EGMC — SOUTHEND
| 1 |
ARP coordinates and site at AD |
Lat: 513413N
Long: 0004136E
Mid point of Runway 05/23. |
| 2 |
Direction and distance from city |
1.5 NM N of Southend-on-Sea. |
| 3 |
Elevation / Reference temperature / Mean Low Temperature |
55 FT / 18 °C / - |
| 4 |
Geoid undulation at AD ELEV PSN |
148 FT |
| 5 |
Magnetic Variation / Annual Change |
0.79°E (2022) / 0.19°E |
| 6 |
AD Administration |
LONDON SOUTHEND AIRPORT CO LTD |
|
Address |
London Southend Airport, Southend-on-Sea, Essex SS2 6YF. | |
|
Telephone |
01702-538500 (Switchboard) 01702-538420 (ATC) 01702-538401 (AFS) 01702-538600 (London Southend Jet Centre) 01702-538578 (Operations/Commercial aviation handling) | |
|
Telefax |
01702-538501 (Administration) | |
|
SITA |
SENSHCR | |
|
E-mail address |
lsaairtraffic@londonsouthendairport.com (ATC) lsaenquiries@londonsouthendairport.com (Administration) ops@londonsjc.com (London Southend Jet Centre) LSA.Fire@londonsouthendairport.com (AFS) LSAOperations@londonsouthendairport.com (Operations/Commercial aviation handling) | |
| 7 |
Type of Traffic permitted (IFR/VFR) |
IFR/VFR |
| 8 |
Remarks |
All payments to be made via AEROPS within 24 hours unless on account or being handled by London Southend Jet Centre. |
| 1 |
AD Administration |
H24. |
| 2 |
Customs and immigration |
H24 |
| 3 |
Health and sanitation | |
| 4 |
AIS Briefing Office |
Briefing services available for aircraft receiving handling from London Southend Jet Centre. |
| 5 |
ATS Reporting Office (ARO) |
Briefing services available for aircraft receiving handling from London Southend Jet Centre. |
| 6 |
MET Briefing Office |
Briefing services available for aircraft receiving handling from London Southend Jet Centre. |
| 7 |
ATS |
H24. See also AD 2.18. |
| 8 |
Fuelling |
H24 |
| 9 |
Handling |
Airline handling 0400-2359 (0300-2300), FBO handling H24. |
| 10 |
Security |
H24 |
| 11 |
De-icing |
By arrangement. |
| 12 |
Remarks |
Use of the airport between 2200-0630 (2100-0530), is subject to prior permission from ATC. |
| 1 |
Cargo handling facilities |
Yes. Details through Southend Handling. |
| 2 |
Fuel and oil types |
AVTUR JET A1 91/91, AVGAS 100LL 91/90 |
| 3 |
Fuelling facilities/capacity |
Jet A1 bowser 58,200 LT + 300,000 LT storage capacity. |
| 4 |
De-icing facilities |
Available by arrangement through Southend Operations. |
| 5 |
Hangar space for visiting aircraft |
Contact London Southend Jet Centre for hangar space/parking. |
| 6 |
Repair facilities for visiting aircraft |
Repair stations for a variety of fixed wing aircraft, contact Southend operations. |
| 7 |
Remarks |
Oxygen and related servicing: |
| 1 |
Hotels |
Hotel on Airport, 2 Hotels adjacent to Airport. |
| 2 |
Restaurants |
In hotel and fast food outlet adjacent to airport entrance. |
| 3 |
Transportation |
Trains, buses, taxis and car hire. Railway station (Southend Airport) adjacent to terminal. |
| 4 |
Medical facilities |
Limited first aid treatment. |
| 5 |
Bank and Post Office |
Post Office 1 mile. |
| 6 |
Tourist Office |
Limited information available. |
| 7 |
Remarks |
Business lounge and conference facilities available. Contact lsaenquiries@londonsouthendairport.com. |
| 1 |
AD category for fire fighting services |
RFF Category A7 |
| 2 |
Rescue equipment |
Standard equipment for up to Category 7. |
| 3 |
Capability for removal of disabled aircraft |
Arranged through IATA pool for those with agreements in place, or through based firm that may support recovery: JRB engineering (Tel: 01702-545430). |
| 4 |
Remarks |
| 1 |
Type of clearing equipment |
Mechanical, Chemical de-icing. |
| 2 |
Clearance priorities |
Standard. See AD 1.2.2. |
| 3 |
Remarks |
Latest runway contamination information from ATC Tel: 01702-538420. Estimated braking action assessments and pilot reports may be passed. |
| 1 |
Apron surface and strength |
NORTH APRON AND STANDS 16-18 Surface: Concrete PCN 47/R/D/X/U STANDS 1-10 Surface: Concrete PCN 47/R/D/X/T STANDS 101 / 102 Surface: Concrete PCN 46/R/C/X/U STANDS 11-15 Surface: Concrete PCN 47/R/D/X/U |
| 2 |
Taxiway width, surface and strength |
Taxiway A: 15 M Surface: Asphalt PCN 47/F/D/X/T |
|
Taxiway B: 15 M Surface: Concrete and asphalt PCN 47/R/D/X/U | ||
|
