GEN 3.3 AIR TRAFFIC SERVICES

1  Responsible Service
1.1 Responsibility for the overall administration of the Air Traffic Services in the United Kingdom is vested in the Chief Executive of the National Air Traffic Services Ltd (NATS Ltd) acting under the powers of the Secretaries of State for Transport and for Defence.
Post:

Chief Executive NATS Ltd, Corporate and Technical Centre, 4000 Parkway, Whiteley, Fareham, Hants. PO15 7FL.

Tel: 01489-616001

1.2  Applicable ICAO Documents
1.2.1 The Standards, Recommended Practices and, when applicable, the procedures contained in the following ICAO documents are applied:

  1. Annex 2 - Rules of the Air;

  2. Annex 11 - Air Traffic Services;

  3. Doc 4444 - Procedures for Air Navigation Services - Air Traffic Management;

  4. Doc 7030 - Regional Supplementary Procedures;

  5. Doc 7754 - Air Navigation Plan - European Region;

  6. Doc 8755 - Air Navigation Plan - North Atlantic.

1.2.2 Differences from ICAO Standards Recommended Practices and Procedures are given at GEN 1.7.
2  Area of Responsibility
2.1  National Responsibilities
2.1.1 Air Traffic Services, notified in the AIP, are provided for the Airspace above the UK and surrounding seas within the London and Scottish FIRs/UIRs. By arrangement with the appropriate State authorities, this responsibility has, in some areas, been delegated to the UK. In other areas, responsibility has been delegated to the appropriate State authority.

  1. Under the terms of a bi-lateral contract between the European Organisation for the safety of Air Navigation (Eurocontrol) and the UK Government, Air Traffic Services above FL 245 are provided by the London and Scottish ACCs throughout the Scottish FIR/UIR and the London FIR/UIR, and certain portions of Airspace over the Republic of Ireland and its territorial waters, but excluding a portion of the London UIR in the southwest and portions of routes over the North Sea, where arrangements for delegation of control have been made with the appropriate authorities.

  2. By agreement with the North Atlantic Provider States, Air Traffic Services are provided by Scottish ACC for the Airspace over the high seas encompassed by the boundaries of the Shanwick Oceanic Control Area, except for a portion of the Shannon Oceanic Transition Area, where arrangements for delegation of control have been made with the Irish authorities.

  3. The United Kingdom, Denmark and Norway have agreed, to transfer responsibility for providing Air Traffic Services to all aircraft at and below FL 85 in those areas of their FIRs between the FIR boundary and the Median Line (the demarcation line of National areas for sea bed natural resource exploration and exploitation), to the nation exploiting the natural resources of the area. The areas are shown at ENR 2.2 (Airspace within which ATS is Delegated), paragraphs 1.1.1 to 1.1.3.

  4. The United Kingdom and Iceland have agreed to transfer responsibility to the UK for providing Air Traffic Services to all aircraft at and below FL 85 within a defined area of the Reykjavik FIR/OCA during the hours of operation of Sumburgh ATSU as listed at ENR 1.6, paragraph 4.5.2.2. The area is shown at ENR 2.2 (Airspace within which ATS is Delegated), paragraph 1.1.4.

  5. The United Kingdom and Iceland have arranged, through the exchange of a bi-lateral Letter of Agreement, to transfer responsibility for providing Air Traffic Services to all aircraft from the surface to FL 660 to Iceland. These areas are shown at ENR 2.2 paragraph 1.10.1 and 1.10.2.

  6. The United Kingdom and the Netherlands have arranged, through the exchange of a bi-lateral Letter of Agreement, to transfer responsibility for providing Air Traffic Services to all aircraft at FL 55 and below (FL 45 and below, beneath EGD323D and EGD323E) in those areas of the London and Scottish FIRs between the FIR boundaries and the Median Line (the demarcation line of National areas for sea bed natural resource exploration and exploitation), to the Netherlands. The area is shown at ENR 2.2 (Airspace within which ATS is Delegated), paragraph 1.2.1.

  7. The United Kingdom and Denmark have arranged, through the exchange of a bi-lateral Letter of Agreement, to transfer responsibility for providing Air Traffic Services to all aircraft between FL 195 and FL 660 (inclusive) in parts of the London and Scottish FIRs/UIRs to Denmark. The area is shown at ENR 2.2 (Airspace within which ATS is Delegated), paragraph 1.3.1.

  8. The United Kingdom and the Netherlands have arranged, through the exchange of a bi-lateral Letter of Agreement, to transfer responsibility for providing Air Traffic Services to all aircraft between FL 175 and FL 245 (inclusive) in parts of the London FIR to the Netherlands. The areas are shown at ENR 2.2 (Airspace within which ATS is Delegated), paragraph 1.4.1.

