[UK] Air Traffic Control - Rules and Procedures

GENERAL

In general, the rules of the air and air traffic services procedures in the United Kingdom are in conformity with ICAO Standards, Recommended Practices and Procedures.

Units of measurement used in all air and ground operations are as listed in the following table.

Measurement of	Unit
Distance used in navigation, position reporting, etc. - generally in excess of 2 to 3 nautical miles	Nautical Miles and Tenths
Relatively short distances such as those relating to aerodromes (e.g., runway lengths)	Meters
Altitude, elevations and heights	Feet and Flight Levels
Horizontal speed including wind speed	Knots
Vertical speed	Feet per Minute
Wind direction for landing and taking off	Degrees Magnetic
Wind direction except for landing and taking off	Degrees True
Visibility < 5000 meters (incl. RVR)	Meters
Visibility > 5000 meters	Kilometers
Distance from cloud	Meters
Depth of runway deposit	Centimeters or Millimeters
Altimeter setting	Hectopascals
Temperature	Degrees Celsius
Weight	Metric Tons or Kilograms
Time	Hours and Minutes, the day of 24hrs beginning at midnight UTC

WGS-84 IMPLEMENTATION STATUS

WGS-84 compliant.

FLIGHT PROCEDURES

HOLDING

Holding procedures comply with Jeppesen ATC-Chapter “Flight Procedures (DOC 8168) - Holding Procedures”, Table IV-1-1, Holding Speeds, with the exception of London TMA.

London TMA the maximum holding speed up to and including FL140 is 220kt IAS.

PROCEDURE LIMITATIONS AND OPTIONS

Instrument approach procedures on civil aerodromes are based on the PANS-OPS, Document 8168.

Instrument approach procedures on military aerodromes are based on the Military Instrument Procedure Standardization (MIPS).

Maximum Speeds For Missed Approach The maximum speed calculation for missed approach procedures is based on speeds for the intermediate missed approach, refer to Jeppesen ATC Chapter “Flight Procedures (DOC 8168) - Approach Procedures”, Table II-5-1-2, Speeds for procedure calculations in knots (kt).

Minimum Sector Altitudes (MSA)

The minimum sector altitude (MSA) for each sector is the highest calculated for that specific sector for every facility serving the aerodrome, regardless of the distance between the facilities.

Radar Approach Procedures (SRA)

During the intermediate phase of the procedure the pilot will be asked to check both his minimums and the Missed Approach Point (MAPt); he will not be given the Obstacle Clearance Altitude/Height (OCA(H)) for his category of aircraft nor the location of the MAPt unless he specifically requests this information.

SRA procedures designed to ICAO PANS-OPS criteria permit descent on final approach to the OCA(H) (subject to any specified height/distance (Step Down Fix (SDF) limitation), without regard to the ‘advisory altitude/heights’ given by the Controller. These ‘advisory altitude/heights’ are not essential for obstacle clearance and are only provided as a guide to pilots wishing to maintain a constant angle descent path.

Pilots flying an SRA requiring the alternative datum profile, will be passed advisory altitudes/heights based on the appropriate datum and rounded up to the nearest 10ft.

（一條）資料/數據四捨五入

Pilots are recommended to fly to the radar advisory altitude/heights. However, where an SDF is specified as part of the procedure the SDF ‘not-below‘ altitude/height is mandatory. Adherence to the nominal descent gradient defined by advisory altitude/heights will ensure compliance with SDF minimum altitude/height requirements.

嚴守（規則、信念等）

A MAPt is designated for each procedure; it is normally located at the point where the radar approach terminates (Radar Termination Range (RTR)). However, where operationally advantageous, the MAPt for the 2NM SRA may be designated as 1NM after RTR (i.e. 1NM before touchdown zone).

RTR: Remote Transmission / Receiver ???

NOTE: Where the MAPt is designated as 1NM after RTR, talkdown will still cease at 2NM (RTR), and it will be the pilots responsibility to determine when the MAPt has been reached.

talkdown? 停止/中止

Aerodrome without published Instrument Approach Procedures

For an aircraft landing at an aerodrome without instrument approach procedure either:

a descent should be made in VMC until in visual contact with the ground, then fly to the destination; or

an IAP at a nearby aerodrome should be flown and proceed as in a.; or

if neither a. nor b. is possible, first obtain as accurate fix and then descend not lower than 1000ft above the highest obstacle within 5NM (8km) of the aircraft. If visual contact (as at a. above) has not been established at this height, the aircraft should divert to a suitable alternate with a published instrument approach procedures.