Taxiway C: 15 M Surface: Concrete and asphalt PCN 47/F/D/X/U | ||
|
Taxiway D: 15 M Surface: Asphalt PCN 26/F/B/X/T | ||
|
Taxiway E: 5.5 M Surface: Asphalt | ||
|
Taxiway F: 27 M Surface: Asphalt PCN 26/F/B/X/T | ||
|
Taxiway Z: 15 M Surface: Asphalt PCN 47/F/D/X/U | ||
| 3 |
Altimeter checkpoint location and elevation |
Stands 11-15 and North Apron 37 FT. |
| 4 |
VOR checkpoints | |
| 5 |
INS checkpoints |
See Aircraft Parking/Docking Chart. |
| 6 |
Remarks |
Taxiway Echo only available for code A aircraft with an outer main gear wheel span of less than 4.5 M. Aircraft under their own power, do so at owners risk. Code A aircraft with outer main gear wheel span of 4.5 M or greater will be towed along Taxiway Echo with prior approval. |
| 1 |
Use of aircraft stand ID signs, TWY guide lines and visual docking/parking guidance system of aircraft stands |
Stands 1-10 are nose-in pushback stands and have painted centre-lines/stop arrows. Stands also have nose-out markings for aircraft up to E190 and under marshaller guidance. |
| 2 |
Runway and taxiway markings and lighting |
Runway marking aid(s): 05/23: Runway Designators; Runway 23: permanently displaced threshold, Runway 05: Starter extension markings and lighting (turning circle at start of Runway 05 has green centre-line lights and blue edge lights); runway edge stripes; runway centre-line; TDZ markings. |
|
Taxiway marking aid(s): | ||
|
Painted yellow centre-line with lead-on/lead-off lines at junctions with Taxiways A, B, C, D and F; holding points. | ||
|
Taxiway light(s):
Internally illuminated holding point signs at Holds A1, A2, A3, A4, B1, B2, B3, C1, C2, D, Z1 and Z2. Amber runway guard lights at Holds A1, B1, C1, D, E and F. Taxiways E and F are unlit, night time use is entirely at the operator's discretion. | ||
| 3 |
Stop bars and runway guard lights (if any) |
Stop bars located at Runway Holding Points A1, B1, C1 & D are unidirectional; aircraft and vehicles are not to cross illuminated red stop bars except when an explicit ATC clearance has been received. Stop bars located at Intermediate Holding Points A2, A3, A4, B3, C2 and C3 are bidirectional, B2 is unidirectional. Intermediate Holding Point stop bars may not always be illuminated. |
| 4 |
Other runway protection measures | |
| 5 |
Remarks |
Two wind direction indicators Runway 05 (LGTD) 513400.38N 0004056.40E, Runway 23 (LGTD) 513425.74N 0004212.38E. |
| 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 | |
|
(EGMC15182) 23/APPROACH 05/TAKE-OFF |
HV PYLON |
513514.41N 0004318.87E |
139 FT |
115 FT |
No | |
|
(EGMC15173) 23/APPROACH 05/TAKE-OFF |
HV PYLON |
513450.54N 0004312.07E |
107 FT |
93 FT |
No | |
|
(EGMC16391) 23/APPROACH 05/TAKE-OFF |
TREE |
513447.42N 0004250.13E |
94 FT |
76 FT |
No | |
|
(EGMC10358) 23/APPROACH 05/TAKE-OFF |
TV AERIAL |
513434.31N 0004226.80E |
59 FT |
31 FT |
No | |
|
(EGMC10238) 23/APPROACH 05/TAKE-OFF |
05 LLZ CABIN |
513433.34N 0004212.44E |
44 FT |
8 FT |
No | |
|
(EGMC14228) 23/APPROACH 05/TAKE-OFF |
BUILDING TV AERIAL |
513430.49N 0004224.72E |
70 FT |
39 FT |
No | |
|
(EGMC15084) 23/APPROACH 05/TAKE-OFF |
GANTRY |
513430.07N 0004220.39E |
46 FT |
18 FT |
No | |
|
(EGMC8283) 23/APPROACH 05/TAKE-OFF |
TV AERIAL |
513428.84N 0004224.74E |
67 FT |
36 FT |
No | |
|
(EGMC10832) 05/APPROACH 23/TAKE-OFF |
APPROACH LIGHT |
513352.78N 0004049.86E |
66 FT |
10 FT |
No | |
|
(EGMC12134) 05/APPROACH 23/TAKE-OFF |
MOBILE OBS |
513350.35N 0004053.58E |
66 FT |
16 FT |
No | |
|
(EGMC12135) 05/APPROACH 23/TAKE-OFF |
MOBILE OBS |
513349.95N 0004052.70E |
68 FT |
13 FT |
No | |
|
(EGMC12139) 05/APPROACH 23/TAKE-OFF |
MOBILE OBS |
513348.80N 0004050.02E |
73 FT |
15 FT |
No | |
|
(EGMC14664) 05/APPROACH 23/TAKE-OFF |
TREE |
513341.21N 0004040.48E |
118 FT |
46 FT |
No | |
|
(EGMC11190) 05/APPROACH 23/TAKE-OFF |
TELEGRAPH POLE |
513336.94N 0004027.91E |
132 FT |
34 FT |
No | |
|
(EGMC12883) 05/APPROACH 23/TAKE-OFF |
TREE |
513333.23N 0004013.85E |
153 FT |
35 FT |
No | |
|
(EGMC10515) 05/APPROACH 23/TAKE-OFF |
TV AERIAL |
513332.97N 0004018.84E |
147 FT |
30 FT |
No | |
|
(EGMC12873) 05/APPROACH 23/TAKE-OFF |
TREE |
513331.75N 0004011.79E |
160 FT |
37 FT |
No | |
|
(EGMC17074) 05/APPROACH 23/TAKE-OFF |
TOWER CRANE |
