings and runway designators. Centre-line, touchdown zone markings and aiming points. Displaced threshold arrows on Runway 23. Yellow chevrons pre 05 threshold. |
|
Taxiway marking aid(s): | ||
|
Taxiway Alpha - Black and white chequered box adjacent to Charlie denoting helicopter FATO area to be kept clear. Yellow centre-line all taxiways. Enhanced edge lines on sections of Alpha and Golf. CAT I Holding points on taxiway A,B,C,D,E,F,G,Y,Z. CAT II/III Holding points on A,G. | ||
|
Taxiway Charlie is closed to all arriving and departing aircraft. Appropriate paint markings are displayed on both runway and taxiway. | ||
|
Taxiway light(s):
Colour coded alternate yellow/green centreline lights installed on exit taxiways at Links A, B, D, E, F and G to indicate when an aircraft has cleared the ILS LOC sensitive area. All taxiway directional signs and holding point signs are internally illuminated to the latest ICAO standard. Ground mounted alternately flashing yellow runway guard lights operating H24, are installed at the category I holding | ||
| 3 |
Stop bars and runway guard lights (if any) |
Red stop bars signifying holding positions for ILS Category l protection for Links A, B, D, E, F and G. Red stop bars signifying holding positions of ILS CAT ll/lll protection for Links A and G. All available stop bars are lit H24. |
| 4 |
Other runway protection measures | |
| 5 |
Remarks |
The apron is marked for nose-in/push-back parking only and operators should ensure that agents can supply tractor push-back facilities. Aircrew are to note that all illuminated azimuth and parallax parking stand and entry guidance systems are operated by their ground handling agent. The illumination of stand entry guidance systems should indicate that a safety check of the stand has been made by the handling agent prior to the aircraft arrival. However, it still remains the responsibility of the aircrew to satisfy themselves that the stand is safe for entry and parking. Pilots should not enter an aircraft stand unless the Stand Entry Guidance System is illuminated or a marshaller has signalled clearance to proceed. On taxiway C,Y,Z edge delineated by blue reflective linlaners. Obstacle markings. |
| In Approach/Take-off areas | ||||||
|---|---|---|---|---|---|---|
| Obstacle ID/ Designation | Obstacle Type | Obstacle Position | Elevation/Height | Obstruction Lighting Type/Colour | Remarks | |
| 1 | 2 | 3 | 4 | 5 | 6 | |
|
(EGPF11990) 23/APPROACH |
MAST |
555742.73N 0041404.43W |
800 FT |
112 FT |
No | |
|
(EGPF14924) 23/APPROACH |
HV PYLON |
555727.33N 0041743.69W |
590 FT |
158 FT |
No | |
|
(EGPF14495) 05/TAKE-OFF |
TWR BK MAST |
555440.17N 0042203.49W |
356 FT |
221 FT |
No | |
|
(EGPF13829) 23/APPROACH |
TREE |
555309.72N 0042410.98W |
107 FT |
84 FT |
No | |
|
(EGPF15284) 23/APPROACH |
TREE |
555301.76N 0042449.74W |
63 FT |
46 FT |
No | |
|
(EGPF13060) 05/TAKE-OFF |
LOC 05 OBS |
555251.15N 0042457.72W |
25 FT |
9 FT |
Yes Red | |
|
(EGPF14149) 23/TAKE-OFF |
TREE |
555138.21N 0042721.05W |
72 FT |
53 FT |
No | |
|
(EGPF15443) 23/TAKE-OFF |
LOC 23 OBS |
555137.76N 0042714.84W |
33 FT |
13 FT |
Yes Red | |
|
(EGPF14033) 23/TAKE-OFF |
STREETLIGHT |
555135.44N 0042717.68W |
49 FT |
29 FT |
No | |
|
(EGPF14131) 23/TAKE-OFF |
TREE |
555135.40N 0042714.84W |
68 FT |
50 FT |
No | |
|
(EGPF15399) 05/APPROACH |
TREE |
554800.45N 0043227.21W |
780 FT |
17 FT |
No | |
|
(EGPF12615) 05/APPROACH |
MAST |
554551.01N 0043542.16W |
701 FT |
63 FT |
No | |
| In circling area and at aerodrome | ||||||
|---|---|---|---|---|---|---|
| Obstacle ID/ Designation | Obstacle Type | Obstacle Position | Elevation/Height | Obstruction Lighting Type/Colour | Remarks | |
| 1 | 2 | 3 | 4 | 5 | 6 | |
|
(EGPF5684) |
HV PYLON |
555651.30N 0042618.81W |
1121 FT |
97 FT |
No | |
|
(EGPF14842) |
HV PYLON |
555443.01N 0042654.49W |
412 FT |
392 FT |
Yes Red | |
|
(EGPF11983) |
TWR BK AERIAL |
555440.84N 0042428.56W |
317 FT |
140 FT |
No | |
|
(EGPF5369) |
HV PYLON |
555343.21N 0042731.12W |
214 FT |
125 FT |
Yes Red | |
|
(EGPF14698) |
CHURCH SPIRE |
555041.20N 0042556.59W |
272 FT |
214 FT |
No | |
|
(EGPF15334) |
TWR BK VENT |
554929.17N 0042757.92W |
382 FT |
140 FT |
Yes Red | |
|
(EGPF15371) |
MAST |
554823.99N 0042747.77W |
940 FT |
211 FT |
Yes Red | |
|
(EGPF6254) |
HV PYLON |
554705.46N 0042843.82W |
923 FT |
182 FT |
No | |
|
(EGPF11931) |
WIND TURBINE |
554649.54N 0042930.35W |
939 FT |
177 FT |
No | |
|
(EGPF10669) |
WIND TURBINE |
554517.98N 0042805.38W |
1080 FT |
352 FT |
Yes Red | |
|
(EGPF10686) |
WIND TURBINE |
554512.41N 0042430.30W |
1160 FT |
330 FT |
Yes Red | |
| 1 |
Associated MET Office |
MET OFFICE ABERDEEN |
| 2 |
Hours of service MET Office outside hour |
H24 |
| 3 |
Office responsible for TAF preparation Periods of validity |
MET OFFICE ABERDEEN 24 hours. |
| 4 |
Trend forecast Interval of issuance | |
| 5 |
Briefing/consultation provided |
Self briefing. |
| 6 |
Flight documentation Language(s) used |
Charts abbreviated plain language text. TAFs/METARs. English. |
| 7 |
Charts and other information available for briefing or consultation | |
| 8 |
Supplementary equipment available for providing information | |
| 9 |
ATS units provided with information |
GLASGOW |
| 10 |
Additional information (limitation of service, etc.) |