  9. The United Kingdom and the Netherlands have arranged, through the exchange of a bi-lateral Letter of Agreement, to transfer responsibility for providing Air Traffic Services to all aircraft between FL 215 and FL 660 (inclusive) and between FL 55 and FL 660 (inclusive) in parts of the Amsterdam FIR to the United Kingdom. The areas are shown at ENR 2.2 paragraphs 1.5.1 and 1.5.2, 1.6.1 and 1.6.2.

  10. The United Kingdom, France and the Irish Republic have arranged, through the exchange of a bi-lateral Letter of Agreement, to transfer responsibility for providing Air Traffic Services to all aircraft between FL 245 and FL 660 (inclusive) in parts of the London UIR to France and the Irish Republic. The areas are shown at ENR 2.2 (Airspace within which ATS is Delegated), paragraphs 1.7.1 and 1.7.2.

  11. The United Kingdom and the Irish Republic have arranged, through the exchange of a bi-lateral Letter of Agreement, to transfer responsibility for providing Air Traffic Services to all GAT in a part of the London FIR to the Irish Republic. These areas are shown at ENR 2.2 (Airspace within which ATS is Delegated), paragraphs 1.8.1 and 1.8.4.

  12. The United Kingdom and the Irish Republic have arranged, through the exchange of a bi-lateral Letter of Agreement, to transfer responsibility for providing Air Traffic Services to all GAT in a part of the Shannon UIR to the United Kingdom. These areas are shown at ENR 2.2 (Airspace within which ATS is Delegated), paragraph 1.9.1.

  13. The United Kingdom and the Irish Republic have arranged, through the exchange of a bi-lateral Letter of Agreement, to transfer responsibility for providing Air Traffic Services to all aircraft in a part of the Shannon FIR to the United Kingdom. This area is shown at ENR 2.2 paragraph 1.9.2 to 1.9.4.

  14. The United Kingdom and France have arranged, through the exchange of a bi-lateral Letters of Agreement, to transfer responsibility for providing Air Traffic Services to all aircraft between FL 115 and FL 660 (levels vary within areas) in parts of the Paris and Reims FIRs/UIRs to the United Kingdom. The areas are shown at ENR 2.2, paragraphs 1.11.1 to 1.11.3, 1.12.1 and 1.12.2.

  15. The United Kingdom and Jersey have arranged, through the exchange of a bi-lateral Letter of Agreement to transfer responsibility for providing Air Traffic Services to all aircraft between FL 55-FL 195, and between SFC-FL 195, in parts of the London FIR to Jersey (during the opening hours of Jersey ATC). The areas are shown at ENR 2.2.8 paragraphs 1.14.1 and 1.14.2.

  16. The United Kingdom and the Irish Republic have arranged, through the exchange of a bi-lateral Letter of Agreement, to transfer responsibility for providing Air Traffic Services to all aircraft between FL 255 and FL 660 (inclusive) in a part of the Scottish UIR to the Irish Republic. The area is shown at ENR 2.2 (Airspace within which ATS is Delegated), paragraph 1.10.3.

2.1.2 Flight Information Service and Alerting Service will be provided throughout all the Airspace described above. Whenever part of the FIR or UIR has been further classified, FIS and Alerting Service will be provided by the controller giving other ATS appropriate to the airspace classification. In those parts of the FIR or UIR which have not been further classified, FIS and Alerting Service will be provided by a special Area FIS Officer operating from the appropriate ACC.
2.2  Provision of Air Traffic Services (ATS)
2.2.1 The provision of ATS within the United Kingdom’s areas of responsibility described in paragraph 1 is shared by several organisations, both Civil and Military.
2.2.2 NATS Ltd provides the principal en-route (ACC/OAC) services together with aerodrome ATS at the airports listed at GEN 3.4, paragraph 2.2.2. Other en-route and aerodrome ATS are provided by civil and military organisations identified within the specific AIP entries.
3  Types of Service
3.1  Air Traffic Control Clearances
3.1.1 Clearances are issued solely for expediting and separating air traffic and are based on known traffic conditions which affect safety in aircraft operation. Such traffic conditions include not only aircraft in the air and on the manoeuvring area over which control is being exercised, but also any vehicular traffic or other obstructions not permanently installed on the manoeuvring area in use.
3.1.2 If an air traffic control clearance is not suitable to the pilot-in-command of an aircraft, the flight crew may request and, if practicable, obtain an amended clearance.
3.1.3 The issuance of air traffic control clearances by Air Traffic Control units constitutes authority for an aircraft to proceed only in so far as known air traffic is concerned. ATC clearances do not constitute authority to violate any applicable regulations for promoting the safety of flight operations or for any other purpose; neither do clearances relieve a pilot-in-command of any responsibility whatsoever in connection with a possible violation of applicable rules and regulations.
3.1.4 Occasionally, instances of false or deceptive transmissions on ATC frequencies may occur. Flight crews should challenge or verify with the ATC unit concerned any instruction or clearance issued to them, which they suspect may be false or deceptive.
3.2  Types of Service - Overview
3.2.1 The type of air traffic service (ATS) to be provided will depend on the class of airspace within which the aircraft is flying, and the type of ATS unit, ie Area, Aerodrome, or Approach. Information on Area, Aerodrome and Approach services are contained herein.
3.2.2 Several other civil and military ATS units provide air traffic services which are detailed at ENR 1.1 (ARA), ENR 1.6 subsection 4.1 (LARS), ENR 1.6 subsection 4.5 (Offshore), ENR 2.2 (MATZ) and ENR 5.1 (SUACS/SUAAIS). Details of air traffic services provided within specific airspace classifications can be found at ENR 1.1 (General Rules) and ENR 1.4 (ATS Airspace Classification).
3.3  Area Control Centre Air Traffic Services
3.3.1 Area Control Centre (ACC) ATS within the UK FIRs encompass the provision of surveillance and non-surveillance Area Control, Alerting, and UK Flight Information Services, to traffic not under the jurisdiction of an approach or aerodrome control unit. This includes the provision of a Basic Service as defined at ENR 1.1, subsection 2 by ACC Flight Information Service Officers (FISO). In addition to a Basic Service, the FISO will:

