VATSIM UK

Military ATC Manual

22 Sep. 15

DD MONTH YYYY
Military ATC Manual - Version 1.0

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22 Sep. 15

INTEN TIONALLY BLANK

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Distribution and Scope 22 Sep. 15

This manual outlines the recommended operational procedures for controllers within the VATSIM UK
Division for Military Aerodromes.

This manual should be read in conjunction with the VATSIM UK Military AIP.

Further information on Military ATC procedures can be obtained from the Manual of Military Air
Traffic Management (MMATM).

Phraseology examples can be obtained from the CAA Radiotelephony Publication CAP 413.

Guidance on the provision of Flight Information Services should be obtained from the CAA UK Flight
Information Services publication CAP 774.

Exclusion of Liability

This manual is for use on the VATSIM Network only and shoul d never be adopted for real world use.

The information published by VATSIM UK within this document is made available without warranty of
any kind; the Organisation accepts no responsibility or liability whether direct or indirect, as to the
currency, accuracy or quality of the information, nor for any consequence of its use.

Amendment Record

Amendment Number Amendment Date Incorporated by

Version 1.0 22 Sep 2015

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22 Sep. 15

CONTENTS
SECTION 1 GENERAL PROCEDURES .......................................................................................................................8

Chapter 1 Altimeter Setting Procedures ....................................................................................................8

1.1.1 Altimeter Settings.............................................................................................................................8

1.1.2 MATZ Transit Aircraft.......................................................................................................................8

Chapter 2 Military Aerodrome Traffic Zones (MATZ) ..............................................................................9

1.2.1 Status ..................................................................................................................................................9

1.2.2 Dimensions ........................................................................................................................................9

1.2.3 Combined MATZ ............................................................................................................................ 10

Chapter 3 Separation Standards............................................................................................................... 11

1.3.1 Lateral Separation ......................................................................................................................... 11

1.3.2 Vertical Separation ........................................................................................................................ 11

1.3.3 Formation Procedures .................................................................................................................. 12

1.3.4 Wake Turbulence Military Advisory Separation – RAF Airfields ........................................... 14

Chapter 4 Meteorological Information ................................................................................................... 15

1.4.1 Colour Codes .................................................................................................................................. 15

1.4.2 Weather and Airfield Information .............................................................................................. 15

SECTION 2 AERODROME CO NTROL .................................................................................................................... 17

Chapter 1 Aerodrome Control .................................................................................................................. 17

2.1.1 Responsibilities .............................................................................................................................. 17

2.1.2 Aerodrome Control Requirements ............................................................................................. 17

2.1.3 Safety Information......................................................................................................................... 17

2.1.4 Surface Wind Direction and Speed............................................................................................. 18

2.1.5 Conditional Clearances ................................................................................................................. 18

2.1.6 Runway Utilisation ........................................................................................................................ 18

2.1.7 Use of ATM ..................................................................................................................................... 19

2.1.8 Studs (VHF Channels) .................................................................................................................... 19

Chapter 2 Low Visibility Procedures ........................................................................................................ 20

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2.2.1 22 Sep. 15
Visibility Conditions....................................................................................................................... 20

Chapter 3 Visual Circuit Procedures ........................................................................................................ 21

2.3.1 Circuit Pattern ................................................................................................................................ 21

2.3.2 Go-around Instructions ................................................................................................................ 22

2.3.3 Sequencing...................................................................................................................................... 22

2.3.4 Initials Join ...................................................................................................................................... 22

2.3.5 Landing Gear Position ................................................................................................................... 24

2.3.6 PFL Join ............................................................................................................................................ 25

2.3.7 Overhead Join ................................................................................................................................ 26

2.3.8 Integration of Radar Traffic ......................................................................................................... 26

2.3.9 Zone Transit Traffic ....................................................................................................................... 27

SECTION 3 SURVEILLANCE APPRO ACH CO NTRO L ............................................................................................ 29

Chapter 1 General Terminal Procedures................................................................................................. 29

3.1.1 Responsibilities .............................................................................................................................. 29

Chapter 2 Surveillance Approach Control Procedures ......................................................................... 30

3.2.1 Radar to Visual Recovery.............................................................................................................. 30

3.2.2 MATZ Penetration Service ........................................................................................................... 30

Chapter 3 Surveillance Director Procedures .......................................................................................... 31

3.3.1 Vectoring Procedures ................................................................................................................... 31

3.3.2 Ground Controlled Approach ...................................................................................................... 31

3.3.3 Surveillance Radar Approaches................................................................................................... 36

Chapter 4 Lower Airspace Radar Service ................................................................................................ 38

3.4.1 Provision of LARS ........................................................................................................................... 38

SECTION 4 CONTRO LLER’S EMERGENCY ACTIONS .......................................................................................... 39

Chapter 1 Speechless Procedures ............................................................................................................ 39

Chapter 2 Practice Emergencies ............................................................................................................... 41

4.2.1 Practice PAN ................................................................................................................................... 41

Chapter 3 Approach Procedures .............................................................................................................. 42

4.3.1 Hawk and Tucano Radar Actual and Practise Forced Landing............................................... 42

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4.3.2 22 Sep. 15
No Compass No Gyro Procedures .............................................................................................. 42

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22 Sep. 15
GLOSSARY OF ABBREVIATIONS

A
N
A/C Aircraft
nm Nautical Mile
A/PFL Actual/Practice Forced Landing
ADC Aerodrome Control
ATC Air Traffic Control O
ATCRU Air Traffic Control Radar Unit OAT Operational Air Traffic
ATIS Automatic Terminal Information Service
ATS Air Traffic Service P
ATZ Aerodrome Traffic Zone PAPI Precision Approach Path Indicator
PAR Precision Approach Radar
C PD Practice Diversion
C/S Callsign PFL Practice Forced Landing
CAS Controlled Airspace POB Persons on Board
CMATZ Combined Military Aerodrome Traffic PSR Primary Surveillance Radar
Zone
Q
D QDM Magnetic Heading (zero-wind)
DF Direction Finding
R
F RA/PFL Radar Actual/Practice Forced Landing
FL Flight Level R/T Radiotelephony
Ft Feet RCR Runway Condition Reading
RAF Royal Air Force
RN Royal Navy
G
Rpm Revolutions per minute
GAT General Air Traffic
RPS Regional Pressure Setting
GCA Ground Controlled Approach (PAR)
RTB Return to Base
GMC Ground Movement Control RVR Runway Visual Range
GP Glidepath
RVS Reduced Ver tical Separation
RVSM Reduced Ver tical Separation
I Minimum
IFR Instrument Flight Rules
IP Initial Point S
SRA Surveillance Radar Approach
K SSR Secondary Surveillance Radar
Kg Kilograms
Kt Knots T
TRA Temporary Reserved Ar ea
L
LARS Lower Airspace Radar Service V
LVP Low Visibility Procedures
VFR Visual Flight Rules
VHF Very High Frequency
M
MACF Missed Approach & Communications
Failure
MARSA Military Accepts Responsibility for
Separation of Aircraft
MATZ Military Aerodrome Traffic Zone
MDH Minimum Descent Height
Mins Minutes
MSFL Minimum Safe Flight Level

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22 Sep. 15

SECTION 1 GENERAL PROCEDURES

Chapter 1 Altimeter Setting Procedures

1.1.1 Altimeter Settings

Aircraft operating at or below the transition altitude will use either:

a. Regional Pressure Setting (RPS) when outside the immediate area of an aerodrome, or

b. QFE (for the runway in use), including aircraft conducting instrument approaches

Aerodrome QNH is normally only used:

1) For calculating the Transition Level

2) For calculating Minimum Safe Flight Levels (MSFLs)

3) As a landing datum for some foreign and civil aircraft

4) On request

Brize Norton and Northolt are an exception to this rule; all Brize Norton and Northolt procedures,
including visual circuits, are flown with reference to the Aerodrome QNH.