A recording of the ATIS broadcast is available 24 hours on Tel: 0141-887 7449. |
|
Designations RWY Number |
True bearing |
Dimensions of RWY | Surface of RWY/ SWY/ Strength |
THR co-ordinates/ THR Geoid undulation | THR elevation/ Highest elevation of TDZ of precision APP RWY | Slope of RWY/ SWY |
|---|---|---|---|---|---|---|
| 1 | 2 | 3 | 4 | 5 | 6 | 7 |
|
05 |
046.40° |
2661 x 45 M |
RWY surface: Asphalt, Grooved PCN 65/R/B/W/T |
555148.53N 0042656.59W 178.2 FT |
THR 26.1 FT TDZ 26.1 FT | |
|
23 |
226.42° |
2661 x 45 M |
RWY surface: Asphalt, Grooved PCN 65/R/B/W/T |
555241.07N 0042518.43W 178.2 FT |
THR 20.8 FT TDZ 23.3 FT |
| SWY Dimensions | Clearway Dimensions | Strip Dimensions | RESA Dimensions, Overshoot / Undershoot | Location/description of arresting system | OFZ | Remarks |
|---|---|---|---|---|---|---|
| 8 | 9 | 10 | 11 | 12 | 13 | 14 |
|
125 x 150 M |
2932 x 280 M |
90 x 92 M - |
RWY 05 | |||
|
151 x 45 M |
429 x 150 M |
2932 x 280 M |
240 x 92 M - |
RWY 23 |
| Runway designator |
TORA |
TODA |
ASDA |
LDA |
Remarks |
|---|---|---|---|---|---|
| 1 | 2 | 3 | 4 | 5 | 6 |
|
05 |
2658 M |
2783 M |
2658 M |
2661 M | |
|
23 |
2661 M |
3090 M |
2812 M |
2356 M | |
|
05 |
2360 M |
2485 M |
2360 M |
Take-off from intersection with Link F. | |
|
05 |
2163 M |
2287 M |
2163 M |
Take-off from intersection with Link E. | |
|
05 |
1661 M |
1785 M |
1661 M |
Take-off from intersection with Link D. | |
|
23 |
2580 M |
3009 M |
2732 M |
Take-off from intersection with Link A. | |
|
23 |
2304 M |
2733 M |
2455 M |
Take-off from intersection with Link B. |
| RWY | Approach lighting Type/ Length/ Intensity | Threshold lighting Colour/ Wing bars | VASIS/ MEHT/ PAPI/PAPI Dist from THR | TDZ,lightingLength | Runway Centre LinelightingLength/ Spacing/Colour/ Intensity | Runway edge lighting Length/ Spacing/Colour/ Intensity | Runway end lighting Colour/ Wing bars | Stopway lightingLength/Colour | Remarks |
|---|---|---|---|---|---|---|---|---|---|
| 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 10 |
|
05 |
Coded centre-line with five crossbars. 914 M Light intensity high |
Green Light intensity high Flush with elevated HI green wingbars |
PAPI Left / 3 ° 60 FT 394 M |
Light intensity high 914 M |
Bi-directional colour coded 15 M spacing Light intensity high |
Elev HI bi-directional edge with LI omni-directional component |
Red | ||
|
23 |
Coded centre-line with five crossbars. Supplementary lighting inner 300 M. 914 M Light intensity high |
Green Light intensity high Flush with elevated HI green wingbars |
PAPI Left / 3 ° 56 FT 346 M |
Light intensity high 914 M |
Bi-directional colour coded 15 M spacing Light intensity high |
Elev HI bi-directional edge with LI omni-directional component |
Red |
| 1 |
ABN/IBN location, characteristics and hours of operation | |
| 2 |
LDI location and lighting Anemometer location and lighting |
Anemometer: RWY 05: 555200.20N 0042645.86W RWY 23: 555235.77N 0042538.67W Mid-point: 555224.03N 0042620.39W |
| 3 |
TWY edge and centre line lighting | |
| 4 |
Secondary power supply/switch-over time |
Yes/1 second. |
| 5 |
Remarks |
Apron floodlighting. Obstacle lighting. |
| 1 |
Coordinates TLOF or THR of FATO, geoid undulation |
TLOF GAMA: 555222.00N 0042531.10W, 178.2 FT |
| 2 |
TLOF and/or FATO elevation |
TLOF GAMA: 21.0 FT |
| 3 |
TLOF and FATO area dimensions, surface, strength, marking, lighting |
FATO GAMA: 15 M x 15 M |
| 4 |
True BRG of FATO | |
| 5 |
Declared distance available | |
| 6 |
APP and FATO lighting | |
| 7 |
RMK |
Refer to AD 2.20 item 5. |
| Designation and lateral limits | Vertical Limits | Airspace Class | ATS unit callsign/ language | Transition Altitude | Hours of applicability | Remarks |
|---|---|---|---|---|---|---|
| 1 | 2 | 3 | 4 | 5 | 6 | 7 |
|
GLASGOW CTR 560400N 0042000W - 560130N 0040435W - 554434N 0040924W - 554132N 0042405W - 553700N 0042847W - 554428N 0045035W - 554600N 0044951W - 555500N 0045200W - 560400N 0042000W |
Upper limit: 6000 FT ALT Lower limit: SFC |
D |
GLASGOW APPROACH English |
6000 FT |
To operate UAS above 400 FT AGL within this area, UAS operators are required to notify NATS via the NATS Non-Standard Flight (NSF) Portal. UAS operators are required to notify NATS at least 14 days before the date of each activity. | |
|
GLASGOW ATZ A circle, 2.5 NM radius, centred at 555218N 0042601W on longest notified runway (05/23) |
Upper limit: 2000 FT AGL Lower limit: SFC |
D |
GLASGOW APPROACH English |
6000 FT |
|
Service | Callsign | Channel/Frequency(MHz) | SATVOICE number(s) | Logon Address |
Hours of Operation | Remarks |
|---|---|---|---|---|---|---|
|
1 |
2 |
3 |
4 |
5 |
6 |
7 |
|
APP |
GLASGOW APPROACH |
119.105 DOC 42 NM/15,000 FT. |
H24 |
ATZ hours coincident with Approach hours. | ||
|
TWR |
GLASGOW GROUND |
121.705
DOC 5 NM/GND. |
Winter: 0630-2130. | |||
|
GLASGOW TOWER |
118.805 DOC 25 NM/5500 FT. |
H24 | ||||
|
RADAR |
GLASGOW RADAR |
119.105 DOC 42 NM/15,000 FT. |
H24 | |||
|
125.255 As directed by ATC. |
H24 | |||||
|
128.755 As directed by ATC. |
H24 | |||||
|
ATIS |
GLASGOW ARRIVAL/DEPARTURE INFORMATION |
129.580 DOC 60 NM/25,000 FT. |
H24 | |||
|
OTHER |
GLASGOW FIRE |
121.600 Non-ATS Frequency. |
Available when Fire vehicle attending aircraft on the ground in an emergency. |