513235.11N 0003849.72E |
351 FT |
229 FT |
Yes Red | |
| 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 | |
|
(EGMC14410) |
TREE |
513538.11N 0003756.57E |
339 FT |
86 FT |
No | |
|
(EGMC15300) |
TREE |
513524.03N 0003843.84E |
276 FT |
86 FT |
No | |
|
(EGMC15112) |
INDUSTRIAL CHIMNEY |
513507.29N 0004215.88E |
174 FT |
146 FT |
Yes Red | |
|
(EGMC15971) |
BUILDING |
513405.59N 0004137.89E |
98 FT |
56 FT |
No | |
|
(EGMC8101) |
SPIRE |
513403.71N 0004104.72E |
114 FT |
66 FT |
Yes Red | |
|
(EGMC10247) |
FENCE |
513402.63N 0004107.43E |
55 FT |
7 FT |
No | |
|
(EGMC15574) |
MAST |
513334.56N 0003603.64E |
357 FT |
131 FT |
No | |
|
(EGMC7713) |
AERIAL ON HOSPITAL |
513314.12N 0004121.59E |
286 FT |
195 FT |
Yes Red | |
|
(EGMC15517) |
BLDG MAST |
513303.07N 0003452.05E |
430 FT |
175 FT |
No | |
|
(EGMC15626) |
BLDG MAST |
513240.86N 0004233.02E |
293 FT |
202 FT |
Yes Red | |
|
(EGMC7801) |
BUILDING OBS LIGHT |
513230.96N 0004236.43E |
286 FT |
190 FT |
Yes Red | |
| 1 |
Associated MET Office |
MET OFFICE HEATHROW |
| 2 |
Hours of service MET Office outside hour |
H24 |
| 3 |
Office responsible for TAF preparation Periods of validity |
MET OFFICE HEATHROW 9 hours. |
| 4 |
Trend forecast Interval of issuance | |
| 5 |
Briefing/consultation provided |
Self-briefing/Pilot brief and limited telephone consultation available from Meteorological Observers in ATC. |
| 6 |
Flight documentation Language(s) used |
Charts abbreviated plain language text. TAFs/METARs. English. |
| 7 |
Charts and other information available for briefing or consultation |
Charts and other information available for briefing or consultation – Internet WI-FI for ASXX, 215 Low Level SIG WX, 214 Spot Winds and Weather warnings. |
| 8 |
Supplementary equipment available for providing information |
ATIS 136.055 MHz. |
| 9 |
ATS units provided with information |
SOUTHEND |
| 10 |
Additional information (limitation of service, etc.) |
Hourly METAR at night. Only Touchdown and Stop end IRVRs available. |
|
Designations RWY Number |
True bearing |
Dimensions of RWY | Surface of RWY/ SWY/ Strength (PCN) |
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 |
054.16° |
1856 x 36 M |
RWY surface: Asphalt, Grooved PCN 65/F/B/W/T |
513357.33N 0004059.96E 147.9 FT |
THR 55.2 FT TDZ 55.2 FT |
RWY 05 0.35% down |
|
23 |
234.17° |
1856 x 36 M |
RWY surface: Asphalt, Grooved PCN 65/F/B/W/T SWY surface: Asphalt, Grooved PCN 65/F/B/W/T |
513427.71N 0004207.48E 147.8 FT |
THR 38.1 FT TDZ 41.3 FT |
RWY 05 0.35% down |
| SWY Dimensions | Clearway Dimensions | Strip Dimensions | RESA Dimensions, Overshoot / Undershoot | Location/description of arresting system | OFZ | Remarks |
|---|---|---|---|---|---|---|
| 8 | 9 | 10 | 11 | 12 | 13 | 14 |
|
60 x 150 M |
1724 x 280 M |
138 x 150 M - |
1664 x 120 M |
RWY 05 | ||
|
60 x 36 M |
60 x 150 M |
1724 x 280 M |
227 x 150 M - |
1664 x 120 M |
RWY 23 |
| Runway designator |
TORA |
TODA |
ASDA |
LDA |
Remarks |
|---|---|---|---|---|---|
| 1 | 2 | 3 | 4 | 5 | 6 |
|
05 |
1739 M |
1799 M |
1739 M |
1604 M |
TORA/ASDA/LDA ends 236 M before the end of runway due to overrun RESA, dimensions 138 x 150 M, grooved asphalt where paved, and strip end provision. TODA ends 188 M before end of runway. |
|
23 |
1739 M |
1799 M |
1799 M |
1604 M |
i Threshold is permanently displaced 248 M from the beginning of the runway. |
|
05 |
1016 M |
1076 M |
1016 M |
Take-off from intersection at Taxiway C. | |
|
05 |
978 M |
1038 M |
978 M |
Take-off from intersection at Taxiway D. | |
|
23 |
1182 M |
1242 M |
1242 M |
Take-off from intersection at Taxiway 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 |
Uni-directional centre-line with three crossbars. 540 M Light intensity high |
Green Light intensity high
Inset |
PAPI Right/3.5° 53 FT 322 M |
1840 M 15 M spacing. White Light intensity high |
1840 M 60 M spacing. White Light intensity high |
Red Light intensity high | |||
|
23 |
Uni-directional centre-line 583 M Light intensity high |
Green Light intensity high
Inset |
PAPI Left/3° 53 FT 356 M |
1840 M 15 M spacing. White Light intensity high |
1840 M 60 M spacing. White Light intensity high |
Red Light intensity high |
CL:
Due siting limitations, there are only 3 centre-line lights |