  1. On receipt of a request for joining or crossing clearance of Controlled Airspace or Advisory Routes either:

    1. inform the pilot that he should change frequency in time to make the request direct to the appropriate ATC Unit at least ten minutes before ETA for the entry or crossing point; or

    2. obtain the clearance from the appropriate ATC Unit himself/herself and pass it to the pilot on the FIR frequency.

  2. Pass ETA to destination aerodromes in special circumstances, such as diversions, or at particular locations when traffic conditions demand it. Normally, however, pilots who wish destination aerodromes outside Controlled Airspace to have prior warning of arrival should communicate direct with ATC at the aerodrome concerned, at least ten minutes before ETA.

  3. Accept airborne flight plans and pass the information to the appropriate authority.

3.4  Aerodrome Air Traffic Services
3.4.1 ATC at an aerodrome is responsible for the control of aircraft in the air in the vicinity of the aerodrome and for the control of all traffic on the manoeuvring area. All movements of aircraft and vehicles on the manoeuvring area are subject to prior permission from ATC.
3.4.2 Control of movements of vehicles and persons on the apron is the responsibility of the aerodrome authority. Movement of aircraft on the apron is subject to prior permission from ATC, who will provide advice and instructions to assist in the prevention of collisions between moving aircraft.
3.4.3 The total ATC responsibility at an aerodrome is shared between Aerodrome Control and Approach Control. Aerodrome Control is responsible for aircraft on the manoeuvring area except the runways-in-use. The point dividing the responsibilities of Aerodrome Control and of Approach Control for aircraft on the runways-in-use and in the air may vary with different weather conditions or for other considerations, but it is the normal rule that departing aircraft contact Aerodrome Control first and that arriving aircraft contact Approach Control first for ATC instructions.
3.4.4 Three types of service are used at United Kingdom aerodromes for the control or supervision of aerodrome traffic. Where Air Traffic Control is required an Aerodrome Control Service (TWR) is provided. At other aerodromes, either an Aerodrome Flight Information Service (AFIS) or an Air-Ground Service (A/G) may be provided. Where traffic levels are variable, the available service may be changed at specific times or by arrangement.
3.4.5 ATC fulfils its functions at an aerodrome by giving aircraft by RTF the instructions and information required for taxiing, take-off or landing.
3.4.6 At some busy airports to alleviate RTF loading on the operational channels, Automatic Terminal Information Service (ATIS) broadcast messages are used to pass routine arrival/departure information on a discrete RTF frequency or on an appropriate VOR. Pilots of aircraft inbound to these airports are required on first contact with the aerodrome ATS Unit to acknowledge receipt of current information by quoting the code letter of the broadcast. Pilots of outbound aircraft are not normally required to acknowledge receipt of departure ATIS but are requested to ensure that they are in possession of up-to-date information. It may not be possible for ATC to provide the contents of the ATIS message on operational ATC frequencies due to RT and controller workload and pilots should only request such assistance when operationally essential and the ATIS frequency is unable to be monitored.
3.4.7  Uncertainty of position on the manoeuvring area
3.4.7.1 Except as provided for in 3.4.7.2, a pilot in doubt as to the position of the aircraft with respect to the manoeuvring area shall immediately:

  1. Stop the aircraft; and

  2. simultaneously notify the appropriate ATS unit of the circumstances (including the last known position).