1.1.2 MATZ Transit Aircraft

To enable vertical separation to be applied, all aircraft will be given an altimeter setting to use within
the MATZ. Normally this will be the aerodrome QFE, with the exception of the following:

(a) Within the Odiham MATZ the transit pressure setting will be the Farnborough QNH.
(b) Within the Warton MATZ the setting will be the Warton QNH.
(c) Within the Lakenheath/Mildenhall MATZ the setting will be the Lakenheath QNH.
(d) In the case of overlapping MATZs, the altimeter setting to be used will be the QFE of the
higher or highest aerodrome of the CMATZ. This will be passed as the 'Clutch QFE'.

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Chapter 2 Military Aerodrome Traffic Zones (MATZ) 22 Sep. 15

1.2.1 Status
At certain military aerodromes, Military Aerodrome Traffic Zones (MATZ) have been esta blished to
provide a volume of airspace within which increased protection may be given to aircraft in the critical
stages of circuit, approach and climb-out. This is in addition to the normal ATZ which is smaller and
sits within the MATZ. A MATZ acquires the status of the airspace classification within which it lies and
it specifies additional mandatory ATC requirements for military pilots. Captains of military aircraft
who intend to fly in a MATZ must obtain the permission of the controlling ATC as soon as possible
before reaching the zone boundary and maintain a continuous listening watch with the controlling
ATC. Observation of MATZ procedures is not compulsory for civil pilots as they are only required to
observe the (civil) ATZ within.

Figure 1 Marham MATZ depicted on a half-mil chart in blue and the ATZ within in magenta colour.

1.2.2 Dimensions
The dimensions of a MATZ are as follows:

a. A cylinder radius 5 nm around the mid-point of the longest runway, from the surface to 3000
ft above aerodrome level , plus
b. A stub or stubs projected from the cylinder, reaching an additional 5 nm along the extended
centreline(s) of selected runway(s). Width 4 nm (2 nm either side of the centreline) from
1000 ft above aerodrome level to 3000 ft above aerodrome level. In some cases the stub or
stubs may be absent or reduced in size.
c. Exceptions to the above exist; however, for details of the dimensions of specific zones and
the associated stub(s) see the UK AIP ENR 2-2 and ENR 6-2-2-3-1

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1.2.3 Combined MATZ 22 Sep. 15

Where military aerodromes are situated close to one another or have conflicting final approach paths,
Combined MATZs (CMATZ) are occasionally established as the means of integrating and coordinating
traffic patterns and specified control services. One of the aerodromes is selected to be responsible for
providing ATC services to other aerodromes within the CMATZ. The former is designated the
‘Controlling Aerodrome’ (see the table below). Wher e 2 or more MATZs are combined and one
aerodrome is designated the Controlling Aerodrome, the upper limit of the combination is
determined by the highest aerodrome in the CMATZ.

Controlling Aerodrome Other AD within CMATZ

Cranwell Barkston Heath

Leeming Dishforth / Topcliffe

Brize Norton Fairford

Lossiemouth Kinloss

Yeovilton Merryfield

Boscombe Down Middle Wallop

Lakenheath Mildenhall

Valley Mona

Culdrose Predannack

Waddington Scampton

Shawbury Ternhill

Figure 2 Dishforth/Topcliffe/Leeming CMATZ as depicted on a half-mil chart

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Chapter 3 Separation Standards 22 Sep. 15

1.3.1 Lateral Separation

1.3.1.1 Radar Separ ation

Standard Radar Separation is 5 nm.

Reduced Radar Separation of 3 nm may be provided between identified aircraft that are under the
control of the same controller, or that have been subject to co-ordination, subject to the following
surveillance requirements being met:

a. Both aircraft are in solid PSR cover and within 40 nm of the radar head

b. The radar equipment in use provides a data update rate of 10 rpm or better (See Note)

c. Both aircraft are in Class D, F or G airspace or an active TRA

Note: Due to the update rate of SSR (generally 8 rpm), Redu ced Radar Separation is not to be applied
while operating SSR-only.

When applying radar separation, controllers should note the following:

a. Where primary radar data is displayed, horizontal separation should be applied using the
primary radar returns.

b. Horizontal separation should not be used between aircraft holding over the same point.
However, descent clearance can be given to aircraft departing the holding facility as soon as
standard radar separation is seen to be established.

1.3.2 Vertical Separation

Following co-ordination, the following vertical separation minima should be applied:

Between subsonic aircraft up to FL290 apply 1000 ft. Above FL290 apply 2000 ft, except for RVSM
compliant aircraft where 1000 ft separation may be applied up to and including FL410. Unless
otherwise stated, all aircraft on VATSIM are considered RVSM compliant.

When one or both aircraft are supersonic:

a) Up to FL450 apply 2000 ft

b) Above FL450 apply 4000 ft

With the exception of civil aircraft in receipt of a Deconfliction Service, Terminal controllers can apply
Reduced Ver tical Separation (RVS) of 500 ft between aircraft provided that:

a. Both aircraft are within 40 nm of the radar head

b. Both aircraft are in receipt of a service from the same controller or are the subject of military
to military coordination

c. Both aircraft are below FL100 and outside CAS

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22 Sep.
Subject to their agreement, civil pilots in receipt of Deconfliction Service or operating in15
RAF Brize
Norton airspace (Class D) may be provided with reduc ed ver tical separation. The application of RVS to
civil aircraft should be exceptional rather than routine and then only when a re-route is impractical.

1.3.3 Formation Procedures

Within a formation of aircraft the formation leader is responsible for separation between units
comprising the formation. This is known as MARSA - Military Accepts Responsibility for Separation of
Aircraft.

1.3.3.1 Formation Flights in Receipt of an ATS - Specific Requirements

Formations should be considered as a single unit for separation purposes provided that the
formation elements are contained within 1 nm laterally and longitudinally, and at the same level.
Outside CAS these limitations may be increased to 3 nm and/or up to 1000 ft vertically at the
controller’s discretion.

When first checking in on a control frequency, formation leaders are required to clearly state the
number of aircraft in the formation. Controllers should ensure that this information is obtained prior
to establishing an ATS.

Where traffic under service comprises a formation or stream of 2 or more aircraft, controllers should
include this information during radar handovers, requests for Cleared Flight Path, verbal coordination
or when passing traffic information on landline or RT. Similarly, traffic information passed on RT
should include the composition of any coordinated formation or stream.

When crossing CAS all aircraft in the formation are required to monitor the relevant ATC fr equency.

A formation, with elements keeping station visually or by radar, of more than 1 nm in length can
receive a radar service outside CAS as follows:

a. The lead aircraft should squawk Mode C. If the stream ex tends for 3 nm or mor e, the last
aircraft should also squawk the same Mode A code with Mode C. For longer streams,
intermediate aircraft should squawk as appropriate.

b. Radar service should be given to the lead aircraft only

c. Controllers should identify the full extent of the stream for mation during radar handovers,
when effecting coordination and passing traffic information to other controllers

1.3.3.2 Formation Flights within CAS (Classe s A-E)

When flying within Classes A-D airspace and when under a radar service within Class E, the following
procedures should be applied:

a. All aircraft should fly within 1 nm laterally and longitudinally at the same level by visual
means or by use of airborne radar

b. Prior to a formation entering CAS, controllers should obtain a confirmation on RT that all
elements are within 1 nm and at the same level

c. When formations are in level flight, controllers should obtain confirmation from the leader
that all elements are at their assigned level prior to the formation entering CAS. When a
formation has been cleared to climb or descend in CAS controllers should obtain
confirmation from the leader that all elements have reached the new assigned level. If

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vacating a level is relevant for separation, controllers should obtain confirmation
elements have vacated the level

d. Formations are to be considered non-RVSM compliant and therefore 2000' vertical

separation must be applied above FL290

e. Controllers can permit a formation to join up within CAS under the following circumstances:

1) When an aircraft is in emergency and a formation join up is essential

2) Formations commencing join-up prior to entering CAS are permitted to complete their
join within CAS

3) Within Class C airspace, controllers can allow formations to join up; however they should
give appropriate consideration to the formation’s proximity to other airspace users

1.3.3.3 Formation Break-up Procedures

The controller should determine from the formation leader when the break-up procedures should
commence, the procedur es to be followed and the order that aircraft will depart. The controller
should indicate to the formation leader when the break-up procedure may commence. There are 3
methods for departing formation:

a. Differential airspeed

b. Achieving vertical separation

c. Applying vectors

Within CAS, the leader of the formation is responsible for the separation of all elements until
standard separation is achieved. As such, executive instructions shall not be issued to individual
elements until the break-up is completed and all aircraft are identified.