| Type of Aid CAT of ILS/MLS MAG Var/VOR Declination | Ident | Frequency | Hours of Operation | Position of transmitting antenna coordinates | Elevation of DME transmitting antenna | Remarks |
|---|---|---|---|---|---|---|
| 1 | 2 | 3 | 4 | 5 | 6 | 7 |
|
ILS/LOC III 0.65°W (2027) |
IUU |
110.100 MHz |
HO |
555251.73N 0042458.59W |
(RWY 05) | |
|
ILS/GP |
IUU |
334.400 MHz |
HO |
555159.78N 0042648.79W |
3° ILS Ref Datum Hgt 51.5 FT. | |
|
ILS/LOC III 0.66°W (2027) |
IOO |
110.100 MHz |
HO |
555138.27N 0042715.83W |
(RWY 23) | |
|
ILS/GP |
IOO |
334.400 MHz |
HO |
555238.30N 0042536.74W |
3° ILS Ref Datum Hgt 50 FT. | |
|
VOR/DME 0.66°W (2027) 1.0°W (2022) |
GOW |
101X 115.400 MHz |
H24 Hours of operation for aerodrome purposes: HO |
555213.81N 0042644.60W |
46 FT |
GOW VOR DOC: 25 NM/25,000 FT (45 NM/25,000 FT Sector R051-091). |
|
VOR/DME 0.71°W (2027) 0.9°W (2025) |
TRN |
122X 117.500 MHz |
H24 |
551848.28N 0044701.91W |
586 FT |
VOR DOC: 20 NM/50,000 FT, 30 NM/50,000 FT in Sector R056-106 and 45 NM/50,000 FT in Sector R356-056. |
|
VOR 0.30°W (2027) 0.5°W (2023) |
PTH |
110.400 MHz |
H24 |
562632.63N 0032206.96W |
VOR DOC 20 NM/50,000 FT (60 NM/25,000 FT in Sector R211-256). | |
|
DME |
IUU |
38X 110.100 MHz |
HO |
555210.74N 0042602.27W |
34 FT |
(RWY 05) |
|
DME |
IOO |
38X 110.100 MHz |
HO |
555210.74N 0042602.27W |
34 FT |
(RWY 23) |
|
NDB (L) 0.65°W (2027) |
GLW |
331.000 kHz |
HO |
555211.17N 0042601.06W |
Range 25 NM. |
Use governed by regulations applicable to Glasgow CTR.
All flights, including General Aviation and Military flights, subject to the prior approval of the Operations Director, Glasgow Airport Ltd and to prior notification to Airport Coordination Ltd acting as agent for Glasgow Airport Ltd. Requests for ad-hoc slot allocations should be made to ACL during working hours 0830-1700 (0730-1600) Monday to Friday by email: lonacxh@acl-uk.org; or Tel: +44 (0)161-493 1850, Fax:+44 (0)161-493 1853, or at all other times to GLAL Duty Manager on Tel: +44 (0)141-848 4510/+44(0)7831-170676. Please note – the Out of Hours service will only deal with short term ad-hoc schedule changes and new requests. All other changes must be submitted to ACL during normal office hours. OCS account holders can add, change and cancel slots at any time on the online coordination portal: https://www.online-coordination.com.
All pleasure, training and non-business General Aviation traffic is subject to prior notification to Air Traffic Control, preferably via AFPEx or alternative flight planning systems. The filing of a flight plan does not constitute permission to use Glasgow Airport. Restrictions may be implemented at anytime.
Transit flights will only be accepted with prior approval.
Pilots of international arriving or departing GA aircraft are responsible for presenting their passengers to Customs and Immigration. Transport to and from the Customs Office will be provided by a handling agent.
Airline operators are requested to note that stand availability in a diversion situation is extremely limited at Glasgow Airport, especially for widebodied aircraft.
It is a requirement that every airline using Glasgow Airport must have local orders compatible with GLAL Emergency Orders. Airlines, General Aviation operators and Flying clubs should also note that it is their responsibility to recover disabled aircraft and aircraft wreckage and have appropriate arrangements in place before commencing flying operations into the aerodrome. GLAL will act as the co-ordinating body throughout the recovery operation and has only very limited equipment which might be used to salvage disabled aircraft.
No aircraft are permitted to park on the ground for more than 24 hours without prior approval from GLAL.
Fixed Electrical Ground Power must be used wherever available and serviceable. Use of GPU and APU should be limited to minimise environmental impact.
Microlights and gyrocopters are not allowed to use the aerodrome unless in emergency.
All users of Glasgow Airport must comply with current Glasgow Airport Conditions of use.
Operators of A380 aircraft may designate Glasgow as a nominated diversionary aerodrome subject to prior agreement with the Airside Operations and an assessment of the facilities and infrastructure by the airline. The use of Glasgow as an alternate for A380 operations is also subject to prior CAA approval on an individual airline basis. Restrictions will be applied for handling more than two A380 aircraft at the same time.
All aircraft making requests for taxiing or towing clearance on the GMC frequency should state their location in the initial call.
Aircraft pushing/powering back must face the direction of taxi and be aligned on the taxiway centre-line before commencing taxi.
Aircrew can request ATC clearance up to 15 minutes before EOBT. Departing aircraft on first contact with Glasgow ATC must state aircraft type, stand number and the code letter of the latest ATIS received.
Crews should be in receipt of departure clearance prior to requesting push and start.
Pre-departure clearance by 'Data Clearance Link' (DCL) is available at Glasgow for suitably equipped aircraft. DCL must be compliant with ARINC 623-2 and Eurocae ED 85-A. DCL is available from EOBT -25 until EOBT +15 minutes.