3.4.7.2 In those situations where a pilot is in doubt as to the position of the aircraft with respect to the manoeuvring area, but recognizes that the aircraft is on a runway, the pilot shall immediately:

  1. Notify the appropriate ATS unit of the circumstances (including the last known position);

  2. if able to locate a nearby suitable taxiway, vacate the runway as expeditiously as possible, unless otherwise instructed by the ATS unit; and then,

  3. stop the aircraft.

3.4.7.3 A vehicle driver in doubt as to the position of the vehicle with respect to the manoeuvring area shall immediately:

  1. Notify the appropriate ATS unit of the circumstances (including the last known position);

  2. simultaneously, unless otherwise instructed by the ATS unit, vacate the landing area, taxiway, or other part of the manoeuvring area, to a safe distance as expeditiously as possible; and then

  3. stop the vehicle.

3.4.7.4 In the event the aerodrome controller becomes aware of an aircraft or vehicle that is lost or uncertain of its position on the manoeuvring area, appropriate action shall be taken immediately to safeguard operations and assist the aircraft or vehicle concerned to determine its position.
3.5  Phraseology
3.5.1 Pilots should be aware that ATC use of the phrase ‘No ATC Speed Restriction’ does not absolve pilots from the responsibility to operate at speeds that would:

  1. Ensure adequate obstacle clearance;

  2. comply with flight operations manual requirements;

  3. not prejudice the ‘see and avoid’ principle (for both conflicting parties);

  4. comply with the airspace speed limit in Class E, F or G Airspace;

  5. enable adherence to tracks and levels specified in Noise Preferential Routes or Noise Abatement Procedures (including Continuous Descent Approaches).

3.6  Approach Control Service (APP)
3.6.1 Approach Control Services are provided at aerodromes which are within Controlled Airspace and some aerodromes which are outside controlled airspace. In the latter case, however, there is no legal requirement for pilots to comply with the instructions issued by Approach Control unless they are within the Aerodrome Traffic Zone. Nor is there any legal requirement for such pilots to report their presence. It is, therefore, impossible for Approach Control to be sure that they are giving separation from all aircraft in their area.
3.6.2 The more aircraft that are known to Approach Control at an aerodrome outside Controlled Airspace, the better will be the service provided and pilots are therefore strongly recommended either:

  1. To avoid flying under IFR within 10 nm radius at less than 3000 ft above an aerodrome having Approach Control; or

  2. if it is necessary to fly under IFR in such an airspace, to contact Approach Control when at least 10 minutes flying time away and to comply with any instructions they may give.

3.6.3 Responsibility of APP at Aerodromes inside Controlled Airspace
3.6.3.1 Approach Control will provide standard separation to IFR flights from the time or place at which:

  1. Inbound aircraft are released by the ACC or Zone Control until they are transferred to Aerodrome Control; and

  2. outbound aircraft are taken over from Aerodrome Control until they are handed over to the ACC or Zone Control;

  3. aircraft inbound from the FIR come under its jurisdiction within the Controlled Airspace until they are transferred to Aerodrome Control.

3.6.4 Responsibility of APP at Aerodromes outside Controlled Airspace
3.6.4.1 Approach Control will provide air traffic services between aircraft under its jurisdiction from the time and place at which:

  1. Arriving aircraft are released by the ACC until they are transferred to Aerodrome Control;

  2. arriving aircraft first place themselves under Approach Control until they are transferred to Aerodrome Control;

  3. departing aircraft are taken over from Aerodrome Control until they are transferred to the ACC, or they state that they no longer wish to be controlled or they are more than 10 minutes flying time away from the aerodrome, whichever is the sooner;

  4. transit aircraft first place themselves under the control of Approach Control until they are clear of the approach pattern or state they no longer wish to be controlled.

3.7  Aerodrome Flight Information Service (AFIS)
3.7.1 The Aerodrome Flight Information Service (AFIS) is a service provided by Aerodrome Flight Information Service Officers (AFISO) to give information useful for the safe and efficient conduct of aerodrome traffic, including assisting pilots in the prevention of collisions, and to give taxi instructions on the apron and manoeuvring area. From the information received pilots will be able to decide the appropriate course of action to be taken to ensure the safety of flight.
3.7.2 AFIS is available at aerodromes during the hours of operation indicated at AD 2 and AD 3. The service is easily identifiable by the call sign suffix 'INFORMATION'. Only the holder of an AFISO licence is permitted to use this suffix.
3.7.3 The AFISO is responsible for:

  1. Issuing information to aircraft flying in and in the vicinity of the ATZ to assist pilots in preventing collisions;

  2. issuing instructions and information to aircraft on the apron and manoeuvring area to assist pilots in preventing collisions between aircraft and vehicles/obstructions on the manoeuvring area, or between aircraft moving on the apron;

  3. issuing instructions to vehicles and persons on the manoeuvring area;

  4. informing aircraft of essential aerodrome information (ie the state of the aerodrome and its facilities);

  5. provision of an alerting service;

  6. initiating overdue action.