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1.3.4 Wake Turbulence Military Advisory Separation – RAF Airfields 22 Sep. 15

When wind speed is indicating a mean of 6 kt or less and the point of aircraft confliction is likely to be
below 250 ft, wake turbulence spacing detailed in the table below should be applied to all military
aircraft using RAF airfields, as follows:

a. IFR When the conditions specified above exist, enhanced separation in accordance with
the table below should be applied. Under most circumstances, normal IFR or radar
separation provides adequate wake turbulence separation.

b. VFR The responsibility for separation rests with the pilot. When it appears that the
separation in the table below is likely to be infringed, the pilot should be advised ‘Caution,
wake turbulence’ and provided with details of the conflicting aircraft, e.g. ‘Heavy aircraft 3
miles final’.

Air Transport aircraft and civil aircraft using RAF airfield should be given separation as per the civil
requirements in CAP 493 Section 1 Chapter 3. Aircraft flying in formation with heavier aircraft and
aircraft of the same grade need not be given wake turbulence warnings.

APPROACH SEPARATION (nm)

Lead A/C Following Lead A/C Following Lead A/C Following Lead A/C Following
A/C A/C A/C A/C
H H=1 M M=1 S S=1 - -
M=1 ½ S=1 ½ L=1
S=3 L=3
L=6
TAKE OFF SEPARATION (mins)
H H=1 M S=1 S L=1 - -
M=1 ½ L=1 ½
L=2
WEIGHT GRADES (kg)
H (136 000 +) M (35 000 +) S (5000 +) L (up to 5000)
TRISTAR BAe 146 ANDOVER HAWK
E3D SENTRY BAC 1-11 APACHE GAZELLE
C17 HERCULES CHINOOK FIREFLY T67
NIMROD DOMINIE LYNX
VC 10 GRIFFIN SQUIRREL
VC 10K HARRIER TUCANO
HS 125 TUTOR
ISLANDER
JAGUAR
JETSTREAM
MERLIN
PUMA
SEA KING
TORNADO
TYPHOON

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Chapter 4 Meteorological Information 22 Sep. 15

1.4.1 Colour Codes

All RAF and RN airfields maintain a colour code which is used for transmitting and displaying actual
and forecast weather, as laid down below.

1.4.1.1 Colour State chart

Base of lowest cloud layer of 3/8 (SCT) or more

< 200 ft
2500 ft 1500 ft 700 ft 500 ft 300 ft 200 ft or sky
obscured

BLU WHT GRN YLO1 YLO2 AMB RED

8 km
WHT WHT GRN YLO1 YLO2 AMB RED
Minimum Surface Visibility

5 km
GRN GRN GRN YLO1 YLO2 AMB RED
3.7 km
YLO1 YLO1 YLO1 YLO1 YLO2 AMB RED
2.5 km
YLO2 YLO2 YLO2 YLO2 YLO2 AMB RED
1.6 km
AMB AMB AMB AMB AMB AMB RED
0.8 km
RED RED RED RED RED RED RED
< 0.8 km
Black will be used to indicate that the airfield not usable for other reasons than cloud and/or visibility
minima. Black will precede actual colour state e.g. BLACKBLU.

1.4.2 Weather and Airfield Information

All weather and aerodrome information transmissions are to be prefixed with a letter code. The letter
code is to start with the letter of the alphabet coincident with the first weather issued for the day
and, unlike civil procedures, is only updated when ther e is a significant change to the ATIS (including
‘Met Specials’). Significant changes include any changes to the following:

 Runway in use;
 Colour state;
 QNH (if included in ATIS) or QFE;
 Transition Level;
 Serviceability of equipment.

The letters I, O, Q and Z are not to be used. Pilots are to quote letter of weather and aerodrome
information received on initial contact with each appropriate ATC element.

Weather and aerodrome information may be passed to aircraft either in full or an abbreviated ‘short
weather’ format. Nor mally abbreviated information is only to be passed if colour code is better than
green. If conditions dictate, pilots may be asked if they require the ‘full weather’.

The long weather and aerodrome information is to be passed in the following order and format:

a) Aerodrome/letter code

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b) Time 22 Sep. 15

c) Runway in use

d) Surface wind

e) Colour state

f) Visibility

g) General weather observations (when applicable e.g. fog, rain)

h) Cloud levels and amounts

i) Temperature

+
j) Altimeter setting

k) Runway condition reading (RCR)/runway visual range (RVR) (if applicable)

l) Unserviceable aids/facilities (as appropriate)*

m) Diversion Airfield (as appropriate)

The short weather and aerodrome information is to be passed in the following order and format:

a) Aerodrome/letter code

b) Time

c) Runway in use

d) Colour state
+
e) Altimeter setting

f) Unserviceable aids/facilities (as appropriate)*

g) Diversion Airfield (as appropriate)

*Training units may require the addition of flying phase information.

+
Altimeter setting will normally consist of QFE a nd Regional Pressure Setting or aerodrome QNH and
Regional Pressure Setting, depending on local procedures.

When the ATIS letter changes, ATC will broadcast to ‘all stations’ the new ATIS letter together with
the changes and all aircraft are required to readback the ATIS letter together with any mandatory
readback items.

Markston all stations; information code Bravo, Colour state

White, new QFE 1-0-1-3, Barnsley 1-0-1-2
UAS11
Bravo QFE 1-0-1-3 Barnsley 1-0-1-2 Uniform 1-1

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22 Sep. 15
SECTION 2 AERODROME CONTROL
Chapter 1 Aerodrome Control

2.1.1 Responsibilities

2.1.1.1 Aerodrome Controller

The aerodrome controller is responsible for the following:

a. Control of VFR traffic flying in the circuit and all movements of aircraft on the manoeuvring
area

b. Sequencing the mixed arrival and departure of visual and instrument traffic

c. For monitoring the wind speed and direction

d. Overseeing the application of unit Low Visibility Procedures (LVP) when the weather
conditions dictate

2.1.1.2 Ground Controller

The ground controller should be responsible to the a erodrome controller for those duties delegated
to him by the aerodrome controller. Ground will normally be delegated the following tasks:

a. Pre-note departures to Approach/Zone.

b. Pass airfield information, taxi instructions and clearances.

2.1.2 Aerodrome Control Requirements

2.1.2.1 Aerodrome Control Function

Aerodrome control is established to deal with VFR traffic flying in the circuit and all movements on
the manoeuvring area. Information and instructions will be given to pilots by the aer odrome
controller to achieve a safe, orderly and expeditious flow of traffic and to assist pilots in preventing
collision between:

a. Aircraft, and aircraft and obstructions on the manoeuvring area

b. Aircraft landing and taking off

c. Aircraft flying within the ci rcuit area

2.1.3 Safety Information

Local orders will dictate information required by aircrew and controllers. In addition, the following are
essential requirements:

a. Persons On Board (POB). To ensure that accurate information is available in the event of an
incident, the aerodrome controller should ascertain the POB an aircraft before issuing a
clearance for it to take-off or to commence a final approach. POB is required to be passed to
ATC at the initial request for taxi clearance or on first contact with a destination aerodrome

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b. If the aerodrome controller is aware of a potential hazard to an aircraft about 22 to

Sep. 15 its take
start
off run, the controller should instruct or signal the aircraft to hold. If the aircraft has already
started its take-off run, the controller should inform the aircraft of the hazard; it is then the
captain’s responsibility to decide the best course of action as it may be more dangerous to
abort than to proceed. Controllers will exercise caution when passing warnings or
information to taxiing aircraft to avoid confusion or distraction to the crew on the take off
run.

