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General procedures

London City and Thames general procedures

This document covers procedures, holds, vectoring and handoffs for London City Airport and Thames Radar.
It does not currently include procedures for Biggin Hill or Southend

Radar Manoeuvring Area - (RMA)

THAMES RADAR (THAMES_APP on VATSIM) is responsible for control of the eastern section of the London CTR (east of a North-South line through London Westland Heliport). The upper altitude limit is 4000ft north of the EGLL centreline, and 5000ft to the south. It co-ordinates arrivals for London City (EGLC) and Biggin Hill (EGKB), and is also responsible for the holding stacks at SPEAR and ALKIN.

Arrivals will be handed over by LTMA (or ESSEX RADAR where appropriate) at DET, LAM or SPEAR, at 4000ft. When it is quiet, arrivals via BKY will be handed over at BRAIN. THAMES RADAR is responsible for the holds, will sequence aircraft for arrival to both London City and Biggin and will give vectors to the appropriate ILS.

Departures: Departures from London City will be handed over from EGLC_TWR to THAMES RADAR. If clear of conflicting traffic aircraft may be cleared to 4000ft before handover to LTMA. By prior agreement between EGLC_TWR and THAMES RADAR departures via BPK may be handed over direct from TWR to LTMA.

 

The Stacks

SPEAR Hold

Enter via SPEAR heading 196, then standard rate one right turn to DET20D then rate one turn back to SPEAR

ALKIN Hold

Enter via ALKIN heading 242 then standard rate one right turn to BIG10D then rate one turn back to ALKIN

Do not exceed 180 knots at ALKIN or SPEAR holds


Traffic Flow from the Stacks

The EGLC ATZ lies underneath the arrival path for runways 27L and 27R at EGLL. The base of EGLL_APP’s airspace is 3000ft west of EGLC and 4000ft east of EGLC. It is therefore essential that aircraft in the EGLC ATZ must be at or below 2000ft in the western half or 3000ft in the eastern half. Aircraft must NOT be vectored to intercept the ILS for runway 10 at ranges greater than 10 miles. They must also NOT be vectored west of a line through Vauxhall Bridge (6.4nm west of EGLC) without prior co-ordination with LL_APP.

The published procedural approaches, especially for runway 10, are rather elaborate to avoid conflict with departures from EGLC, and arrivals from both EGLC and EGLL. When radar vectoring is in force, more direct routes will be given. Both the procedural and radar vectoring routes are shown below. There is considerable potential for conflict between arrival and departure routes, so altitudes and altitude clearances must be monitored closely.

 

Procedural approaches

Runway 10

Runway 28

Thanks to AIS

 

Runway 10 radar vectors

Unless there is a need to hold, or conflicting departure traffic, direct vectors can be given to a point approximately 11 miles east of the airfield. Aircraft are then turned downwind along the southern border of the ATZ, and if possible turned onto the localiser inside the zone. This gives very little time for pilots to establish and to be handed off, so inexperienced pilots may be given a longer downwind leg. As this will infringe the EGLL ATZ, extensions downwind must be co-ordinated in advance with EGLL_APP. Under no circumstances should the turn onto the ILS be further out than 10nm as it will infringe the EGLL ILS.

The blue route crosses the major SIDS from EGLC, which are at 3000ft at that point. This short cut should only be given if there is no risk of conflicting traffic.



Runway 28 radar vectors


Unless there is a need to hold, or conflicting departure traffic, arrivals from SPEAR and DET can be given direct vectors to establish on the ILS. Arrivals from LAM can be turned onto base leg at between 10 and twelve miles.

The blue route crosses the major SIDS from EGLC, which are at 3000ft at that point. This short cut should only be given if there is no risk of conflicting traffic.


Speed Control

Speed Control is an essential part of Thames Approach. Standard speeds are used almost all the time, and are required because to accurately judge the gaps and when to turn aircraft onto the ILS aircraft need to be doing the same speed. If you have aircraft doing their own speed it becomes impossible to judge, taking into account catch up rates and so on.

Speed control is normally 220 knots maximum, and 180 knots for base leg. Arrivals for runway 10 should reduce speed to 180 knots when abeam the airfield. High speed approaches should not be approved due to the steep glide slope.

No speed control can be imposed inside 4 miles.

 

Missed Approach Procedures

 Runway 10 Climb straight ahead TO 2000ft or I-LST D5 (LON DME 24.8), whichever is the earlier.
Turn LEFT to NDB(L) LCY at 2000ft or as directed.
 Runway 28 Climb straight ahead TO 2000ft or I-LSR D5 (LON DME 14.2), whichever is the earlier.
Turn RIGHT to NDB(L) LCY at 2000ft or as directed.


Outbound

Departures from London City will be handed over from EGLC_TWR to THAMES RADAR. If clear of conflicting traffic aircraft may be cleared to 4000ft before handover to LTMA. By prior agreement between EGLC_TWR and THAMES RADAR departures via BPK may be handed over direct from TWR to LTMA.

Ruth McTighe
with the help of Peter Ward, Chris Norman, and real world Thames Radar

Published November 2002