Bristol |
The Radar Manoeuvring Area (RMA) is the airspace in which Bristol Radar can safely vector aircraft.
The Bristol RMA looks like this:
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It is important that when vectoring aircraft inbound, you remain within the confined RMA airspace. If for whatever reason you need to vector an aircraft outside the RMA, you must coordinate with the appropriate area sector.
Some of the airways in the vicinity of Cardiff and Bristol are delegated to
both units. For Cardiff delegated airspace, see the "Local Aerodromes" pages.
The Bristol delegated airspace is as follows:
- L9 ALVIN to 5nm east of WOTAN, up to FL105.
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The delegated airspace plays a significant role in handling traffic into and out of Bristol and other surrounding aerodromes.
The Bristol and Cardiff controlled airspace is divided by a buffer zone. The buffer zone is 3nm wide and enables reduced radar separation to be applied between aircraft under the control of Bristol and Cardiff radar units. All aircraft should remain clear of the buffer zone. There are 3 different buffer zones:
Easterly (Cardiff runway 12, Bristol runway 09)
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Westerly (Cardiff runway 30, Bristol runway 27)
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Mixed (Cardiff runway 30, Bristol runway 09/Cardiff runway 12, Bristol runway 27)
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Aircraft will be received from either London/Cardiff using the following standing agreements:
BRI1A - FL80 towards BRI
BRI1B - FL80 towards BRI
BRI1C - FL120 towards POMAX
BRI1D - FL90 towards BRI (runway 27), 5000ft towards BRI (runway 09)
BRI1E - FL80 towards BRI
Traffic inbound to Bristol usually follows the following pattern:
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IMPORTANT - The headings and tracks used here are only approximate. There are many factors which will affect the headings and tracks used such as wind and traffic situation . There is no requirement to follow these routes exactly as they are shown.
The aim of a CDA is to provide pilots with ATC assistance necessary for them to achieve a continuous descent during intermediate and final approach at speeds which require minimum use of lift devices. This has significant benefits in terms of noise produced and reduces the amount of fuel that needs to be used.
The procedure requires specific speeds to be assigned to aircraft and accurate, adequate range from touchdown information.
The CDA procedure should be used for all inbound aircraft to Bristol.
Distance from touchdown information should be passed at the following times:
Speeds to be flown during approach are specified by the controller and will depend on the traffic situation at that time. On occasions, a pilot may request to maintain a higher than normal speed. If traffic situation allows this, the aircraft can be told that there is "no ATC speed restriction".
There are standard speeds which should be employed during approach:
Note - Boeing 757's prefer to fly at 210kts during intermediate approach
The missed approach procedures are as follows:
Runway |
Missed Approach Procedure |
09 |
Climb straight ahead to 3000ft then as directed. |
27 |
Climb straight ahead to 3000ft then as directed. |
In the event of an associated radio failure with a missed approach, the aircraft should follow the procedures detailed in the UK AIP.
Terrain clearance is the responsibility of the pilot whether or not specific heading instructions have been issued by ATC.
The lowest level within the RMAC final approach areas that can be assigned to aircraft which is terrain safe is 1500ft.
The minimum radar separation between aircraft is 3nm.
The minimum spacing between aircraft is 3nm unless there are vortex implications. The final approach vortex spacing to be used by Bristol Approach is:
| Super | Super | 4 |
| Heavy | 6 | |
| Upper Medium | 7 | |
| Lower Medium | 7 | |
| Small | 7 | |
| Light | 8 | |
Heavy |
Super | 4 |
Heavy |
4 |
|
Upper Medium |
5 |
|
Lower Medium |
5 |
|
Small |
6 |
|
Light |
7 |
|
Upper Medium |
Upper Medium |
3 |
Lower Medium |
4 |
|
Small |
4 |
|
Light |
6 |
|
Lower Medium |
Small |
3 |
Light |
5 |
|
Small |
Light |
3 |
Upper Medium aircraft are B707, B757, DC8, IL62 and VC10
Lower Medium are all other medium aircraft
Bristol Radar is to provide 4nm spacing unless requested otherwise by AIR. A 6 mile gap will enable 1 aircraft to depart. An 8 mile gap will enable 2 aircraft to depart.
A minimum of 15nm must be used between a known emergency aircraft and any traffic following it on final approach. The tower will be responsible for determining the required gap.
Aircraft that are established on the localiser may be cleared to descend on the glidepath from altitudes up to and including 5000ft QNH.
RAD is responsible for carrying out SRA's. SRA's with advisory heights on a 3 degree glidepath terminating at 2nm from touchdown are approved for all runways.