3.8  Services and Procedures for Arriving Flights
3.8.1 Pilots of arriving aircraft should contact Approach Control when instructed to do so by the ACC. If flying outside Controlled Airspace in IMC the first call should be made to Approach Control at least 10 minutes before ETA at the aerodrome.
3.8.1.1 As soon as practicable after pilots have made contact with Approach Control they will be given:

  1. Runway-in-use;

  2. Current meteorological information which will include:

    1. Surface wind direction (in degrees magnetic) and speed;

    2. visibility;

    3. present weather;

    4. significant cloud amount and height of base;

    5. QFE or QNH (with height of aerodrome);

    6. any other relevant information (gusts, icing, etc);

    7. Runway Visual Range

      Note: This information may be reduced to items (i) and (v) when aircraft are below cloud, flying in VMC and able to continue in VMC to the landing, or at busy aerodromes within Control Zones when visibility and cloud base permit approaches under VFR.

  3. Current runway surface conditions where appropriate;

  4. any changes in the operational status of visual and non-visual aids essential for approach and landing.

3.8.2  Holding
3.8.2.1 Holding will normally be carried out in accordance with the procedures set out on IAC. Certain procedures are mandatory and are notified for the purpose of Rule 34(3) of the Rules of the Air Regulations 2007. If none have been published, or if a pilot does not know them, Approach Control should be advised and full instructions will then be given.
3.8.2.2 If for any reason a pilot is unable to comply with any particular holding instruction he should advise Approach Control and ask permission to follow an alternative procedure. Permission will normally be given if traffic conditions permit.
3.8.2.3 A pilot will be given a time at which to leave the holding point and commence his approach. This will be given sufficiently in advance for him to arrange his flight so as to arrive at the holding point at the time specified.
3.8.3  Procedures for Arriving VFR Flights
3.8.3.1 An aircraft approaching an aerodrome under VFR where an Approach Control Service is available should make initial RTF contact when 15 nm or five minutes flying time from the Aerodrome Traffic Zone boundary, whichever is the greater. If the aircraft is not equipped with the Approach frequency, communication on the Aerodrome Control frequency will be acceptable. As well as landing information, ATC will pass information on pertinent known traffic to assist pilots of VFR flights to maintain separation from both IFR and other VFR flights.
3.8.3.2 If radar sequencing of IFR flights is in progress, ATC will provide VFR flights with information to enable them to fit into the landing sequence.
3.8.4  Instrument Approaches
3.8.4.1 Pilots will be expected to be conversant with the correct notified Instrument Approach Procedures detailed in published charts, but on request, in exceptional circumstances, Approach Control will supply the following information

  1. The aid concerned, aircraft category and Final Approach Track;

  2. arrival level;

  3. type of reversal manoeuvre, including outbound track, length in time or distance, level instructions, and direction of procedure turn where applicable;

  4. intermediate and final approach tracks and fixes, and step down fixes (where applicable), with level instructions;

  5. Obstacle Clearance Height;

  6. Missed Approach Point and Missed Approach Procedure.

3.8.4.2 A pilot finding that he can see the ground before he has completed the approach procedure must, nevertheless, carry out the entire procedure, unless he specifically requests and ATC gives permission for him to complete his approach visually. This permission will only be given when:

  1. The pilot can maintain visual reference to the surface; and

  2. the reported cloud ceiling is not below the initial approach level or the pilot reports that visibility will permit a visual approach and he is reasonably confident that a landing can be accomplished.

    ATC will continue to provide IFR separation from other aircraft.

3.8.4.3 Providing that it is not at night or in Class A Airspace, a pilot is entitled to ask ATC to cancel his IFR plan during his approach to land providing that he can continue in uninterrupted VMC. In this case, he must accept responsibility for maintaining his own separation from other aircraft.
3.8.4.4 An arriving aircraft may be cleared, by day only, to descend remaining in VMC and maintaining own separation if reports indicate that this is possible. Essential traffic information will be given.
3.8.5  Visual Circuit Reporting Procedures
3.8.5.1 In order that the maximum use may be made of aerodromes for the purpose of landing and taking-off, it is essential that pilots accurately report their positions in the circuit.
3.8.5.2  Standard Overhead Join
3.8.5.2.1 An aircraft which has been instructed to complete a standard overhead join will:

  1. Overfly the aerodrome at 2000 FT AAL;

  2. descend on the 'dead side' to circuit height;

  3. join the circuit by crossing the upwind end of the runway at circuit height;

  4. position downwind.