DCL Clearances will not be issued if requested later than EOBT +15 minutes. Successful clearances must be ACCEPTED within 5 minutes of receipt or a 'Revert to voice' message will be received.
Do not use the free text option on DCL. Glasgow ATC are unable to interact with this and it causes the A-DCL to fail, resulting in either manual ATC intervention or revert to voice. If any data errors are detected by the system or the controller, a 'revert to voice' message will be received. If the attempt to obtain a clearance is unsuccessful the aircraft should revert to voice RTF. Further details of the DCL service may be obtained from ATC Operations on +44 (0)141-840-8029.
Particular attention is drawn to a roadway system that exists at the tail of all stands. Flight crew are reminded of the extreme importance of maintaining a careful lookout at all times and are at all times responsible for wing tip clearance. The taxiway lighting and guidance markings are an aid to pilots when they are operating on the manoeuvring area . Notwithstanding the taxiway guidance markings, pilots continue to remain responsible for wing tip clearance.
All stands are nose-in/push back. Pilots requiring services on Apron areas, including Customs and Immigration, must ensure that a suitable tow bar is available.
Before the Aircraft Commander calls for push-back they must ensure that the tug driver is in the tug, ready to push. Stands 6, 8, 19, 21, 30L, 30, 30R, 32, 35, 37 and 40 have 2 push-back options. ATC will specify the direction of push from these stands, and this must be passed to the ground crew. If it is not passed the tug driver will not commence push-back and clarification will be sought from the aircraft commander. If ATC issue a push from these stands, a non-standard push from any stand or a conditional push-back clearance, ATC must be advised if the Aircraft Commander is not in two-way headset communication with the tug crew.
A black and white chequered box adjacent to Charlie denotes the FATO area. This area should be kept clear of aircraft and vehicles unless prior ATC approval has been granted.
Special procedures for stand safeguarding are in place for A380 parking on stand 30. This involves additional measures to restrict vehicle movements in the immediate area. If necessary, aircraft will be held at the following locations prior to stand arrival. An Ops vehicle may be positioned to assist:
After landing on R23 and vacating at G to hold short of Apron November.
After landing on R05 and vacating at A to hold abeam the ATC Control Tower.
In CAT 1 conditions when Runway 23 is the nominated runway in use the following applies to A380 movements:
Departure
Taxi via A to hold as required at hold A2. When cleared to line up and depart via A1. No right turns are permitted at this intersection due to runway width of 45 M and lack of turning area.
Arrival
Vacate the runway at G taxiway.
With Runway 05 in use:
Departure
Taxi via G to hold G2. When cleared line up via G1 and depart.
Arrival
Vacate via A or B taxiway as directed by ATC.
A380 aircraft – Reduced taxiway centre-line to object clearance of 47.5 M applies along taxiways:
Alpha 1 to ATC Tower: Taxiway (51 M strip)
ATC Tower to Golf 2: Taxilane (47.5 M strip)
Golf 2 to Golf 1: Taxiway (51 M strip)
Red light vehicle road holding lights are installed on apron roadway system cul-de-sac K, L, M and N to stop vehicle traffic during Code F movements and may be visible to aircraft.
Jet aircraft are to engage minimum power when operating in Area Juliet due to the proximity of light aircraft operations in this area.
Taxiway Yankee is used as a dual direction taxiway for light aircraft. To aid the flow of traffic, aircraft should taxi to the right or as directed by ATC.
Remote Holding.
Any requests from aircraft for remote holding require approval of Airside Operations. In cul-de-sac N pushback to remote hold nose out on the mirror stand on the opposite side of the cul-de-sac will normally be approved when the stand is not required for use.
Airside Operations will endeavour to attend to help ensure safety of the airside roads, but this is not mandated. The pushback instruction should include a reminder to face nose out e.g., “(Callsign), Push and reposition to face nose out on Stand 40 is approved”.
For the subsequent taxi off stand, an airside operations presence is required, and the aircraft should be instructed to taxi off stand at absolute power to protect the head of stand area. In this scenario, where aircraft are waiting for a CTOT improvement, controllers should use ‘SEND READY +15’ as the default ready message to allow Airside Operations time to reach the stand before the aircraft commences taxi.
Any remote hold in an area substantially away from the gate (for example area Q) will require the aircraft to taxi and then either wait with engine(s) running or shutdown in their remote hold location.
Within Area Q, when being used for remote hold, marshallers assistance can be provided on request, and is mandatory for any aircraft larger than Code C. Extended towing of loaded aircraft is not permitted due to operating limitations imposed by the manufacturer to prevent overstressing the landing gear at higher weights.
Runways 05 and 23, subject to serviceability of the required facilities, are suitable for Category ll/lll operations by operators whose minima have been accepted by the Civil Aviation Authority.
During Category ll/lll operations special ATC procedures (Low Visibility Procedures) will be applied. Pilots will be informed when these procedures are in force by ATIS or by RTF.
Departing Aircraft: ATC will require departing aircraft to use the Category ll/lll holding points at Links A2 and G2 as appropriate. Intermediate take-off points will not be used.
Arriving Aircraft: Vacate Runway 05/23 at Link A or Link G, unless otherwise instructed. ATC may instruct pilots to use intermediate Links when Cat ll/lll operations are necessary because of a low cloud ceiling and not due to poor visibility. Pilots should delay the call 'runway vacated' until the aircraft is established on the taxiway and clear of the link.
During CAT II/III conditions A380 will hold at A3 and G2. A380 Arrivals will vacate at A or G.
Ground Movement Radar (GMR) is normally available to monitor pilot 'runway vacated' reports. When GMR is not available to ATC, runway (LSA) vacation will be confirmed by receipt of a pilot report that the tail of the aircraft has passed the last of the alternate amber and green centre-line lights. (These lights denote the extent of the ILS Localizer Sensitive Area).
Except for light signals ground signals will not be displayed
Due to the soft nature of the grass verges, pilots should exercise due caution when taxiing
Large numbers of Greylag/Canada Geese and Whooper Swans are present in the vicinity of the airport mainly from September to April. Flocks are regularly in excess of 100 birds and can be seen flying up to 500 FT. Active bird control is conducted with ATC liaison.
ATC clearance must be obtained before ground or hover taxi commences.
Inbound helicopters will be routed to the threshold of the runway in use before either ground or air taxiing to their alighting point (‘H’).