Land After Procedure

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:

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

it is during daylight hours;

the first landing aircraft is not required to backtrack to vacate the runway;

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

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;

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

EXAMPLE: 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)”.

AIRPORT OPERATING MINIMUMS

United Kingdom State minimums are in accordance with EASA Air Ops.

Jeppesen published minimums are not below State minimums.

If CDFA criteria are fulfilled, the label DA/MDA(H) will be used to indicate that the associated minimums (RVR/CMV) are to be used in conjunction with the CDFA flight technique and, in case a missed approach must be initiated, an immediate climb out without level-off shall be performed.

CMV: Converted Meteorological Visibility 結合/同時發生

The lateral part of the missed approach procedure must be flown via the MAP, unless otherwise stated on the approach chart.

The published DA/MDA(H) values will not include an add-on to account for a height loss below the MDA(H).

Approach Ban

The requirements for the commencement and continuation of an approach (approach ban) applicable to all operations is according EASA Air Ops.

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An aircraft may commence an instrument approach regardless of the reported RVR/visibility but the approach shall not be continued below 1000ft above the aerodrome if the relevant RVR/visibility for that runway is at the time less than the specified minimum for landing.

If, after passing 1000ft in accordance with above para, the reported RVR/visibility falls below the applicable minimum, the approach may be continued to DA/H or MDA/H.

The approach may be continued below DA/H or MDA/H and the landing may be completed provided that the required visual reference is established at the DA/H or MDA/H and is maintained.

The touchdown zone RVR shall always be controlling.

NOISE ABATEMENT PROCEDURES

Noise Abatement Approach Techniques

The use of Continuous Descent approach (CDA) and Low Power/Low Drag approach (LP/LD) techniques is required at designated airports, subject to compliance with ATC requirements. At other locations, although not required, these techniques are considered to be the “best practice” for the reduction of noise nuisance and emissions and should be adopted by pilots whenever operationally practicable, commensurate with the ATC clearance.

惱人的事物（或人）排放

ATS AIRSPACE CLASSIFICATION

The United Kingdom has adopted the ICAO ATS airspace classification as listed in Jeppesen ATC-Chapter “SERA (Standardized European Rules of the Air) - Differences to ICAO”, Table “SERA ATS Airspace Classification - SERA.6001”.

Airspace classes “A”, “C”, “D”, “E” and “G” are used within UK airspace.

VFR flights in class “C” airspace above FL195 shall only be authorized:

in reserved airspace;

outside reserved airspace up to FL285, and then only when authorized in accordance with the procedures detailed for non-standard flights in controlled airspace.

Within Class “G” airspace continuous two-way communication is not required for IFR flights. Traffic deconfliction service is available to IFR flights on request.

SPECIAL REQUIREMENTS AND REGULATIONS

AERODROME TRAFFIC ZONES (ATZ)

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Aerodrome Traffic Zones and Notification for Rule 11

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ATZs are not included in the Airspace Classification System. An ATZ assumes the conditions associated with the airspace class in which it is situated.

Every aerodrome at which an ATZ is established is notified for the purposes of Rule 11 of the Rules of the Air Regulations 2015. As a minimum therefore, when flying within an ATZ the requirements of Rule 11 must be complied with.

Where the requirements of the airspace class of which an ATZ forms a part are more stringent than Rule 11 then those must be complied with in addition to the requirements of Rule 11 to enter the ATZ.

An aerodrome at which an ATZ may be established is:

A government aerodrome, at such times as are notified; or

an aerodrome having an ATC unit or FIC, during the notified hours of watch of the ATC unit or the FIC; or

a national licensed aerodrome or an EASA certificated aerodrome having an air/ground communications service unit with aircraft, during the notified hours of watch of the air/ground communications service unit.

An aircraft must not fly, take-off or land within the ATZ of an aerodrome unless the commander of the aircraft has complied with the following paragraphs, where appropriate:

If the aerodrome has an ATC unit the commander must obtain the permission of that unit to enable the flight to be conducted safely within the ATZ.

If the aerodrome provides FIS the commander must obtain information from the FIC to enable the flight to be conducted safely within the ATZ.

If there is no FIC at the aerodrome the commander must obtain information from the air/ground communication service to enable the flight to be conducted safely within the ATZ.