3.8.5.3 Position reports are to be made as follows:

  1. Downwind - Aircraft are to report 'Downwind' when abeam the upwind end of the runway. Aircraft report ‘Late downwind’ if they are on downwind leg, have been unable to report ‘Downwind’ and have passed abeam the downwind end of the runway.

  2. Base Leg - Aircraft are to 'Report Base', if requested by ATC, immediately on completion of the turn on to base leg.

  3. Final - Aircraft are to report 'Final' after the completion of the turn on to final approach and when at a range of not more than 4 NM from the approach end of the runway.

  4. Long Final - Aircraft flying a final approach of a greater length than 4 NM are to report 'Long Final' when beyond that range, and 'Final' when a range of 4 NM is reached. Aircraft flying a straight-in approach are to report 'Long Final' at 8 NM from the approach end of the runway, and 'Final' when a range of 4 NM is reached.

    Note 1: At grass aerodromes, the area to be used for landing should be regarded as the runway for the purposes of position reporting.

    Note 2: Pilots are reminded that, when operating in the vicinity of aerodromes and not in receipt of Air Traffic Control instructions to the contrary, SERA.3225 (Operation on and in the Vicinity of an Aerodrome) applies, and that an aircraft operated on or in the vicinity of an aerodrome shall:

    1. observe other aerodrome traffic for the purpose of avoiding collision;

    2. conform with or avoid the pattern of traffic formed by other aircraft in operation;

    3. except for balloons, make all turns to the left, when approaching for a landing and after taking off, unless otherwise indicated, or instructed by ATC;

    4. except for balloons, land and take off into the wind unless safety, the runway configuration, or air traffic considerations determine that a different direction is preferable, and they should 'conform to the pattern of traffic formed by other aircraft intending to land at that aerodrome'.
      Flights contemplating carrying out a straight in approach should bear in mind that, on many occasions, this method of joining will may not permit compliance with this Rule.

3.8.6  Visual Approaches
3.8.6.1 Subject to the conditions in paragraph 3.7.6.3, clearance for an IFR flight to execute a visual approach may be requested by a flight crew or initiated by the controller. In the latter case, the concurrence of the flight crew shall be required.
3.8.6.2 Controllers will exercise caution in initiating a visual approach when there is reason to believe that the flight crew concerned is not familiar with the aerodrome and its surrounding terrain. Controllers will also take into consideration the prevailing traffic and meteorological conditions when initiating visual approaches.
3.8.6.3 An IFR flight may be cleared to execute a visual approach provided the pilot can maintain visual reference to the terrain and:

  1. the reported ceiling is at or above the approved initial approach level for the aircraft so cleared; or

  2. the pilot reports at the initial approach level or at any time during the instrument approach procedure that the meteorological conditions are such that with reasonable assurance a visual approach and landing can be completed.

3.8.6.4 Separation shall be provided between an aircraft cleared to execute a visual approach and other arriving and departing aircraft.
3.8.6.5 For successive visual approaches, separation will be maintained by the controller until the pilot of a succeeding aircraft reports having the preceding aircraft in sight. The aircraft will then be instructed to follow and maintain own separation from the preceding aircraft. When both aircraft are of a heavy wake turbulence category, or the preceding aircraft is of a heavier wake turbulence category than the following, and the distance between the aircraft is less than the appropriate wake turbulence minimum, the controller will issue a caution of possible wake turbulence. The pilot-in-command of the aircraft concerned shall be responsible for ensuring that the spacing from a preceding aircraft of a heavier wake turbulence category is acceptable. If it is determined that additional spacing is required, the flight crew shall inform the ATC unit accordingly, stating their requirements.
3.8.6.6 Transfer of communications to the aerodrome controller will be effected at such a point or time that information on essential local traffic, if applicable, and clearance to land or alternative instructions can be issued to the aircraft in a timely manner.
3.9  Runway Utilisation Procedures
3.9.1  Runway-in-Use
3.9.1.1 The runway-in-use is selected by Aerodrome Control as the best for general purposes. If it is unsuitable for a particular operation, ATC may offer, or the pilot can obtain permission from ATC to use another runway but must accept that he may thereby incur a delay.
3.9.2  Clearance for Immediate Take-Off
3.9.2.1 A pilot receiving the ATC instruction 'cleared for immediate take-off' is required to act as follows:

  1. If waiting clear of the runway, taxi immediately on to it and begin his take-off run without stopping his aircraft;

  2. if already lined up on the runway, take-off without delay;

  3. if unable to comply with the instruction, inform ATC immediately

3.9.3  Land After Procedure
3.9.3.1 Normally, only one aircraft is permitted to land or take-off on the runway-in-use at any one time. However, when the traffic sequence is two successive landing aircraft, the second one may be allowed to land before the first one has vacated the runway-in-use, providing:

  1. the runway is long enough, and there is no evidence to indicate that braking may be adversely affected.