| 1 |
ABN/IBN location, characteristics and hours of operation | |
| 2 |
LDI location and lighting Anemometer location and lighting |
Anemometer: R05 (LGTD) 513359.21N 0004115.75E |
| 3 |
TWY edge and centre line lighting |
CL: Taxiways A and C have centre-line lighting. EDGE: Taxiways A and C have blue edge lights on bends and opposite stands on Taxiway A. Taxiways B, D and Z have blue edge lighting. |
| 4 |
Secondary power supply/switch-over time |
UPS/1 second, AGL/1 second. Remaining facilities/15 seconds. |
| 5 |
Remarks |
Apron floodlighting. Obstacle lighting. |
| 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 |
|
SOUTHEND CTR 1 513445N 0002903E - 514206N 0004521E - 513417N 0005000E - 513151N 0005000E - 512719N 0003955E - 512701N 0003630E thence clockwise by the arc of a circle radius 7.5 NM centred on 513357N 0004100E to 513445N 0002903E |
Upper limit: 3500 FT ALT Lower limit: SFC |
D |
SOUTHEND APPROACH English |
6000 FT |
H24. | |
|
SOUTHEND CTR 2 514206N 0004521E - 514312N 0004748E - 514138N 0005222E - 513618N 0005532E - 513417N 0005000E - 514206N 0004521E |
Upper limit: 4500 FT ALT Lower limit: SFC |
D |
SOUTHEND APPROACH English |
6000 FT |
H24. | |
|
SOUTHEND CTR 3 514138N 0005222E - 514057N 0005420E thence clockwise by the arc of a circle radius 10 NM centred on 513428N 0004207E to 513528N 0005805E - 513151N 0005000E - 513417N 0005000E - 513618N 0005532E - 514138N 0005222E |
Upper limit: 5500 FT ALT Lower limit: SFC |
D |
SOUTHEND APPROACH English |
6000 FT |
H24. | |
|
SOUTHEND ATZ A circle, 2.5 NM radius, centred at 513413N 0004136E on longest notified runway (05/23) |
Upper limit: 2000 FT AGL Lower limit: SFC |
D |
SOUTHEND TOWER English |
6000 FT |
H24. |
|
Service | Callsign | Channel(s) | SATVOICE number(s) | Logon Address |
Hours of Operation | Remarks |
|---|---|---|---|---|---|---|
|
1 |
2 |
3 |
4 |
5 |
6 |
7 |
|
APP |
SOUTHEND APPROACH |
130.780 MHz DOC 40 NM/10,000 FT. |
H24 | |||
|
TWR |
SOUTHEND TOWER |
127.730 MHz
On occasion combined with Radar/Approach. |
H24 | |||
|
RADAR |
SOUTHEND DIRECTOR |
128.965 MHz DOC 40 NM/10,000 FT. |
H24 As directed. |
Use of 'Radar' suffix denotes availability only. Provision of a specific service is not implied. | ||
|
SOUTHEND RADAR |
130.780 MHz DOC 40 NM/10,000 FT. |
H24 | ||||
|
ATIS |
SOUTHEND INFORMATION |
136.055 MHz DOC 60 NM/20,000 FT. |
H24 | |||
|
OTHER |
SOUTHEND FIRE |
121.600 MHz Non-ATS frequency. |
Available when Fire vehicle attending aircraft on the ground in an emergency. | |||
|
OTHER |
SOUTHEND EMERGENCY |
121.500 MHz Emergency Frequency |
O/R |
| 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/LLZ I 0.80°E (2022) |
ISO |
111.350 MHz |
HO |
513432.66N 0004218.48E |
(RWY 05) | |
|
ILS/GP |
ISO |
332.150 MHz |
HO |
513359.78N 0004114.81E |
3.5° ILS Ref Datum Hgt 52 FT. | |
|
ILS/LLZ I 0.79°E (2022) |
IND |
111.350 MHz |
HO |
513351.85N 0004047.79E |
(RWY 23) | |
|
ILS/GP |
IND |
332.150 MHz |
HO |
513425.85N 0004150.83E |
3.0° ILS Ref Datum Hgt 52 FT. | |
|
NDB (L) 0.80°E (2022) |
SND |
362.500 kHz |
H24 |
513433.63N 0004200.53E |
On AD. | |
|
ILS/DME |
IND |
50Y 111.350 MHz |
HO |
513416.06N 0004129.84E |
57 FT |
(RWY 23) |
|
ILS/DME |
ISO |
50Y 111.350 MHz |
HO |
513416.06N 0004129.84E |
57 FT |
(RWY 05) |
|
VOR/DME 0.61°E (2022) 0.70°E (2022) |
LAM |
103X 115.600 MHz |
HO |
513845.69N 0000906.13E |
241 FT |
VOR DOC: 30 NM/50,000 FT (40 NM/50,000 FT in Sectors R064°-099°, R139°-174° and R249°-289°). DME DOC: 40 NM/50,000 FT (110 NM/50,000 FT in Sector R314°-134°). |
|
VOR/DME 0.78°E (2022) 1.20°E (2023) |
DET |
120X 117.300 MHz |
HO |
511814.41N 0003550.19E |
645 FT |
VOR DOC: 20 NM/50,000 FT (35 NM/50,000 FT in Sector R289-029 and 45 NM/50,000 FT in Sector R249-289). |
|
VOR/DME 0.55°E (2022) 1.10°E (2022) |
BKY |
109Y 116.250 MHz |
H24 |
515923.17N 0000342.87E |
486 FT |
VOR DOC: 20 NM/25,000 FT (30 NM/25,000 FT in Sector R069-099). |
Pilots and aircraft operators operating into London Southend Airport are deemed to have read and accepted the London Southend Airport 'Terms and Conditions of Use', and to be operating in accordance with them. These are downloadable from: https://southendairport.com/corporate-and-community/doing-business-with-us.