Helicopters, inbound and outbound, are to avoid overflying airport buildings whenever possible.
CASEVAC helicopters will be directed by ATC to alight on the main apron taxiway, then to ground taxi to an aircraft stand.
Helicopters operating to and from the Gama apron must follow the taxiway centre-lines unless specific approval is given for use of the Gama FATO.
Procedures for use of the Gama FATO are not published publicly and are restricted only to use by helicopters in operation of medical flights to and from the Gama apron.
Helicopters using the Gama FATO are to avoid overflying any parked or stationary vehicles and aircraft wherever possible.
Aircraft requiring the full length of Runway 23 for take-off have to back-track the runway and turn for take-off within the extension of the runway which is 92 M long and 61 M wide. Aircraft should enter the runway at holding point B1 and taxi to the extension. Code E nor F aircraft are not permitted to execute 180º turns on Runway 05/23.
Pilots of departing aircraft wishing to turn right from Link A1 to use the full length of runway, should advise ATC before reaching the holding point on taxiway.
Link Taxiway Restrictions (Code A – E)
Any aircraft (Code A to E inclusive) may exit Runway 05 via A1, B1 or E1, as the turn to vacate Runway 05 via D1 and F1 is extremely sharp and would require an aircraft to make a turn of almost 180°.
Any aircraft (Code A to E inclusive) may exit Runway 23 via A1, B1, D1, E1, F1 or G1. It should be noted, however, that only Code A to C (inclusive) aircraft are permitted to turn left from B1 to A1 or right turn from A1 to B1. Code D and E aircraft shall not be permitted to carry out this manoeuvre under any circumstances.
Only aircraft up to 30,000 KG MTWA can exit or enter Runway 05/23 via C1.
Link Taxiway Restrictions (Code F)
Taxiway links are permitted for use in the following directions/circumstances for A380 movements.
| Taxiway Link | Direction/Route | Restriction |
|---|---|---|
| ALPHA | Via ALPHA enter and vacate. | No additional restriction. |
| BRAVO | From SW direction only, via BRAVO enter Runway 23 turn left. Via BRAVO vacate Runway 05 turn right. | No additional restriction. |
| DELTA | From SW direction only, via DELTA enter Runway 05 turn right. Via DELTA vacate Runway 23 turn right. | Only to be used in contingency situations. |
| ECHO | From NE direction only, via ECHO enter Runway 05/23 turn right or left. Via ECHO vacate Runway 05 turn left. | Only to be used in contingency situations with use of lead vehicle. |
| FOXTROT | From NE direction only, via FOXTROT enter Runway 05 turn right. Via FOXTROT vacate Runway 23 turn left. | Only to be used in contingency situations. Over-steering turn from TWY F to TWY G must be used with extreme caution. |
| GOLF | Via GOLF enter and vacate. | No additional restriction. |
Following runway resurfacing in 2017 the section of runway between 23 threshold to Link F exhibits fast drying capability after periods of wet conditions. This section extends to 8.5 M either side of the runway centre-line.
The use of the aerodrome for training purposes is subject to the permission of Airside Operations, through ATC Tel: 0141-840 8029.
General training flight acceptance criteria (except by prior agreement with the Head of Aerodrome Operations or deputy):
Flying training, including training circuits of repeated approaches, go-arounds and landings, is permitted between 0800-2200 (0700-2100);
The single take-off, go-around and/or full stop landing of an aircraft on a training flight will be permitted between 0600-0800 (0500-0700) and 2200-0800 (2100-0700), subject to ATC's priorities;
Visual training circuits are restricted to aircraft below 5700 KG. Aircraft above 5700 KG must carry out ILS instrument approaches and adhere to noise abatement procedures. No helicopter training is permitted without prior approval from Airside Operations and ATC.
Training may be curtailed if significant noise complaints are received.
Operators of all aircraft inbound or outbound from the aerodrome are required to conform to the following procedures notwithstanding that these may at any time be departed from to the extent necessary for avoiding immediate danger and for complying with the instructions of ATC.
Operators of all aircraft should ensure that at all times their aircraft conform to the noise abatement techniques laid down for that type of aircraft and that disturbance to the areas near the aerodrome is kept to a minimum.
After take-off all aircraft whether operating from Runway 05 or 23 by day or night should expedite their climb to 1500 FT QFE before reducing power to maintain a minimum rate of climb of 500 FT per minute until 3000 FT QFE.
For Runway 23, aircraft using the ILS shall not descend below 2000 FT QFE before intercepting the glidepath nor thereafter fly below it unless instructed by Radar. Aircraft landing without assistance from the ILS or Radar shall follow a descent path which will not result in their being at any time lower than an approach path consistent with a 3° glidepath.
For Runway 05, jet aircraft using the ILS shall not descend below 2000 FT QFE before intercepting the glidepath. Propeller driven aircraft may, when instructed by Radar, be descended to 1600 FT QFE. Aircraft landing without the assistance of ILS or Radar shall follow a descent path which will not result in their being at any time lower than an approach path consistent with a 3° glidepath.
For visual approaches to Runways 05 or 23 the following limitations will apply: All aircraft whose MTWA exceeds 5700 KG must route via 5 NM from the runway threshold and maintain 1500 FT QFE until established on final approach.
All aircraft using the aerodrome shall, after take-off or 'go- around' be operated in such a way that it will not cause more than 94 dB(A) by day (0600-2330 (0500-2230)) or 87 dB (A) by night (2330-0600 (2230-0500)) at the relevant noise monitoring points; the measured noise reading for the event will be taken as the highest recorded at any single noise monitoring terminal.
Jet aircraft failing to meet the standards specified in Part ll, Chapter 3, Volume 1 of Annex 16 to the convention on International Civil Aviation are not permitted to depart from Glasgow Airport between the hours of 2330-0559 (2230-0459) except in special circumstances. Such movements as may be permitted will be at the discretion of the Operations Director from whom specific written permission must be obtained in advance. The Operations Director also has discretion to permit the departure of delayed flights not meeting Chapter 3 standards in exceptional circumstances.
Noise Abatement Procedures.
The Noise Abatement Procedures specified below are compatible with ATC requirements and shall apply in both IMC and VMC.
The tracks to be flown by all departing jet aircraft and by all other departing aircraft of more than 5700 KG MTWA unless otherwise instructed by ATC or unless deviations are required in the interests of safety.