2.1.4 Surface Wind Direction and Speed

The aerodrome controller should monitor the wind speed and should ensure that pilots are suitably
informed. Although the aerodrome controller should warn pilots of gusts or crosswind, it is the
responsibility of the pilot or operating authority to decide whether an aircraft may take-off or land in
the conditions. Controllers should pass crosswind information to pilots as wind direction in degrees
magnetic and strength in knots.

When the crosswind component exceeds a value, as defined below, the evaluated crosswind
component should also be passed to the pilot e.g. ‘Max. crosswind 19 knots from the left’.

a. Single engine piston aircraft – 15 kt

b. Twin engine propeller and turbo-prop aircraft – 20 kt
c. Jet aircraft – 25 kt

2.1.5 Conditional Clearances

Conditional clearances have been identified as a significant contributory factor in many runway
incursion incidents and therefore are not nor mally used at military aerodromes.

2.1.6 Runway Utilisation

Military ATC do not use the phrase ‘land after’. Where there are no local instructions published, the
following generic procedure may be adopted for use at all VATSIM UK military airfields:

A landing aircraft may be cleared to land with one aircraft on the runway of a similar type, which has
either landed or is on the runway performing a touch and go provided that:

a. there is no evidence to indicate that braking may be adversely affected

b. it is during daylight hours
c. the prec eding landing aircraft is not required to backtrack in order to vacate the runway
d. the controller is satisfied that the landing aircraft will be able to see the pr eceding aircraft
which has landed, clearly and continuously until it has vacated the runway or is airborne, and
e. Responsibility for ensuring adequate separation rests with the pilot of the following aircraft
f. The phraseology used will be ‘C/S cleared to land, one on’ or ‘C/S cleared to land one ahead
touch and go’
g. Aircraft within a formation landing in stream: each individual unit will call final and may be
‘C/S cleared to land in turn’.

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2.1.7 Use of ATM 22 Sep. 15

Some ADC units are equipped with a Hi -Brite VCR Radar Display which is equivalent to an ATM and
can be used for the tasks detailed below:

a. Determining the landing order, spacing and distance from touchdown of arriving
aircraft.
b. Providing information on the position of aircraft within the circuit (e.g. one in
downwind). However, such information shoul d normally be derived from lookout or
normal circuit management techniques.
c. Monitoring the position of notified transit traffic and, subject to prior agreement
with appropriate radar controllers, applying or cancelling climb-out restrictions
accordingly.
d. Exceptionally, passing traffic information with referenc e to the r elative position of
one aircraft to another (e.g. clock code and distance) when the controller considers
that doing so would aid the integration of traffic.

Where necessary, aircraft should be identified using a recognised method of identification although
aircraft performing an instrument approach can be identified from final approach liaison calls. There
is no requirement to inform a pilot that he/she has been identified, or to place him/her under any
form of service, prior to passing ATM-derived traffic information.

2.1.8 Studs (VHF Channels)

To save time-consuming manual tuning, military aircraft radios normally have pre-set radio
frequencies, referred to as Studs. These are assigned locally and station-based aircraft radios will be
pre-set with commonly used frequencies allocated to specific Studs , enabling ATC to transfer aircraft
by specifying the callsign and Stud e.g. ‘C/S contact Tower stud 2’.

For VATSIM purposes, this may be simulated by using Studs when referring to an ATC position as
outlined in the table below, provided that the pilot is familiar with the procedure.

Stud Designation

1 Ground

2 Tower

3 Approach / Zone

4 Director

5 Talkdown

6 ATIS

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Chapter 2 Low Visibility Procedures 22 Sep. 15

2.2.1 Visibility Conditions

The point at which LVPs are initiated will vary from aerodrome to aerodrome and should be clearly
defined in relation to RVR/visibility conditions , however the guidelines below can be adapted to suit
the unit need.

2.2.1.1 Visibility Condition 1

This is defined as visibility sufficient for the pilot to taxi and to avoid collision with other traffic on
taxiways by visual reference and for ATC personnel to exercise control over all traffic on the basis of
visual surveillance. No addi tional requirements for the protection of ground operations by aircraft are
required.

Typically LVP 1 will be implemented when th e visibility is less than 1600 metres and RVR indications
will be passed to pilots.

2.2.1.2 Visibility Condition 2

This is defined as sufficient visibility for the pilot to taxi and avoid collision by visual reference, but
insufficient visibility for ATC to control traffic by visual surveillance. The actions taken will be
dependent on the dimensions of the airfield and position of the VCR. However, measures will need to
be put in place to limit the potential for undetected runway incursions.

Typically LVP 2 will be implemented when the visibility falls below 600 metres.

Some taxiways and runway exits will be closed in order to simplify the layout of the aerodrome and
reduce the likelihood of pilots taking a wrong turn; ATC cannot see the aircraft well enough to check
that they are following the correct routes. Normally only one aircraft will be permitted to move within
a given area of the manoeuvring area at any one time until the preceding aircraft has repor ted at or
passing a specific holding point. Conditional clearances shall not be used.

Approach will increase the spacing between inbound aircraft to allow for these ground movement
restrictions to be met after landing.

2.2.1.3 Visibility Condition 3

More restrictive and stringent control measures are initiated in response to the individual unit
requirement. Further Visibility Conditions may be deemed necessary for units employing a wide
variety of control measures.

Typically LVP 3 will be implemented when the visibility falls below 300 metres. Only one aircraft will be
permitted to move on the manoeuvring area at any one time.

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Chapter 3 Visual Circuit Procedures 22 Sep. 15

2.3.1 Circuit Pattern

The terms 'circuit' and 'pattern' are interchangeable. Most military circuits are oval. The visual circuit
direction shall be left-hand unless otherwise stated, e.g. ‘Join Runway 26 Right-hand’.

Aircraft will normally turn downwind using a continuous 180 degree turn . The ‘downwind’ call is
standard and pilots will normally report their intentions e.g. ‘downwind touch and go’. The ADC will
respond with the number of aircraft ahead in the arrival sequence (if any) and pass the surface wind
direction and speed.

CWL23
Cranwell 2-3 downwind touch and go

Cranwell 2-3 surface wind 280 degrees 14 knots OR

Cranwell 2-3 two ahead surface wind 280 degrees 14 knots

In the visual circuit, formations remain in formation for example:

UAW62
Uniform 6-2 downwind touch and go

Uniform 6-2 formation of two ahead, surface wind 320 14

gusting 24 knots

The call of ‘final’ is given as the aircraft starts its final turn, which is a continuous 180 degree turn, at
the end of the downwind leg.

CWL23
Cranwell 2-3 final

Cranwell 2-3 cleared touch and go OR

Cranwell 2-3 continue approach OR
Cranwell 2-3 go around

2.3.1.1 Circuit Heights

Circuit patterns are usually flown at heights which depend on aircraft type. For example, a turboprop
trainer may fly the pattern at 1000 ft on QFE, light piston aeroplanes at 800 ft and if traffic is mixed,

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22 Sep.
fast jet traffic at 1200 or 1500 ft. There may be different circuit heights for training 15 , e.g.
purposes
glide circuits conducted at 1500 ft or low level circuits conducted at 500 ft. Pilots intending to carry
out a non-standard circuit will broadcast the type of circuit once airborne and the controller will
normally only reply if that type for circuit is unavailable.

UAS80
Uniform 8-0; glide

2.3.2 Go-around Instructions

The instruction ‘go-around’ may be issued at any point in the visual circuit. An aircraft instructed to
go-around will continue around the circuit pattern at circuit height. If an aircraft on final is instructed
to go-around then it will normally manoeuvre slightly onto the deadside.