Use by aircraft not able to communicate with ATC by radio subject to prior permission by telephone, 01702-538420.
Southend airport will not permit any fixed wing aircraft to embark or disembark passengers with any engine running, except in emergency.
High visibility clothing must be worn on the apron and manoeuvring area at all times, except for passengers under escort.
Operators are advised that a night surcharge applies to movements between 2300-0600 (2200-0500).
Any ad-hoc movements between 2200-0630 (2100-0530) must obtain prior permission from ATC by telephone +44 (0)1702-538420 prior to commencement of the flight. Filing a flight plan is not sufficient in this regard.
Crew and passengers walking to and from north and south aprons will do so following the green marked walkways.
This aerodrome is strictly PPR.
Not all taxiways are available for use by all aircraft types. A321 sized aircraft and larger shall not vacate the runway via Taxiway Bravo. All code D sized aircraft must have a follow me vehicle or be towed. ATC will advise. Taxiway Echo only available for code A aircraft with an outer main gear wheel span of less than 4.5 M. Aircraft under their own power, do so at owners risk. Code A aircraft with outer main gear wheel span of 4.5 M or greater will be towed along Taxiway Echo with prior approval.
Taxiway Delta: Pilots are advised that there is no taxiway lighting guidance and that vehicles operate north of Holding Point Delta without clearance or knowledge. Wingtip clearance is not assured and pilots are to take extra care when taxiing. All flights operating from the north side of the airport will, to aid ATC situational awareness, request start, push back and taxi clearance. TP-D on Taxiway Delta signage reads Delta Tug Point (DTP).
Runway 05 – Aircraft able to accept a departure from intersection of Taxiways C or D should inform ATC on start–up or taxi. See AD 2.13 for intersection departure declared distances.
Compass swing bay, Class 2, located on Taxiway F.
Jet aircraft are to apply minimum thrust when starting and taxiing off Stands 11-15, due to proximity of buildings and other aircraft.
GA Parking will be directed by ATC and the marshaller.
Crew are requested to use minimum engine power when manoeuvring on the aprons and taxiways.
Taxiway Delta has a longitudinal slope of 2%. Operators are to taxi with caution between Delta holding point and runway edge.
The Centralised De-icing Facility (CDF) located towards the southern end of Taxiway Bravo is the only location enabled for the remote de-icing of aircraft.
Remote de-icing is available.
Remote de-icing operations may occur when snow is falling and accumulating and will be promulgated by Southend Operations.
When the CDF is "open" this will be broadcast on ATIS and full details are available via the Aerodrome Manual.
Not applicable
It is a condition of operating at the airport that the operator accepts that St. Laurence Church and graveyard are permanent obstacles within the runway instrument strip and that they take account of them to the extent necessary to ensure a safe operation. Operators must refer to the airport conditions of use, and the pilots briefing pack on the LSACL website. Church roof is at 78 FT AMSL at 94 M from runway centre-line, spire at 114 FT AMSL, 105 M from runway centre-line at approximately 200 M north-east of Runway 05 threshold, lit with a single red obstacle light. Frangible fence around Church graveyard up to 9 FT AGL (56 FT AMSL), at closest 49 M from Runway centre-line. Operators should refer to obstacle data at AD 2.10 and charts at AD 2.24.
Low Visibility Operations will commence whenever the meteorological visibility is less than 2000 M and/or the cloud ceiling is less than 300 FT. The ATIS will advise when Low visibility procedures are in force.
A follow me vehicle may be provided as instructed by ATC.
Aircraft that require the use of Taxiway Delta should advise ATC at the earliest opportunity in order to facilitate timely removal of safety barriers.
Bird hazard: increased bird activity may be encountered on Runway 05 and 23 approaches during Spring and Autumn due to agricultural activity.
Helicopter circuits as directed by ATC.
Helicopters must obtain specific clearance to cross the runway.
During Low Visibility Procedures any helicopter movements will be to/from the runway.
Helicopters not permitted between 2300-0630 (2200-0530). Exceptions are due to weather diversion; emergencies; when operated by or on behalf of HEMS/Hospital flights; the Military, the Police, or on Search and Rescue duties.
Variable circuits as instructed by ATC.
Circuit height 1000 FT AAL and 1500 FT AAL for aircraft 5700 KG or greater by day. All circuits 1500 FT AAL by night.
Operators attention is drawn to the possibility of localiser signal fluctuations due to the proximity of the Runway 05 localiser array to the runway. Landing aircraft vacating Runway 05 via Taxiway Alpha should endeavour to keep the aircraft in continuous motion until passing A1 Holding Point.
The following require prior permission from ATC by Tel: 01702-538420:
IFR Examination flights
Circuit details
Qualifying cross country flights - Inbound
Instrument approach training.
A slot booking system operates for Instrument Approach training and circuit training details. Because of airspace limitations, pilots of instrument training flights must adhere to pre-booked times otherwise their flights may be delayed or curtailed. ATC are to be advised (prior to the time of the original slot) of any cancellations, or delays of 10 minutes or more.
In order to maximise capacity, it is preferred that instrument training flights accept radar vectors. Such flights requesting to enter the hold or to fly ‘non-radar’ instrument approaches may be refused or delayed to accommodate non-training traffic.
Operators of all aircraft using the aerodrome shall ensure at all times that aircraft are operated in a manner calculated to cause the least disturbance practicable in the areas surrounding the aerodrome. The following procedures and routeings apply to all aircraft whether landing or taking off or making a missed approach in either VMC or IMC.