The Noise Abatement Procedures are incorporated in ATC Standard Instrument Departure Clearances (SID) where appropriate. IFR jet aircraft operating on routes where the SID does not incorporate the Noise Abatement Procedures will be issued with a non-standard clearance by ATC.
|
Take-off Runway |
Noise Abatement Procedure |
|---|---|
|
05 |
Climb straight ahead to 5 DME. |
|
23 |
Climb straight ahead to 5 DME. |
For environmental reasons the use of reverse thrust/pitch should be avoided when possible.
Inbound Aircraft other than on Airways
Aircraft wishing to enter the CTR/CTA or TMA under IFR direct from the FIR must observe the normal procedure for joining Controlled Airspace. For aircraft joining from the West a Reporting Point ROBBO (GOW RDL 275°/16 NM) is established at the TMA Boundary and pilots should anticipate joining clearance via this point.
Pilots inbound to Glasgow under VFR must contact Glasgow Approach Control prior to entering the CTR/CTA and may be required by ATC to route via the published Visual Reference Points. (See paragraph 8).
Inbound Aircraft on Airways
Aircraft flying in the Airways System will be cleared into the TMA/CTR/CTA without having to request a specific entry clearance.
The standard initial routes for inbound aircraft shown in the table below may be varied at the discretion of ATC (eg for traffic reasons or to allow traffic to be sequenced by radar).
Arrival Routes
|
Approach from |
Via |
Route |
|---|---|---|
|
North |
N560 FIR |
FOYLE - GOW INBAS - FOYLE |
|
Northeast |
P600 |
PTH VOR - GRICE - STIRA |
|
East |
FIR |
(SAB VOR) - TMA Boundry - TLA - LANAK |
|
Southeast |
N601 FIR |
ABEVI - TLA - LANAK TLA - LANAK |
|
Southwest |
P600 |
BLACA - TRN (Note 1) |
|
West |
FIR |
ROBBO - GOW |
|
Northwest |
AWYs |
TMA Boundary - GOW |
Note: Exceptionally aircraft may be routed onwards via LANAK for tactical ATC purposes.
In order to increase ATC flexibility Speed Limit Points (SLP) are established for arrival routes to Glasgow Airport. Inbound aircraft at FL 140 or below should normally be flown at 250 KT or less when crossing the SLPs. In certain weather conditions, or for reasons of safety, pilots may not be able to comply with the Speed Limit quoted above. In these circumstances they should inform ATC immediately, stating the minimum speed acceptable. Tactical speed control additional to the Speed Limit detailed above may be applied by the Radar Controller as detailed at paragraph d v.
Approach Procedures with Radar Control
When Glasgow inbound traffic is being sequenced by Radar, the Approach Procedures will be flown under directions from the Approach Radar Controller and will consist of that part of the approach between the Terminal Holding Fix and the Final Approach Path. When Holding Procedures are not in use, radar sequencing may commence before the Terminal Holding Fix.
Pilots should plan their flight profile in such a manner as to be able to achieve the Minimum Holding Level at the appropriate holding point.
When an aircraft is under Approach Radar Control, changes of heading or Flight Level/Altitude will be made only on instructions from the Radar Controller except in the case of radio communication failure in the aircraft or at the Radar Unit.
Headings and Flight Levels/Altitudes at which to leave the holding areas will be passed by ATC. Radar vectors will be given and descent clearance will include an estimate of track distance to touchdown. Further distance information will be given between the initial descent clearance and intercept heading to the ILS.
Speed Control may be applied on a tactical basis to the extent determined necessary by the Radar Controller. Aircraft unable to conform to the speeds specified by the Radar Controller should inform him immediately and state what speeds will be used. In the interests of accurate spacing, pilots are requested to comply with speed adjustments as promptly as is feasible within their own operational constraints, and should advise ATC if circumstances necessitate a change of speed for aircraft performance reasons.
GPWS: Special Procedure for Radar Vectoring to Runway 23
In order to minimise the risk of nuisance GPWS warnings generated by the profile of the terrain in the vicinity of the Final Approach Track, a special procedure is in force for flights being radar vectored to Runway 23.
An essential element of the special procedure is the Speed Limit detailed in paragraph 4. Pilots exceeding the Speed Limit can expect to receive GPWS terrain alerts during the turn onto final approach. Pilots who are unable to comply with the Speed Limit of 250 KT due to weather conditions or operational safety must inform ATC immediately, stating the minimum speed acceptable.
Within the Radar Vectoring Area (RVA), and north of a line 105°/285° MAG through *555853N 0041340W (a point 9 NM from the runway 23 threshold on the extended centre-line) the minimum altitude allocated by ATC when radar vectoring aircraft will be 3500 FT.
ATC will not issue clearance for aircraft to descend below 3500 FT whilst they are north of the line described in paragraph d vi (2) unless the aircraft is established on the ILS localizer or on the Final Approach Track of a Surveillance Radar Approach or radar vectored VOR/ DME approach to Runway 23.
In the event of radar failure, new instructions will be issued to each aircraft under radar control and the procedures as defined for approach without radar control will be put into effect.
Approach Procedures without Radar Control
When inbound traffic is not being sequenced by Radar, aircraft will be cleared from the Terminal Holding Facility via GOW VOR to carry out an Instrument Approach Procedure appropriate to the landing direction.
In the event of complete radio communication failure in an aircraft, the pilot will adopt the appropriate procedures notified at ENR 1.1.3 with the exceptions detailed below:
When complete communication failure occurs in the aircraft before ETA or before EAT when this has been received and acknowledged, the aircraft will:
Fly to the appropriate holding point;
hold at the last assigned level until the last acknowledged ETA plus 10 minutes or EAT when this has been given;
route direct to GOW at last assigned level;
then commence descent for landing in accordance with the procedure detailed on the IAP charts and effect a landing within 30 minutes (or later if able to land visually).
If complete radio communication failure occurs after an aircraft has reported to ATC on reaching the holding point, the aircraft will:
Maintain the last assigned holding level at the appropriate holding point until:
ATA over holding point plus 10 minutes or 10 minutes after the last acknowledged communication with ATC, whichever is the later; or
EAT when this has been received and acknowledged;
route direct to GOW at last assigned level;
then commence descent for landing in accordance with the procedure detailed on the Instrument Approach charts and effect a landing within 30 minutes (or later if able to land visually).