2.3.3 Sequencing
Civil aerodrome control sequencing techniques (specifically instructions to orbit
downwind/base/final) are not normally used. Extensions upwind/downwind and go-around at circuit
height are preferred methods.

Victor 1-3, extend upwind, traffic between high and low

key

2.3.4 Initials Join

The military standard join is via the Initial Point (IP) and is most often used as a tactical method of
joining the circuit from high speed.

After establishing R/T contact with the ADC the pilot will position his aircraft to run in parallel with the
runway from a point on the approach to the runway in use approximately 3 nm from the thr eshold
and offset slightly (up to 0.5 nm) on the dead side of the circuit. The exact position and height of the
IP is normally defined in local orders (at units with no dead-side, the run in may take place along the
line of the runway in use). The join is normally conducted at circuit height and routinely includes a
‘break’ or pitch from a point on the dead side in order to make a continuous circle onto final
approach. Alternatively the aircraft may conduct a standard circuit turn onto the downwind leg. This
will be determined by aircraft type and/or other circuit traffic with which the joining aircraft has to
integrate.

VYT14
Markston Tower, V-Y-T 1-4, request join (via initial).

V-Y-T 1-4, Markston Tower. Join; Runway 2-6 Right hand; QFE 1-0-1-0; Three in*

VYT14
Join, Runway 26 Right hand, QFE 1-0-1-0, Victor 1-4

OR (if no other aircraft in the circuit)

VYT14
Markston Tower, V-Y-T 1-4, request join (via initial).

V-Y-T 1-4, Markston Tower, Join; Runway 2-6 Right hand; QFE 1-0-1-0; Cir cuit Clear *

VYT14
Join, Runway 2-6 Right hand, QFE 1-0-1-0, Victor 1-4

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22 (the
* When passing joining instructions the ADC will inform the pilot of the circuit state Sep. number
15 of
aircraft currently in or cleared into the visual circuit. If there are no aircraft in the circuit, this is
passed as ‘Circuit clear’.

After normal joining instructions have been obtained the pilot will report ‘initial(s)’ or ‘initial(s) for the
break’ and in response the ADC will pass the position of each aircraft in the circuit in the following
sequence from aircraft:

1) Going around (to position deadside);

2) Deadside;

3) Crosswind (and/or upwind departing if deemed a factor);

4) Downwind;

5) Final

+ Other aircraft joining/on the runway as required (see Note 1)

Note 1: The sequence should always passed in the order that the inbound aircraft will come into
confliction with the circuit traffic. If necessary, other aircraft positioning to join the circuit or
previously in the circuit and currently on the runway (i.e. touch & go, cleared for take-off, etc.) should
be included in sequence as required by circumstances).

VYT14
Victor 1-4; Initials,

Victor 1-4; One downwind, one final, one-on for touch and go*.

OR (if no other aircraft in the circuit)

VYT14
Victor 1-4; Initials,

Victor 1-4; Roger.

* “One-on remaining in the circuit” used to inform the joining pilot of an aircraft in this condition. The
phrase, “One-on departing” would be used to indicate an aircraft cleared for take-off that will be
leaving the circuit.

2.3.4.1 Run and break

From the IP, the pilot will run in to the aerodrome parallel with the runway (normally at high speed)
and visually acquire the other circuit traffic following which he will adjust to circuit height (lower may
be requested). Once abeam the runway on the dead side* and at an appropriate point dependent on
the position of the other circuit traffic, the pilot will turn steeply (pitch) from the dead side in order to
bleed off excess airspeed and position downwind. The associated r/t call, ‘on the break’ followed by
the pilot’s intentions equates to the ‘downwind’ call and the pilot is informed of the number of
aircraft ahead of him in the circuit together with the surface wind.

*If the aerodrome circuit has no dead side (e.g. due to mixed aircraft types and/or circuit direction)
the break may take place over the runway itself.

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VYT14 22 Sep. 15
Victor 1-4; Initials for the break,

Victor 1-4; One downwind

VYT14
Visual, Victor 1-4.

VYT14
Victor 1-4; On the break to land.

Victor 1-4; One ahead; Surface wind 270 degrees 6 knots

2.3.5 Landing Gear Position

Pilots of aircraft with retractable landing gear are required to report the gear position as part of the
request for an ATC clearance to use a runway.

VYT14
Victor 1-4; Final; Gear down.

Victor 1-4; Cleared to land.

If the position of the landing gear is not passed at the appropriate point or is required to be checked
by the controller then a simple instruction is issued.

VYT14
Victor 1-4; Final

Victor 1-4; Check gear down

VYT14
Gear down; Victor 1-4

Victor 1-4; Cleared to land

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2.3.6 PFL Join 22 Sep. 15

Single engine aircraft (e.g. Grob Tutor, Tucano, Hawk) may request to join for a ‘Practice Forced
Landing’ (PFL), which will normally be via ‘High Key’ which is generally high ‘dead-side’ of the landing
runway. From ‘High Key’ a gliding descending turn is carried out to ‘Low Key’ which is downwind,
opposite the landing threshold. Alternatively, aircraft may join for a PFL directly via ‘Low Key’.

The ‘High Key’ call is normally equivalent to the ‘downwind’ call and ADC will pass the number of
aircraft ahead and the surface wind.

WYT14
Wyton Tower, Practice PAN Wyton 1-4; field in sight request PFL join

Practice PAN Wyton 1-4; Wyton Tower, Join PFL runway 0-8, QFE 1-0-1-0, one in,
report high key with intentions
WYT14
Join PFL 0-8 QFE 1-0-1-0 wilco, Practice PAN Wyton 1-4

WYT14
Practice PAN Wyton 1-4; High Key for touch and go

Practice PAN Wyton 14; one ahead, surface wind 2-3-0 degrees 4 knots

The height of High Key and Low Key shown below are approximate and depend on the aircraft type.

‘Low Key’
~ 1500 ft

‘Final’

‘High Key’
~ 2500-3500 ft

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2.3.7 Overhead Join 22 Sep. 15

Aircraft may request a standard overhead join. Aircraft will fly overhead the airfield 1000 ft above the
circuit height (e.g. 1800 ft QFE) and descend on the deadside to circuit height, making all turns in the
direction of the circuit.

‘Downwind – full stop’

‘Final’

‘Deadside descending’

BKH22
Barkston Tower, Barkston 2-2 field in sight, request overhead join

Barkston 2-2, Barkston Tower, Join overhead runway 2-4, QFE 1-0-1-2, one in

BKH22
Join overhead 2-4 QFE 1-0-1-2 Barkston 2-2

BKH22
Barkston 2-2 descending deadside

Barkston 2-2 roger, one upwind departing

2.3.8 Integration of Radar Traffic

ADC is responsible for providing sufficient information and/or instructions to avoid conflicting with
traffic undertaking instrument approaches.

a. Talkdown (PAR) will pass a range check to ADC at 8 nm with aircraft type, intentions and
further intentions. A second check is made at 4nm. ADC is to broadcast these on the Tower
frequency.
b. If clearance to land/touch & go/low approach cannot be given at 4 nm, ADC will reply ‘call by
2’. Talkdown will call back when the aircraft is at 2 ¼ nm. If clearance cannot be given, the
aircraft will execute the missed approach at 2 nm, unless the pilot is visual and it is colour
code WHT or BLU the aircraft may continue visually and contact Tower.
c. If an aircraft in the visual circuit calls ‘final’ when Radar traffic is inside 4 nm, the circuit
traffic shall be instructed to ‘go-around’.
d. Aircraft extending downwind or routing out to ‘Initials’ shall be instructed to report visual
with the Radar traffic and Talkdown is to be informed.