The commander of an aircraft flying within the ATZ of an aerodrome must:

Cause a continuous watch to be maintained on the appropriate radio frequency notified for communications at the aerodrome; or

if this is not possible, cause a watch to be kept for such instructions as may be issued by visual means; and

If the aircraft is fitted with means of communication by radio with the ground, communicate the aircraft’s position and height to the ATC unit, the FIC or the air/ground communications service unit at the aerodrome (as the case may be) on entering the ATZ and immediately prior to leaving it.

Permanent or temporary changes/extensions to ATZ hours may be notified by United Kingdom NOTAM. Pilots should exercise caution, however, since some airfields may continue to operate outside of those notified and published hours.

MILITARY AERODROME TRAFFIC ZONES (MATZ)

RADAR VECTORING - CONTROLLED AIRSPACE

At certain aerodromes where the associated controlled airspace does not encompass the Surveillance Minimum Altitude Area (SMAA), aircraft may be vectored outside the notified airspace for approaches to certain runways. The aerodromes and runways to which this procedure may apply are listed below:

Aerodromes	Runways
Bournemouth	08
Leeds Bradford	14
London (City)	27
Prestwick	21
Southend	05/23
Teesside (Intl)	05

ACAS/TCAS II REQUIREMENTS

ALTIMETRY

TEMPERATURE CORRECTION

In UK FIRs, ATC currently do not apply a temperature correction when allocating altitudes. Pilots are reminded that they should not adjust altitudes issued by ATC during either surveillance or procedural approaches. However, if a pilot considers that the altitude given in any way causes concern, or might endanger the aircraft, then a higher vectoring altitude should be requested from ATC.

LEVEL RESTRICTIONS

For all stages of flight, clearances to climb or descend cancel any previous restrictions or levels, unless they are reiterated as part of the clearance.

When a departing aircraft on a SID is cleared to climb directly to the cleared level without complying with the published vertical restrictions on the SID, ATC will include the word "now" in climb instructions.

MAXIMUM RATES OF CLIMB AND DESCENT

In order to ensure the interaction of ACAS and ground based safety nets, other than aircraft in emergency and certain specific conditions for military aircraft, all aircraft when operating under normal circumstances, when inside controlled airspace within the London and Scottish FIRs/UIRs should not operate with a climb or descent rate exceeding 8000ft per minute. Aircraft when first approaching a cleared flight level and/or when changing flight level in controlled airspace should ensure that the vertical closure speed is not excessive. It is considered that, with about 1500ft to go to a cleared level, vertical speed should be reduced to a maximum of 1500ft per minute and ideally to between 1000ft per minute and 500ft per minute.

交流/相互影響理想地/完美地

Pilots should ensure that the aeroplane neither undershoots nor overshoots the cleared level by more than 150ft, manually overriding if necessary.

MINIMUM RATES OF CLIMB AND DESCENT

In order to ensure that controllers can accurately predict flight profiles to maintain standard vertical separation between aircraft, pilots of aircraft cleared for a climb or descent should inform the controller if their rate of climb or descent during the level change will be less than 500ft per minute or, if at any time during such climb or descent their vertical speed is, in fact, less than 500ft per minute.

This requirement applies to both the enroute phase of flight and to terminal holding above the transition altitude.

NOTE: This does not prohibit the use of rates of climb or descent less than 500ft per minute when operationally required.

POSITION REPORTING PROCEDURES

AIR TRAFFIC FLOW MANAGEMENT PROCEDURES (ATFM)

SLOT Allocation Procedure

The detailed Procedures are laid down in the Network Operations Handbook which may be obtained at: ‣

SLOT Adherence

Any change to the EOBT of more than 15 minutes (+ or -) for any IFR flight within the Initial Flight Planning Zone (IFPZ) shall be communicated to IFPS.

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FLIGHT PLANNING

WAKE TURBULENCE

Wake Turbulence Categories

Category	ICAO and Flight Plan (kg)	UK Departures (kg)	UK Arrivals (kg)
SUPER (J)	136000 or greater	136000 or greater	136000 or greater
HEAVY (H)	136000 or greater	136000 or greater	136000 or greater
MEDIUM (M)	7000-13600	40000-136000	N/A
UPPER MEDIUM (UM)	N/A	N/A	104000-136000
LOWER MEDIUM (LM)	N/A	N/A	40000-104000
SMALL (S) (UK only)	N/A	17000-40000	17000-40000
LIGHT (L)	7000 or less	17000 or less	17000 or less

NOTE: The wake turbulence category of an aircraft should be indicated on the flight plan (Item 9) as “J” (A380-800), “H”, “M”, or “L”.