Aircraft of more than 5.7 tonnes Maximum Certified Weight:
When departing Runway 05 shall climb straight ahead until a range of 1 DME (I-SO or I-ND) and an altitude of 1500 FT is reached before turning;
When departing Runway 23 shall climb straight ahead until a range of 2.5 DME (I-SO or I-ND) and an altitude of 1500 FT is reached before turning;
Aircraft of more than 5.7 tonnes weight intending to operate at below 1500 FT altitude shall conform to the DME distances above before commencing any turn on track.
Between 2300-0630 (2200-0530), noise limits, noise quotas and limitations on the number and types of aircraft accepted apply. Operators wishing to operate within this period must seek prior approval from 'London Southend Jet Centre’ +44(0)1702-538600; ops@londonsjc.com. Civil Helicopters not normally permitted.
The airport operates a Preferred Runway Usage Scheme as follows: Subject to over-riding Pilot and ATC safety/performance and separation requirements, whenever the tailwind component is 5 KT or less, the preferred runway for departures is Runway 05, and for arrivals is Runway 23. Between 2330-0630 (2230-0530) ATC will avoid using Taxiway C as much as is practically possible. Pilots should expect to enter and vacate the runway via alternative routes.
When making a visual approach to either runway, all aircraft of 5.7 tonnes or more AUW are to be established on the extended runway centre-line no later than reaching a range of 3 NM (3 DME) from the threshold of the runway in use and at a height not below the PAPI indicated approach slope. Thereafter aircraft shall follow a descent path not below a normal approach path as indicated by the PAPIs of 3.5° (RWY 05), 3° (RWY 23).
The routings and procedures specified above are compatible with normal Air Traffic Control requirements. In individual cases they may be varied by Air Traffic Control when necessary. The use of the procedures is supplementary to standard noise abatement take-off techniques as used by piston, turbo-prop and turbo-jet aircraft. Any of the above requirements may be departed from to the extent necessary for the avoidance of immediate danger.
Ground Running of Engines: Due to the close proximity of residential areas ground running of aircraft engines for maintenance purposes will not be permitted as follows:
Mon-Sat 2000-0800 (1900-0700)
Sat 1800 (1700) - Sun 0900 (0800)
Sun 1800 (1700) - Mon 0800 (0700)
Between 1055-1105 on the 11 November.
No individual engine runs shall last more than 90 minutes. High power runs must be kept to the minimum necessary and in all cases less than 60 minutes duration.
Ground running of aircraft engines for maintenance purposes is only permitted on Taxiways B and F, and requires authorisation by ATC on 01702-538420. Radio contact must then be established and maintained with ATC during the engine run. ATC is to be informed on each occasion when high power running ceases.
APUs on passenger aircraft shall not be used for more than 30 minutes before departure or after arrival, this limit may be extended to 40 minutes when air temperature is less than minus 5° C, or more than 20° C. During stand re-positioning, the APU is not to be started prior to 10 minutes before the aircraft is moved.
IFR Arrivals - Airways
The standard routes for inbound aircraft via the ATS Route Network are detailed in the Standard Arrival Routes (STAR) shown at AD 2-EGMC-7-STAR Charts (and associated database coding tables).
Pilots should ensure they have received the Southend ATIS prior to transfer to Southend by the airways sector.
Pilots should expect radar vectoring to the runway in use; outside of the hours of radar operation, pilots should expect to route to the SND for a procedural approach to the runway in use.
Arrivals from the north may be issued tactical routing via either of the points SABER, SND or GEGMU. Holding may be required at either SND or GEGMU.
Pilots should note that when flying the full procedural ILS/DME/NDB(L) RWY 05 or LOC/DME/NDB(L) RWY 05 that they should not exceed 10.3 DME I-SO in order to remain within CAS. On either runway, the ICAO primary protection areas of the base turn areas of the procedural ILS approaches are not wholly contained within CAS.
IFR Departures – Airways Preferred Departure Routes
The Standard Routes for outbound aircraft are shown in the table below. Revised clearances may be issued prior to departure for integration into the LTMA.
The PDRs are not wholly contained within controlled airspace; ATC will seek to provide CAS containment by issuing tactical instructions.
Pilots must adhere to the Noise Abatement Procedures detailed at EGMC AD 2.21 a (i) and (ii), which must be followed by aircraft of more than 5.7 tonnes Maximum Certified Weight before turning towards the first routing point listed in the PDR route (or before turning onto a radar heading, unless ATC have authorised otherwise).
These routes do not constitute Standard Instrument Departure procedures and are not assessed for obstacle clearance.
|
Departing to |
PDR Designator | Via |
Routeing |
|---|---|---|---|
|
Northeast |
Clacton (CLN) |
L608/L620 |
CLN (Note 1) |
|
Southeast |
Dover (DVR) |
L9/L10/Q70 |
DET - DVR (Note 1 and Note 3) |
|
South & Southwest |
Lydd (LYD) |
M189 |
DET - LYD (Note 1 and Note 3) |
|
West |
Compton (CPT) |
Q63 |
EVNAS - LAM - BPK - HEN - CPT (Note 2) |
|
North |
Brookmans Park (BPK) |
L10/N601 |
EVNAS - LAM - BPK (Note 2) |
Note 1: Cross first point in ‘Route’ level at altitude 3000 FT.
Note 2: Cross EVNAS at altitude 3000 FT. When established inbound to LAM on R084 climb to altitude 4000 FT.