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Talkdown liaison call ADC reply 22 Sep. 15

ADC broadcast

“8 miles [C/S] [aircraft type] (to “[C/S] [aircraft type] 8 miles “Radar Traffic [aircraft type] 8
land / touch & go / low roger” miles (to land / touch & go /
approach for further / to join low approach)”
visual circuit)”

“4 miles [C/S] (to land / touch & “[C/S] cleared (to land / touch & “Radar Traffic [aircraft type] 4
go / low approach)” go / low approach)” OR miles (to land / touch & go /
low approach)”
“[C/S] call by 2”

“2 ¼ miles [C/S] (to land / touch “[C/S] cleared (to land / touch & “Radar Traffic [aircraft type] 2
& go / low approach)” go / low approach)” OR miles cleared (to land / touch &
go / low approach)” OR
“[C/S] break off (traffic)” OR
“Radar Traffic [aircraft type] 2
““[C/S] continue visually
miles breaking off” OR
(number) ahead” *
“Radar Traffic [aircraft type] 2
*If conditions meet criteria in
miles continuing visually”
local orders

“[C/S] [aircraft type] (practice) “[C/S] [aircraft type] (practice) “Radar Traffic [aircraft type]
short pattern (to land / touch & short pattern (to land / touch & (practice) short pattern (to land
go / low approach)”* go / low approach) roger” / touch & go / low approach)”

*In place of 8 nm call

2.3.9 Zone Transit Traffic

The Approach/Zone controller will inform the ADC of MATZ transit traffic and may impose climb -out
restrictions on departing aircraft to achieve deconfliction minima. Traffic intending to enter the ATZ
may be transferred to ADC, otherwise it will normally be retained by the Zone controller . ADC will
pass traffic information as a broadcast or specifically to individual aircraft, as required.

Zone liaison call ADC reply ADC broadcast

“Zone transit traffic, [direction] “Roger” “[Station] Broadcast; Zone

[height] [position] (SSR code)” transit traffic, [direction]
[height] [station] out”

“Climb-out Restriction height “Climb-out Restriction height Departing aircraft to be passed

[height] feet” [height] feet” height restriction individually:

“[C/S] after departure not

above height [height] feet”

“Climb-out Restriction “Climb-out Restriction “[C/S] height restriction

Cancelled” Cancelled” cancelled”

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22 Sep. 15

INTEN TIONALLY BLANK

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22 Sep. 15
SECTION 3 SURVEILLANCE APPROACH CONTROL
Chapter 1 General Terminal Procedures

3.1.1 Responsibilities

3.1.1.1 Terminal Procedures

Terminal units are only authoris ed to control aircraft below FL195 within Class F & G airspace unless
specifically authorised otherwise.

Controllers are required to handover aircraft that request an ATS above FL195 to an appropriate unit
permitted to provide ATS.

3.1.1.2 Surveillance Approach Controller

Surveillance controllers are responsible for providing or performing some or all of the following
services and functions when appropriate:

a. MATZ penetration

b. LARS

c. Control of transit traffic other than LARS

d. Departure Control

e. Radar to visual recoveries

f. Service to or re-allocation of other traffic recovering to the airfi eld

g. DF procedures (this responsibility can be delegated as laid down in local orders)

h. Control of aircraft in an emergency (this responsibility may be delegated to another

controller depending upon the nature of the emergency and position)

i. Handovers to outside agencies

j. Such other services as may be laid down in local orders

3.1.1.3 Surveillance Director

The Surveillance Director is responsible for:

a. Control and sequencing of aircraft in the radar circuit

b. Control of aircraft handed over to him on either an internal handover or from an

outside agency

c. Services to aircraft as dictated by circumstances or laid down in local orders

d. Surveillance radar approaches when required

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Chapter 2 Surveillance Approach Control Procedures 22 Sep. 15

3.2.1 Radar to Visual Recovery

Aircraft requiring radar-to-visual recoveries should be recovered in the most expeditious manner
consistent with the pr evailing weather and traffic conditions. The surveillance controller should
inform the Aerodrome Controller of the approaching aircraft when it is at a suitable distance from the
aerodrome, dependent on aircraft speed and local conditions.

When positioning aircraft for this type of approach the Surveillance Approach Controller should
consider:

a. Reported cloud base, visibility and weather

b. Approach lighting aids available

c. Director’s patterns and conflicting traffic

d. Other aerodrome traffic patterns

e. Airspace restrictions

f. Terrain clearance

Aircraft performing a straight-in approach from a radar feed are also subject to these considerations
and clearance criteria.

For a Radar to Visual approach, the airfield surveillance radar can give course guidance and descent
down to the appropriate safe height as determined by the Radar Vector Chart for each airfield.
Airfields at which radar to visual approaches are used as a normal means of recovery will have a
weather limit below which only authorised precision and non-precision instrument approaches are
permitted. It is suggested that this limit be 1000 ft (4 nm). In all cases where such procedures are used
the minimum required obstacle clearance should be 500 ft inside 10 nm from the airfield and the
normal 1000 ft (as specified on the radar vector chart) outside 10 nm.

3.2.2 MATZ Penetration Service

The Surveillance Approach Controller should coordinate a reques t for a MATZ crossing with the
Aerodrome Controller and Director as necessary.

Where possible, aircraft should be permitted to cross the MATZ so as to avoid unnecessary deviation.
Where it is necessary to inform other airfields of the aircraft’s passage (e.g. in a CMATZ), the altitude
at which aircraft are permitted to cross the MATZ/CMATZ should be carefully considered so as to
cause the minimum of disruption consistent with safety. If circumstances are such that it is
considered unsafe for the aircraft to cross the MATZ/CMATZ, the pilot should be informed and
requested to r e-route his aircraft. Controllers should note that civil pilots are only bound to recognise
and avoid the ATZ.

When crossing a MATZ or CMATZ it is the responsibility of the pilot to ensure that clearance is
obtained to transit each individual ATZ embedded therein. The pilot, in his request for approval to
transit the MATZ/CMATZ, may ask the controller to obtain such clearance(s) on his behalf. When
issuing any approval to cross a MATZ or CMATZ controllers are, where appropriate, to articulate
clearly any clearance or otherwise to transit embedded ATZs. Phraseology for the penetration of a
MATZ/CMATZ and ATZ is detailed in CAP413.

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Chapter 3 Surveillance Director Procedures 22 Sep. 15

3.3.1 Vectoring Procedures

In controlling radar recoveries, the Surveillance Director will sequence aircraft in both normal pattern
radar circuits and short pattern circuits to establish on the final approach of an instrument approach
as follows:

a. Normal Pattern. The main elements of a normal pattern are a base leg, a converging heading
and final approach. For multiple circuits, a downwind leg will also be included

b. Short Pattern Circuit. An aircraft overshooting from an instrument approach and precluded
by weather conditions or other reasons from carrying out a visual circuit or normal pattern
radar circuit can be repositioned on final approach using the short pattern circuit procedure
with the minimum expenditure of fuel

In directing the aircraft towards the final approach, the Director should take account of:

a. Known high ground or obstructions

b. Areas of radar shadow

c. Danger, Prohibited and Restricted Areas

d. Radar Clutter and Suppression

3.3.2 Ground Controlled Approach

PAR is classed as a precision approach aid by which it is possible for the pilot, on receiving instructions
and information from the controller, to place the aircraft in a position from which he can land visually.
The r equired visual reference consists of at least two bars of a standard centreline and cross -bar
lighting system, or PAPIs. If these visual aids are not available, the runway threshold must be visible.

Military ATCOs should not offer a PAR approach to civil pilots. However, following the passing of
weather and serviceability state at an aerodrome, if the captain of a civil aircraft specifically requests
a PAR the approach can be provided.

Standard phraseology, as laid down in the CAP 413 should be used. The identification of the aircraft
should be completed before it is accepted for entry into the procedure. When identified, the aircraft
should be given relevant procedural information together with radio frequency instructions for
contact with the Surveillance Director.