In the event of complete radio failure in an aircraft which has been cleared for an IFR inter-aerodrome flight within the Scottish TMA the pilot will adopt the appropriate procedure as follows, depending upon the phase of flight:
If the aircraft is receiving a radar service and is within the RVA of the destination aerodrome, the pilot will adopt the appropriate loss of communication procedure for the runway-in-use as detailed in the RVA information at AD 2-EGPF-5-1. Landing must be effected within 30 minutes (or later if able to land visually);
if the aircraft is either not receiving a radar service or is receiving a radar service but has not yet arrived within the RVA of the destination aerodrome, the pilot will proceed to the appropriate holding point at the destination aerodrome at the last assigned level or 4000 FT whichever is higher. He will then adopt the procedures in paragraph's b and c.
The routes and altitudes to be used when leaving the TMA and CTR/CTA in accordance with the procedures at ENR 1.1.3 are shown in the table; the route to be followed is dependent on the position of the aircraft at the time the decision to leave the CTR/CTA is made.
|
Position at time of decision |
Route |
|---|---|
|
Glasgow Airport GOW VOR |
Track 035°T from facility at 3500 FT ALT until crossing the Glasgow CTR Boundary. |
Non-Airways IFR departing flights from Glasgow routeing in the open FIR to the West should anticipate ATC clearance to leave Controlled Airspace at ROBBO (GOW RDL 275°/16 NM), normally at an altitude below 6000 FT.
North Atlantic Departures
Due to the proximity of the Shanwick Oceanic boundary to Glasgow, pilots must consider timescales for submitting an ’RCL’. Refer to ENR 2.2, paragraph 3.8.2 for details.
A speed limitation of 250 KT applies to all aircraft whilst flying below FL 100.
VFR flights in the CTR/CTA will be given routeing instructions and /or altitude restrictions in order to integrate VFR flights with other traffic.
Pilots should anticipate routeing instructions via the Visual Reference Points detailed in paragraph 8 or the routes detailed in paragraph 7.
Pilots of VFR flights are reminded of the requirement to remain in VMC at all times and to comply with the relevant parts of SERA and Rules of the Air, and must advise ATC if at any time they are unable to comply with the instructions issued.
For VFR flights at night, pilots should exercise caution and increased vigilance when identifying, and routing via, Ardmore Point and Inverkip Power Station VRPs.
Helicopters: Whenever possible helicopter flights in the Glasgow CTR/CTA will be cleared on direct routeings under VFR (or, when requested at night in the Glasgow Control Zone, on Special VFR clearance in accordance with the procedures for Special VFR flights).
Clearance may be requested for Special VFR flight in IMC or at night within the Glasgow Control Zone and will be given whenever the traffic situation permits. These flights are subject to the general conditions laid down for Special VFR flights.
Special VFR clearance will include routeing and maximum altitude instructions and may not necessarily be confined to the Entry/Exit Lanes detailed at paragraph 7. Pilots holding a Private Pilots Licence (Aeroplanes) are reminded of the visibility requirements of Special VFR flights laid down in Schedule 8 of the Air Navigation Order 2005 and in the related notification at ENR 1-4-6, note 4, which may require them to request routeing via the notified Entry/Exit Lanes
Pilots are reminded that they must at all times when operating on Special VFR clearance, remain clear of cloud and in sight of the surface and in flight conditions which will enable them to determine their flight path and keep clear of obstacles. Due to the nature of the terrain in the vicinity of Glasgow Airport radar vectoring will not normally be applied to aircraft operating on Special VFR clearance.
Pilots are reminded that a Special VFR clearance applies only to flight within the CTR and does not extend to flight within the Glasgow CTAs or the surrounding Airspace of the Scottish TMA.
Special VFR clearance will not normally be granted for flights operating in VMC or for flights by aircraft exceeding 5700 KG MTWA.
To permit aircraft to operate to and from Glasgow Airport in IMC but not under IFR the following entry/exit lanes have been established for use, under the conditions stated, as follows:
A main lane 3 NM wide, with centre-line the middle of the River Clyde, extending from the northwestern boundary of the Glasgow Control Zone following the course of the River Clyde to the point at which it joins the Glasgow Aerodrome Traffic Zone;
a branch lane, 3 NM wide, extending from 555954N 0043440W (a point on the northern boundary of the Glasgow Control Zone near Alexandria VRP), southwards, with centre-line based on the River Leven, to Dumbarton, thence to 555550N 0043345W (a point on the River Clyde where the main lane is joined);
a lane 3 NM wide, centred on the A726 road extending from the Eastern edge of the Glasgow Control Zone at East Kilbride VRP to the Glasgow Aerodrome Traffic Zone.
use of the lanes is subject to clearance by Glasgow ATC and the carriage of the Glasgow Approach Control frequency;
aircraft using the lanes must remain clear of cloud and in sight of the ground, or water, not above 3000 FT (Glasgow QNH), and in flight visibility of not less than 3 KM;
an aircraft using a lane shall keep the centre-line on its left, unless otherwise instructed by ATC for separation purposes. In these circumstances ATC will pass traffic information to the aircraft concerned;
aircraft using the lanes when the reported visibility at Glasgow Airport is in excess of 4 KM may be instructed by ATC, dependant upon the runway-in-use at Glasgow Airport to fly:
between Glasgow Airport and Greenock/Ardmore Point; north of the north bank or south of the south bank of the River Clyde; or
between Glasgow Airport and Loch Lomond (Alexandria); north of the Clyde/east of the Leven or south of the Clyde/west of the Leven;
between Glasgow Airport and East Kilbride, north of the A726 or south of the A726.
pilots of aircraft are responsible for maintaining adequate clearance from the ground or other obstacles.
Additionally, to permit the effective integration of traffic, flights operating in VMC and under VFR may be required by ATC to follow these routes as detailed in paragraph 5.
Details of VRPs are available in the consolidated 'Visual Reference Points List' published on the 'Digital Dataset' page of the NATS AIS website, www.nats.aero/ais.
Clearances for microlight aircraft to operate within the Glasgow CTR/CTA may be issued under the standard conditions for access to Class D Airspace under VFR.
ATC Clearance must be requested from Glasgow Radar on channel 119.105. Non-radio operations are not permitted.
Microlight pilots should plan their flights to remain at least 3 NM from the Runway 05/23 extended centre-line or, if crossing the extended centreline, to remain at or below 1000 FT ALT and at a range of not less than 7 NM from Glasgow Airport. More direct routings may be available subject to prevailing traffic conditions and controller workload.