Note 3: Information regarding the status of the Danger Area complex to the east of Southend (see chart AD 2-EGMC-4-1) are provided by ATC. When operating RWY 05, pilots are responsible for maintaining safe separation from the Danger Area complex and shall advise ATC prior to taking off if an alternative clearance is required.
IFR Flights Routing Outside CAS
Arrivals and Overflights are to establish communications with ATC at least 5 minutes prior to the boundary of Southend CTA/CTR whenever possible, stating what type of ATC service they request whilst outside CAS. Pilots should be aware that IFR clearances to enter Southend CAS may be lower than the published upper levels due to the interface with LTMA traffic.
IFR Departures planning to leave Southend CAS that have not filed a flight plan are required to book out either with the FBO in person or via telephone, or with ATC via telephone. Pilots will be expected to supply their initial track or routing and the service they may require outside CAS.
IFR Flights
In the event of complete radio communication failure in an aircraft, the pilot is to adopt the appropriate procedure described at ENR 1.1 sub-section 3.4, then:
Inbound aircraft - follow the Southend STARs and proceed as below:
SPEAR arrivals from the north and northwest: Leave MAYLA direct SND descending to 3000 FT level by the SND and carry out an ILS approach to Southend.
GEGMU arrivals from the east and south - Runway 23: Leave GEGMU and carry out an ILS approach to Runway 23.
GEGMU arrivals from the east and south - Runway 05: Leave GEGMU direct SND descending to 3000 FT level by the SND and carry out an ILS approach to Runway 05.
Unless advised by ATC, pilots shall regard Danger Areas D136/D138/D138A/D138B as active and shall avoid them accordingly.
Outbound aircraft
For the purposes of radio failure, the climb to flight planned level should be commenced after the last position shown in the Preferred Departure Routes where an altitude is specified.
VFR Flights
The procedures to be adopted by pilots experiencing two-way radio communication failure, inside Southend CAS, are:
If suitably equipped, operate the Transponder on Mode A, Code 7600 with Mode C.
If it is believed that the radio communication transmitter is functioning, transmit blind giving position reports, stating intentions and proceed as follows:
Aircraft inbound to an aerodrome in the CTR - proceed in accordance with VFR clearance to the aerodrome and land as soon as possible. When in aerodrome traffic circuit watch for visual signals;
Aircraft transiting the CTR - continue flight not above the cleared altitude to leave the CTR by the most direct route, taking into account weather limitations, obstacle clearance.
Note: In (1) and (2), if flying on a heading advised by radar, when radio communication failure occurs, resume own navigation and carry out the appropriate procedure described.
If entry into Southend CAS has been received but two-way radio communication failure occurs outside controlled airspace, pilot is to remain outside controlled airspace. In all cases notify ATC as soon as possible after landing.
The holding pattern 'SND' is located overhead the airport NDB. Below 3000 FT it is only available for Category A to C aircraft. The lowest available hold for Category D aircraft at the SND is 3000 FT.
Holding pattern 'GEGMU' at 4000 FT and 5000 FT. D138A and B are in close proximity to the hold.
London Control may instruct use of alternative holding facilities for traffic inbound to Southend – this will usually be at reporting points SANDY (from the south), LOGAN (from the east or north) or LOREL (from the northwest).
VFR flight in the CTR/CTAs will be given a routing, and where necessary, altitude instructions in order to integrate with other flights.
Pilots should anticipate routing instructions in relation to the Visual Reference Points (VRPs) detailed in paragraph 6.
Pilots of VFR flights are reminded of the requirement to remain in VMC at all times and to advise ATC if at any time they are unable to comply with the level or routing clearance as issued.
VFR Arrivals and Overflights
Arrivals and overflights are advised to establish communications with Southend Approach at least 5 minutes prior to ETA for the Southend CTA/CTR boundary.
Pilots wishing to make a Standard Overhead Join are to request this on initial contact.
Pilots are advised that instrument approaches and departures may on occasion be flown that do not conform to the runway in use.
VFR Departures
If a flight plan has not been filed pilots are required to book out with the FBO or ATC via telephone and not on the RTF. Pilots will be expected to supply their initial track or routing.
Clearance may be requested for Special VFR flight in IMC or at night within the Southend 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 (ENR 1.2 refers).
Special VFR clearance will include routing and maximum altitude instructions. Pilots holding a Private Pilots Licence (Aeroplanes) are reminded of the visibility requirements of Special VFR flights.
Pilots are reminded that when operating on Special VFR clearance, they must at all times remain clear of cloud and with the surface in sight and in flight conditions which will enable them to determine their flight path and keep clear of obstacles.
Radar vectoring will not normally be applied to aircraft operating on a Special VFR clearance. Pilots are reminded that a Special VFR clearance applies only to flights within the CTR and does not extend to flight within the surrounding airspace.
Pilots operating under SVFR should be aware that aircraft may be flying VFR within the Stoke LFZ (see 7(a)). Pilots will be provided with generic traffic information.
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.
Stoke LFZ Microlight and fixed wing activity takes place under VFR during daylight hours at an unlicensed aerodrome at Middle Stoke. Use of the Stoke LFZ is strictly controlled by a Letter of Agreement (LOA) between Southend and the Aerodrome Operator. The Stoke Local Flying Zone (LFZ) is defined as the airspace from the surface up to 1500 FT AMSL (based on Southend QNH or Stoke QFE) including that portion of the Southend CTR defined by straight lines between the following co-ordinates:
512853.8068N 0003829.4708E - 512840.8108N 0004044.2613E - 512820.4312N 0004212.9641E - 512718.6516N 0003955.1293E - 512700.6588N 0003629.8230E thence clockwise by the arc of a circle radius 7.5 NM centred on 513357.327N 0004059.963E to 512730.17N 0003454.14E - 512852.75N 0003756.66E - 512853.8068N 0003829.4708E. The Stoke LFZ is Class D airspace.