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3.3.2.1 The Radar Cir cuit 22 Sep. 15

The radar circuit (as in the diagram above) is divided into four parts:

a. The Downwind Leg

This is the leg ex tending from a point abeam the threshold of the runway concerned to a point ‘A’
situated ± 25° from the reciprocal of the runway QDM depending on the circuit direction, at a range
of 10 nm (this range may be varied to suit the aircraft type and adjacent traffic patterns). When an
aircraft enters the pattern from the overhead (e.g. on climb-out) procedural separation should be
applied until surveillance identification and separation can be effected by the Director.

b. Base Leg

That leg of the pattern from point ‘A’ to point ‘B’, a position on the base leg where a line of bearing ±
10° from the r eciprocal of the runway QDM intercepts the base leg. The heading of this leg, in still air,
is equal to the runway QDM ± 90° depending on the circuit direction.

c. Converging Heading

This serves conveniently to split the 90° turn between base leg and final approach to the advantage of
the controller and the pilot.

d. Final Approach

From the converging heading, the aircraft is turned to close with the extended centr e-line of the
runway. This phase of the procedure should not be hurried and the manoeuvr e should be arranged
such that the aircraft is established inbound, with the handover to the Talkdown controller complete,
prior to arrival at the descent point. If at this stage the Talkdown controller is unable to accept
control, the aircraft should be descended successively to pre-determined lower heights to avoid
penetration of the glidepath. Headings should be passed to direct the aircraft along the extended
centreline. This procedure should continue until either the Talkdown controller assumes control, the
aircraft reaches the decision height/minimum descent height appropriate to the type of surveillance
radar in use or the approach can be completed visually.

3.3.2.2 Cockpit Checks

On radar assisted procedures cockpit checks are instigated by controllers. If the Talkdown controller
assumes control before cockpit checks are complete the Director should ensure that this fact is
understood before he hands over the aircraft. A handover in such circumstances should not restrict
the actions of the Talkdown controller. Pilots us ually instigate their own cockpit checks on pilot
interpreted non-radar assisted procedures but the controller may initiate them and may also
introduce speed control measures to assist sequencing.

3.3.2.3 Azimuth Control

Adjustments to heading in order to maintain the aircraft on the centreline should decrease as range
decreases during the approach. Controllers should consider this when judging the size of heading
corrections and avoid using small heading changes at range unless a finely tuned adjustment is
required. The aim is to guide the aircraft smoothly onto the centreline 1 to 2 nms before Decision
Height and to maintain it in that position, rather than accurately track the centreline from 10 miles .
Controllers should also avoid increasing the pilot’s workload by instructing him to fly a series of small
heading corrections when one or more, larger turns (5, 10 or 15°) would suffice. An early appreciation
of the effect of wind on the aircraft’s track is vital for corrections to be timely and sufficient to correct

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any drift. When the aircraft passes Decision Height, the information the controller22passes
Sep. 15becomes
advisory, and the controller should only pass the direction of turn and the number of degr ees. The 2º
and 5º azimuth lines (marked in blue) diverge either side of the centr eline from touchdown to assist
the controller in deter mining the azimuth position.

Heading changes should be assessed using the trend information gained from monitoring the track
history ‘trail’. Track histories also show the rate of correction to the centr eline (rapidly, nicely, slowly,
not correcting). The aircraft’s position in relation to the centreline should be described as follows:

Azimuth Position Interpretation

‘On Centr eline’ When the radar return is on or touching the orange cen treline.
‘Slightly Right/Left of Centreline’ When the radar return is between the centr eline and the 2°
azimuth line, but not touching either.
‘Right/Left of Centreline’ When the radar return is between the 2° and 5° azimuth lines, or
touching either.
‘Well Right/Left of Centr eline’ When the radar return is outside the 5° azimuth lines.

3.3.2.4 Elevation Control

The PAR controller should obtain a correct readback of the appropriate altimeter setting from the
pilot prior to initiating descent. In circumstances where a late handover has taken place, it is
permissible for the PAR controller to initiate descent followed immediately by a request to readback
the appropriate altimeter setting. A warning that the aircraft is approaching the glidepath should be
relayed to the pilot, as well as an instruction to begin descent. Accepting that allowances have to be
made for the type of aircraft and approach speed, this warning will normally be issued as the aircraft
reaches 200 ft below the glidepath. The instruction to begi n descent should be given at a range
commensurate with the performance of the aircraft. As the aircraft descends, the pilot should be
advised of his aircraft’s position in relation to the glidepath and its rate of correction (trend), to which
he will apply his own adjustments to the aircraft’s rate of descent. This rate of correction (rapidly,
nicely, slowly, not correcting) can be estimated by monitoring the movements of the track history
‘trail’. There can be large fluctuations in the height information p rovided by PAR Data Block
(particularly with larger aircraft or formations) therefore controllers should concentrate on
interpreting the overall trend of the descent rather than report ‘snapshots’ based on single height
indications. Where possible, glidepath information should be given down to 50 ft below the published
Procedure Minimum. The aircraft’s position in relation to the glidepath is described as follows:

Glidepath Position Interpretation

‘On Glidepath’ When the radar return is on or touching the
glidepath cursor
‘Slightly Above/Below Glidepath’ When the radar return is no longer touching the
glidepath but the height information on the Data
Block indicates that it is within 60 ft
‘Above/Below Glidepath’ When the height information on the Data Block
indicates that the aircraft is between 61 ft and 100 ft
from the glidepath
‘Well Above/Below Glidepath’ When the height information on the Data Block is
greater than 100 ft from the glidepath
‘Dangerously Below Glidepath Acknowledge’ When the radar return touches or is considered to
be descending rapidly towards the Lower Safe Limit
Line Cursor.
An acknowledgement is required from the pilot.

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3.3.2.5 Clearances 22 Sep. 15

It is the responsibility of the PAR controller to ensure that a clearance appropriate to the type of
approach is obtained from the Aerodrome Controller. The clearance should be obtained by the 4 nm
point, passed verbatim to the pilot and an acknowledgement requested. In the event of the clearance
being delayed the controller should make a further attempt to obtain a positive clearance to Land,
Touch and Go, carry out a Low Approach, or an instruction to break off the approach (suitably
amplified). This clearance must be passed to the pilot not less than 2 nm from touchdown.

3.3.2.6 Vital R/ T Actions

Talkdown controllers should ensure that the following vital R/T actions are completed during final
approach:

a. Prior to descent obtain readback of correct altimeter setting

b. Immediately prior to descent warn the pilot of his approach to the glide path and impending
descent

c. During descent before a final clearance is obtained the controller should instruct the pilot to
check gear and obtain an acknowledgement. There is no requirement to check fixed
undercarriage aircraft

d. Request an acknowledgement of the clearance (e.g. C/S, Cleared to Land/Touch and Go/Low
Approach, circuit state ‘acknowledge’)

e. Warn the pilot that he is approaching his Decision Height. The distance from touchdown at
which this warning is given should be related to the pilot’s DH, the approach speed of the
aircraft and its position relative to the glidepath (i .e. if the aircraft is below the glidepath,
then the warning needs to be provided earlier than if the aircraft were on the glidepath). The
pilot should also be informed when the aircraft’s radar return passes through the Decision
Height cursor line

On completion of the talkdown the controller should inform Director: ‘Talkdown free’.

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3.3.3 Surveillance Radar Approaches 22 Sep. 15

When PAR is not available, the surveillance radar can be used to carry out a non-precision surveillance
radar approach (SRA). Using this procedure the controller passes instructions and information to the
pilot to enable him to follow a pre-deter mined approach path to a position from which a visual
landing or circuit can be made. This type of approach is not as accurate as a precision approach in that
no electronic glidepath information is available, nor is there a similar degree of accuracy in azimuth.

3.3.3.1 Azimuth Control

Azimuth instructions should be given in the same manner as for a precision approach; however,
centreline information should be passed as per below. However, controllers will bear in mind that the
slower update rate of the surveillance radar equipment and the fact that the picture, unlike PAR, is
not distorted for ease of interpretation, both mask the effectiveness of smaller (2 or 3°) heading
corrections.

Controllers should therefore consider carefully the size of their corrective headings and, in general,
reserve 2 and 3° heading changes to maintain aircraft that have already been established on the
centreline.