Pilots operating in the vicinity of, but intending to remain outside the Glasgow controlled airspace within the area defined by straight lines joining successively the following points and maintaining a listening watch only on Glasgow Radar , channel 119.105, are encouraged to select SSR code 2620.
555840N 0050000W - 554333N 0050000W -
553302N 0042918W - 553627N 0035327W -
554806N 0035411W - 555724N 0035417W -
561150N 0034633W - 560900N 0042141W -
555840N 0050000W.
Selection of 2620 does not imply the receipt of an ATC service. Aircraft displaying the code are not expected to contact ATC under normal circumstances, remain responsible for their own navigation, separation, terrain clearance and are expected to remain clear of the Glasgow controlled airspace at all times.
Whilst squawking 2620, pilots should be aware that Glasgow Radar may make blind transmissions in order to ascertain a particular aircraft's intentions/route.
When a pilot ceases to maintain a listening watch, code 2620 shall be deselected.
Not applicable
|
AERODROME CHART - ICAO |
| AD 2.EGPF-2-1 |
|
AIRCRAFT GROUND MOVEMENT/PARKING/DOCKING CHART - ICAO |
| AD 2.EGPF-2-2 |
|
AERODROME CHART A380 GROUND MOVEMENT - ICAO |
| AD 2.EGPF-2-3 |
|
CONTROL ZONE and CONTROL AREA CHART - ENTRY/EXIT LANES and VRPS |
| AD 2.EGPF-4-1 |
|
ATC SURVEILLANCE MINIMUM ALTITUDE CHART - ICAO |
| AD 2.EGPF-5-1 |
|
ATC SURVEILLANCE MINIMUM ALTITUDE CHART - TEXT |
| AD 2.EGPF-5-2 |
|
STANDARD DEPARTURE CHART - INSTRUMENT (SID) NORBO (JET AIRCRAFT ONLY) - ICAO |
| AD 2.EGPF-6-1 |
|
STANDARD DEPARTURE CHART - INSTRUMENT (SID) LUSIV (NON-JET AIRCRAFT ONLY) - ICAO |
| AD 2.EGPF-6-2 |
|
STANDARD DEPARTURE CHART - INSTRUMENT (SID) TALLA (NON-JET AIRCRAFT ONLY) - ICAO |
| AD 2.EGPF-6-3 |
|
STANDARD DEPARTURE CHART - INSTRUMENT (SID) TURNBERRY (NON-JET AIRCRAFT ONLY) - ICAO |
| AD 2.EGPF-6-4 |
|
STANDARD DEPARTURE CHART - INSTRUMENT (SID) FOYLE - ICAO |
| AD 2.EGPF-6-5 |
|
STANDARD DEPARTURE CHART - INSTRUMENT (SID) LOMON - ICAO |
| AD 2.EGPF-6-6 |
|
STANDARD DEPARTURE CHART - INSTRUMENT (SID) ROBBO - ICAO |
| AD 2.EGPF-6-7 |
|
STANDARD DEPARTURE CHART - INSTRUMENT (SID) CLYDE - ICAO |
| AD 2.EGPF-6-8 |
|
STANDARD DEPARTURE CHART - INSTRUMENT (SID) PERTH - ICAO |
| AD 2.EGPF-6-9 |
|
RNAV5 (DME/DME or GNSS) STANDARD ARRIVAL CHART - INSTRUMENT (STAR) AGPED 1G - ICAO |
| AD 2.EGPF-7-1 |
|
RNAV5 (DME/DME or GNSS) STANDARD ARRIVAL CHART - INSTRUMENT (STAR) PTH 1G - ICAO |
| AD 2.EGPF-7-2 |
|
RNAV5 (DME/DME or GNSS) STANDARD ARRIVAL CHART - INSTRUMENT (STAR) APPLE 1G RIBEL 1G - ICAO |
| AD 2.EGPF-7-3 |
|
RNAV5 (DME/DME or GNSS) STANDARD ARRIVAL CHART - INSTRUMENT (STAR) BRUCE 1G - ICAO |
| AD 2.EGPF-7-4 |
|
RNAV5 (DME/DME or GNSS) STANDARD ARRIVAL CHART - INSTRUMENT (STAR) ERSON 1G - ICAO |
| AD 2.EGPF-7-5 |
|
RNAV5 (DME/DME or GNSS) STANDARD ARRIVAL CHART - INSTRUMENT (STAR) BLACA 1G - ICAO |
| AD 2.EGPF-7-6 |
|
STANDARD INSTRUMENT ARRIVAL CODING TABLES AGPED 1G PTH 1G APPLE 1G RIBEL 1G |
| AD 2.EGPF-7-7 |
|
STANDARD INSTRUMENT ARRIVAL CODING TABLES BRUCE 1G ERSON 1G BLACA 1G |
| AD 2.EGPF-7-8 |
|
RNAV HOLD CODING TABLE STIRA LANAK FYNER FOYLE |
| AD 2.EGPF-7-9 |
|
INSTRUMENT APPROACH CHART ILS/DME/VOR OR NDB(L) RWY 05 - ICAO |
| AD 2.EGPF-8-1 |
|
INSTRUMENT APPROACH CHART LOC/DME/VOR OR NDB(L) RWY 05 - ICAO |
| AD 2.EGPF-8-2 |
|
INSTRUMENT APPROACH CHART SRA RTR 2 NM RWY 05 - ICAO |
| AD 2.EGPF-8-3 |
|
INSTRUMENT APPROACH CHART VOR/DME RWY 05 - ICAO |
| AD 2.EGPF-8-4 |
|
INSTRUMENT APPROACH CHART NDB(L)/DME RWY 05 - ICAO |
| AD 2.EGPF-8-5 |
|
INSTRUMENT APPROACH CHART ILS/DME/VOR OR NDB(L) RWY 23 - ICAO |
| AD 2.EGPF-8-6 |
|
INSTRUMENT APPROACH CHART LOC/DME/VOR OR NDB(L) RWY 23 - ICAO |
| AD 2.EGPF-8-7 |
|
INSTRUMENT APPROACH CHART SRA RTR 2 NM RWY 23 - ICAO |
| AD 2.EGPF-8-8 |
|
INSTRUMENT APPROACH CHART VOR/DME RWY 23 - ICAO |
| AD 2.EGPF-8-9 |
|
INSTRUMENT APPROACH CHART NDB(L)/DME RWY 23 - ICAO |
| AD 2.EGPF-8-10 |
Not applicable