  2. it is during daylight hours.

  3. the first landing aircraft is not required to backtrack to vacate the runway.

  4. the second aircraft will be able to see the first aircraft clearly and continuously until it has vacated the runway.

  5. the second aircraft has been warned. ATC will provide this warning by issuing the pilot of the second aircraft with permission to land using the phraseology "... land after the (first aircraft type) ..." instead of issuing a landing clearance.

  6. responsibility for ensuring adequate separation between the two aircraft rests with the pilot of the second aircraft.

    An example of the RTF exchange is as follows:

    ATC: “(Call sign) runway (designator), land after the (first aircraft type), surface wind (direction and speed)”.Pilot: “Runway (designator), land after the (first aircraft type), (Call sign)”.

3.9.4  Special Landing Procedures at London Gatwick and London Stansted Airports.
3.9.4.1 Special landing procedures may be in force at London Gatwick (except for Runway 08L/26R) and London Stansted (Land after Departure only) in conditions shown hereunder, when the use will be as follows:

  1. When the runway-in-use is temporarily occupied by other traffic, landing clearance will be issued to an arriving aircraft provided that at the time the aircraft crosses the threshold of the runway-in-use the following separation distances will exist:

    London Gatwick

    1. Landing following landing - The preceding landing aircraft will be clear of the runway-in-use or will be at least 2500 M from the threshold of the runway-in-use.

    2. Landing following departure - The departing aircraft will be airborne and at least 2000 M from the threshold of the runway-in-use, or if not airborne, will be at least 2500 M from the threshold of the runway-in-use

      London Stansted

      Landing following departure - The departing aircraft will be airborne and at least 2000 M from the threshold of the runway-in-use, or if not airborne, will be at least 2500 M from the threshold of the runway-in-use.

  2. Reduced separation distances as follows will be used where both the preceding and succeeding landing aircraft or both the landing and departing aircraft are propeller driven and have a maximum total weight authorised not exceeding 5700 KG:

    London Gatwick

    1. Landing following landing - The preceding aircraft will be clear of the runway-in-use or will be at least 1500 M from the threshold of the runway-in-use.

    2. Landing following departure - The departing aircraft will be airborne or will be at least 1500 M from the threshold of the runway-in-use.

      London Stansted

      Landing following departure - The departing aircraft will be airborne and at least 1500 M from the landing threshold, or if not airborne, will be at least 1500 M from the landing threshold.

      Note: The reduced distances do not apply to those jets which are 5700 KG MTWA or less.

  3. Conditions of Use. The procedures will be used by DAY only under the following conditions:

    London Stansted

    1. When the reported meteorological conditions are equal to or better than a visibility of 6 KM and a cloud ceiling of 1000 FT and the Air Controller is satisfied that the pilot of the next arriving aircraft will be able to observe continuously the relevant traffic.

    2. When both the preceding and succeeding aircraft are being operated in the normal manner. (Pilots are responsible for notifying ATC if they are operating their aircraft in other than the normal manner; eg final approach speed greater than 160 KT).

    3. When the runway is dry and free of all precipitants such that there is no evidence that the braking action may be adversely affected.

    4. When the Air Controller is able to assess the separation either visually or by means of Aerodrome Traffic Monitor.

      London Gatwick

      1. When 26L/08R is in use;

      2. When the controller is satisfied that the pilot of the next arriving aircraft will be able to observe the relevant traffic clearly and continuously;

      3. When the pilot of the following aircraft is warned;

      4. When there is no evidence that the braking action may be adversely affected;

      5. When the controller is able to assess separation visually or by radar derived information.

  4. When issuing a landing clearance following the application of these procedures ATC will issue the second aircraft with the following instructions:

    London Gatwick

    ....... (call sign) ....... after the landing/departing ....... (Aircraft Type) cleared to land Runway ....... (Designator).

    London Stansted

    ....... (call sign) ....... after the departing ....... (Aircraft Type) cleared to land Runway ........ (Designator).

3.10  Handling of Aircraft in Emergency where the Intended Flight Path passes over Densely Populated Areas
3.10.1 When a pilot has declared an emergency and stated the aerodrome to which he wishes to proceed, controllers will acknowledge this message. The controller may be instructed to inform the pilot that the aircraft is required or requested to divert to another aerodrome together with the reason for this change. This message, together with the reason, shall then be passed to the captain and his intentions requested.
3.10.2 The decision to comply with advice or instructions to land at an airport, other than his selected diversion, lies with the captain of the aircraft who has ultimate responsibility for the safety of his aircraft.
3.10.3 It is desirable that aircraft in an emergency should not be routed over densely populated areas, particularly if there is reason to believe that the aircraft's ability to remain in controlled flight is compromised or that parts of the aircraft could detach while in flight. If this is inconsistent with providing the most appropriate service to the aircraft, for example when any extended routeing could further jeopardise the safety of the aircraft, the most expeditious route will be given. Where possible, when expeditious routeing is not required, suggestions of alternative runways or aerodromes together with the rationale that the routeing would avoid densely populated areas and be consistent with safety, shall be passed to the pilot and his intentions requested.
3.10.4 It is recognised that controllers providing en-route services at Area Control Centres may not be aware of the boundaries of major cities, towns or villages. However, controllers providing aerodrome, approach or approach radar control services should be familiar with the centres of population within their areas of jurisdiction.
3.11  Departure Clearances
3.11.1 ATC clearances shall specify some or all of the following as necessary:

  1. Direction of take-off and turn after take-off;

  2. track to be made good before proceeding on desired heading;

  3. level to maintain before continuing climb to assigned cruising level, time, point and/or rate at which level change shall be made;

  4. and any other manoeuvre necessary to maintain separation as appropriate.

3.11.2 A departing aircraft may be cleared to climb, subject to remaining in VMC and maintaining own separation, until a specified time, place or level if reports indicate that this is possible. Essential traffic information will be given.
3.12  Lamp, Pyrotechnic and Ground Signals
3.12.1 Non-radio aircraft may be given instructions or information by signal lamp or pyrotechnics from the Control Tower and by ground signals in the Aerodrome Signals Area.
3.12.2 Lamp and pyrotechnic signals may be made to any aircraft, radio-equipped or otherwise from a subsidiary control point such as a Runway Control Vehicle.
3.13  Initial Calls
3.13.1  Initial Call to the Aerodrome Control Tower
3.13.1.1 For aircraft on the ground being provided with an aerodrome control service, the initial call to the aerodrome control tower shall contain:

  1. Callsign;

  2. Position; and

  3. Any additional elements, as required by the appropriate ATS authority and notified in the relevant AIP AD section.

3.13.1.2 Pilots should make arrangements to obtain time checks from sources other than ATC.
3.13.2  IFR Flights
3.13.2.1 Pilots of aircraft flying Instrument Departures (including those outside controlled airspace) shall include the following information on initial contact with the first en-route ATS Unit:

  1. Callsign;

  2. SID or Standard Departure Route Designator (where appropriate);

  3. Current or passing level; PLUS

  4. Initial climb level (ie the first level at which the aircraft will level off unless otherwise cleared. For example, on a Standard Instrument Departure that involves a stepped climb profile, the initial climb level will be the first level specified in the profile).

3.13.2.2 Unless otherwise instructed or where paragraph 3.12.2.1 applies, when changing communication channel to an ATC unit (including changes within the same ATS unit), the initial call on the new frequency shall include aircraft identification and level only .
3.13.2.3 When making such an initial call and the aircraft is in level flight but cleared to another level, the call shall include the aircraft identification followed by the current level and the cleared level .
3.13.2.4 When making such an initial call and the aircraft is not in level flight, the call shall include the aircraft identification followed by the cleared level only .
3.13.2.5 When making such an initial call and the aircraft has been assigned a speed, this information shall also be included.
4  Co-ordination between the Operator and ATS
4.1 Co-ordination between the Operator and ATS is effected in accordance with ICAO Annex 11 Chapter 2, paragraph 2.16 and ICAO Doc 4444 - Chapter 11 paragraphs 11.2.1.1.4 and 11.2.1.1.5.
5  Minimum Flight Altitude
5.1 The minimum flight altitudes on the ATS routes, as presented in section ENR 3, have been determined by the En-route ANSP so as to ensure a minimum vertical clearance above the controlling obstacle in the area concerned.
6  ATS Units Address List

Name

Postal Address

Tel

Fax

Telex

AFS

London Terminal Control (Swanwick)

Sopwith Way
Swanwick
Southampton
Hampshire
SO31 7AY

01489-572288

01489-612558

EGTTZGZC

ATC Watch Supervisor

023-8040 1100

London Area Control (Swanwick)

Sopwith Way
Swanwick
Southampton
Hampshire
SO31 7AY

01489-572288

01489-612421

EGTTZRZO

ATC Watch Supervisor

01489-612440 or 612420

01489-612421

Flight Information Service

01489-611970

01489-612421

Flight Plan Processing Section

01489-612423/ 612424/612425

01489-612448

Western Radar

01489-585511

EGTTZFZC

Scottish AC (Prestwick) Shanwick OAC (Prestwick)

Prestwick Centre
Fresson Avenue
Prestwick
Ayrshire
KA9 2GX

01292-479800

01292-653250

EGPXZRZX

Prestwick Centre Ops Sup

01294-655300

01292-653250

Details of other ATS Unit contact numbers and addresses appear within the AD and ENR sections.