Pilots operating to or from Stoke must be fully briefed by Medway Microlights and must comply with the Stoke LFZ LOA.
Generic traffic information will be provided to aircraft in communication with Southend as appropriate.
Para-motors and powered para-gliders sometimes operate during daylight hours under VFR in an area to the west of Canewdon from the surface to 800 FT AMSL. This area is within the Southend CTR and is defined by straight lines between the co-ordinates: 514053N 0004239E (CTR boundary) - 513659N 0004218.50E - 513658N 0004207E - 513852.50N 0003811E (CTR boundary). Traffic information will be provided when necessary. Contact Southend Airport ATC for further information.
Sports and Recreational Aviation activity sometimes operate during daylight hours under VFR at the following unlicensed private sites located within the Southend CTR:
Barling - 513407N 0004742E
St. Lawrence - 514124N 0004914E
Tillingham - 514133N 0005222E
Entry clearance to the Southend CTR must be obtained from Southend Approach/Radar via RTF.
Pilots operating in the vicinity of, but intending to remain outside the Southend controlled airspace within the area defined by straight lines joining successively the following points and maintaining a listening watch only on Southend Radar frequency, 130.780 MHz, are encouraged to select SSR code 5050.
515615N 0005550E - 515055N 0010851E -
514200N 0011912E - 512018N 0010922E -
511217N 0002018E - 511957N 0001917E -
513630N 0001545E - 515246N 0004658E -
515615N 0005550E.
Selection of 5050 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 Southend controlled airspace at all times.
Whilst squawking 5050, pilots should be aware that Southend 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 5050 shall be deselected.
London Terminal Control has the ability to downlink Mode S Barometric Pressure Setting (BPS) data. Therefore, if the downlinked pressure data is at variance with the BPS expected by Air Traffic Control, pilots can expect additional challenge. When Air Traffic Control pass a reminder of the appropriate BPS, it is anticipated that the aircrew will cross check the altimeter settings and confirm set.
|
AERODROME CHART - ICAO |
| AD 2.EGMC-2-1 |
|
AIRCRAFT PARKING/DOCKING CHART - ICAO |
| AD 2.EGMC-2-2 |
|
CONTROL ZONE and CONTROL AREA CHART |
| AD 2.EGMC-4-1 |
|
ATC SURVEILLANCE MINIMUM ALTITUDE CHART - ICAO |
| AD 2.EGMC-5-1 |
|
RNAV5 (VOR/DME, DME/DME or GNSS) STANDARD ARRIVAL CHART - INSTRUMENT RWY 05/23 SUMUM 1S XAMAN 1S - ICAO |
| AD 2.EGMC-7-1 |
|
RNAV5 DME/DME or GNSS) STANDARD ARRIVAL CHART - INSTRUMENT RWY 05/23 KATHY 1S NEVIL 1S SAM 1S SOVAT 1S - ICAO |
| AD 2.EGMC-7-2 |
|
RNAV5 (DME/DME or GNSS) STANDARD ARRIVAL CHART - INSTRUMENT (STAR) RWY 05/23 FINMA 1S LISTO 1S SILVA 1S - ICAO |
| AD 2.EGMC-7-3 |
|
STANDARD INSTRUMENT ARRIVAL CODING TABLES RWY 05/23 SUMUM 1S XAMAN 1S SOVAT 1S KATHY 1S |
| AD 2.EGMC-7-4 |
|
STANDARD INSTRUMENT ARRIVAL CODING TABLES RWY 05/23 NEVIL 1S SAM 1S SILVA 1S |
| AD 2.EGMC-7-5 |
|
STANDARD INSTRUMENT ARRIVAL CODING TABLES RWY 05/23 FINMA 1S LISTO 1S |
| AD 2.EGMC-7-6 |
|
RNAV HOLD CODING TABLES BOMBO GEGMU GODLU HON JACKO LOGAN OKVAP SPEAR |
| AD 2.EGMC-7-7 |
|
INSTRUMENT APPROACH CHART ILS/DME/NDB(L) RWY 05 (CAT A,B,C) - ICAO |
| AD 2.EGMC-8-1 |
|
INSTRUMENT APPROACH CHART ILS/DME/NDB(L) RWY 05 (ACFT CAT D) - ICAO |
| AD 2.EGMC-8-2 |
|
INSTRUMENT APPROACH CHART LOC/DME/NDB(L) RWY 05 (ACFT CAT A,B,C) - ICAO |
| AD 2.EGMC-8-3 |
|
INSTRUMENT APPROACH CHART LOC/DME/NDB(L) RWY 05 (ACFT CAT D) - ICAO |
| AD 2.EGMC-8-4 |
|
INSTRUMENT APPROACH CHART SRA RTR 2NM RWY 05 (ACFT CAT A,B,C) - ICAO |
| AD 2.EGMC-8-5 |
|
INSTRUMENT APPROACH CHART ILS/DME/NDB(L) RWY 23 - ICAO |
| AD 2.EGMC-8-6 |
|
INSTRUMENT APPROACH CHART LOC/DME/NDB(L) RWY 23 - ICAO |
| AD 2.EGMC-8-7 |
|
INSTRUMENT APPROACH CHART SRA RTR 2NM RWY 23 (CAT A,B,C) - ICAO |
| AD 2.EGMC-8-8 |
Not applicable