Surveillance Radar Approach - Relationship to the Centreline

Well right of
Slightly right centreline
of centreline

Right of
On centreline centreline

3.3.3.2 Elevation Control

When the final approach is carried out by means of a non-precision radar equipment the pilot should
be instructed to achieve a rate of descent for an equivalent glidepath (GP) angle (300 ft per mile
approximates to a 3º GP and 250 ft per mile approximates to a 2½º GP). The descent should be
commenced at a range from touchdown and at a height above the relevant datum which corresponds
to the required rate of descent.

Advisory heights should be passed with range information to assist the aircraft to maintain a rate of
descent for an equivalent GP angle: 'C/S, 5 miles from touchdown, height should be 1-5-0-0 feet'.

3.3.3.3 Actions
Unless the pilot has declared an emergency and requested direction to touchdown, in carrying out a
normal SRA the controller should:

a. Instruct the pilot to set threshold QFE before commencing final approach
b. Pass to the pilot distances from touchdown together with pre-computed advisory heights at
intervals of ½ nm until the aircraft reaches a range equivalent to th e pilot’s minimum descent
height. Heading instructions should be passed to intercept and track the ex tended c entreline
until the aircraft reaches the missed approach point; ther eafter pass advice on the aircraft’s
position from the projected runway centrel ine.

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22 Sep.
Note: At RN aerodromes, ranges will normally be passed at 1/2 nm intervals and 15 at 1/3
heights
nm intervals.

c. Advise the pilot that he is approaching his MDH

d. Advise the pilot that he is approaching Missed Approach Point (MAP). When the MDH is
within ½ nm of the MAP the phrase ‘approaching MDH’ is not included

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Chapter 4 Lower Airspace Radar Service 22 Sep. 15

3.4.1 Provision of LARS

LARS provides radar services to civilian and military aircraft in transit or operating outside controlled
airspace below FL100. Provision of LARS is predicated on the use of existing ATC equipment and
manpower in order to provide coverage of UK airspace below FL100. Participating LARS units,
availability and area of coverage are listed in the UK AIP ENR 1.6.3 .

The provision of Approach Services should take priority over the LARS task. LARS ATSUs should
provide either a Deconfliction Service (DS) or a Traffic Service (TS) in accordance with procedures
detailed in CAP774 – UK Flight Information Services. If a LARS unit is requested to provide a radar
service to an aircraft operating beyond or, particularly, above the LARS envelope the request should
be referred to the appropriate Air Traffic Control Radar Unit (ATCRU). If the ATCRU is unable to
provide a service, the LARS ATSU may do so subject to the ATCRU’s agreement and capacity being
available. Deconfliction minima and terrain clearance criteria should be i n accordance with the
procedures detailed in CAP 774. Operating procedures appropriate to an ATSU’s LARS area should be
detailed in local ATC orders.

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22 Sep. 15
SECTION 4 CONTROLLER’S EMERGENCY ACTIONS
Chapter 1 Speechless Procedures
If an aircraft loses the ability to transmit speech, pilots should adopt the speechless procedure and all
controllers should be familiar with this phraseology. The ● symbol denotes short carrier-wave only
transmissions and a long-dash indicates a long transmission. The code uses these transmissions as
follows:

● Yes
●● No
●●● Say Again
●●●● Homing/Reque st Assist ance
—●●— Further Emergency

In addition pilots will use one long transmission to indicate the requested manoeuvre or action has
been completed, i.e. ‘Speechless One report aerodrome in sight with one long transmission’.

Controllers should ascertain the pilot's needs by asking closed questions - questions with a yes or no
answer. On receipt of 4 short carrier-wave transmissions the controller should answer the call giving
the standard call ‘Speechless aircraft do you require recovery to (Station name)?’

If the answer is yes, then instruct the pilot to ‘adopt callsign Speechless One’, give a heading to the
aerodrome and ask:

1) ‘Is this a practice?’

2) ‘Do you have you any other for ms of (practice) emergency?’

If the pilot has indicated a further emergency then the main questions should be asked in sequence.
These questions are not intended to provide an answer to all possible emergencies; controllers mus t
be prepared to adapt to any given situation.

Supplementary Questions
Main Question
Fixed Wing Rotary Wing
Can you maintain height? Are you flamed out? Do you have a control problem?
Are you short of oxygen? Do you have an engine failure?
Are you affected by icing? Are you affected by icing?
Can you carry out a normal Are you short of fuel? Are you short of fuel?
recovery? Are you asymmetric? Do you have single engine
Do you have an instrument failure?
failure? Do you have an instrument
Do you have electrical failure? failure?
(see note) Do you have electrical failure?
Do you have hydraulic failure? Do you have hydraulic failure?
(see note)
Can you carry out a normal Do you have an undercarriage Do you have an undercarriage
landing? problem? problem?
Do you have a brake failure? Can you hover?
Do you intend to engage the Do you require a running
cable? landing?
Do you require the barrier?

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Note: If it is established that the aircraft type is a Tornado, then controllers should 22
askSep. 15 aircraft
if the
has a wing sweep failure.

The controller should ascertain the type of recovery required and subsequent actions depend upon
the pilot’s requirements. For example, if the pilot wants a radar pick-up it will be necessary to ask
questions and give instructions to identify the aircraft.

On transfer between controllers it is important for the r eceiving controller to confirm that the
speechless aircraft calling him is the same one that has been transferred to him from the other
controller. The pilot will initiate contact with the r eceiving controller using the Homing/Request
Assistance call.

Speechless 1
●●●●

Speechless aircraft Markston Tower, are you Speechless

1 from Markston Approach?
Speechless 1
●

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Chapter 2 Practice Emergencies 22 Sep. 15

4.2.1 Practice PAN

Aircraft may carry out simulated emergencies for pilot training purposes and will call ATC with the
message “Practice PAN, Practice PAN, Practice PAN, C/S”.

ATC should respond with “C/S Practi ce PAN acknowledged, your steer for (airfield name) is … degrees,
pass details when ready.”

A steer for the airfield may be given to the aircraft using D/F or surveillance derived information.

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Chapter 3 Approach Procedures 22 Sep. 15

4.3.1 Hawk and Tucano Radar Actual and Practise Forced Landing

4.3.1.1 General
The following radar actual/practice forced landing (RA/PFL) procedur e has been devised to per mit
recovery from above a cloud layer or in conditions of poor visibility following an engine failure.
Relevant RT phraseology is in CAP413. The procedur e, which is in use at Hawk and Tucano stations, is
as follows:

a. Following the initial request for a RA/PFL, the pilot is given a steer for the airfield corrected
as necessary, to permit a homing to overhead.

b. The pilot may have lost some instruments, including navigation displays, and therefore may
not be able to give an accurate position report. Identification should be as expeditious as
possible by whatever means are available. The pilot may be able to squawk Mode 3 A 7700 in
an actual emergency.

c. Once identified the pilot is given ranges from the overhead at 1 nm intervals.

d. While gliding towards the overhead the pilot compares his range with his height in thousands
of feet and adjusts his glide such that he is able, ultimately, to achieve a 1 -in-1 glide slope. If
the aircraft is positioned particularly high in relation to the distance to run, the aircraft
captain may elect to arc or circle in order to achieve the required range/height relationship.
Once the aircraft has established in the glide, range information is required at ½ nm
intervals.

e. On becoming visual with the airfield (lowest altitude is the circling minimum) the pilot uses
his excess speed to position for the most suitable runway at Low Key point, as for a visual
A/PFL.

4.3.2 No Compass No Gyro Procedures

If a controller observes an aircraft that does not appear to be tracking as expected for the heading
provided or notified by the pilot, the controller may suspect that the aircraft has suffered a compass
and/or gyro failure. Initially, the controller will confirm the heading that the aircraft is following and
thereafter may invoke the No Compass/No Gyro procedure. Refer to CAP413 Chapter 10 Para 3.30
for details of the phraseology to be used.

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