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Radar Manoeuvring Area

The Radar Manoeuvring Area (RMA) is the airspace in which Gatwick Directors can safely vector aircraft.

The arrangement of the Gatwick Radar Manoeuvring Area depends on the runways in use.

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.

INT Procedures

During normal operations, INT will pass instructions to inbound traffic routeing through both stacks in order to perform integration of the two streams until handover to Final Director.

Traffic should normally be offered to FIN descending to altitude 4000ft (QNH) at 220kts. If any non standard altitudes or speeds are used, FIN should be informed when the aircraft is transferred. On transfer of control to FIN, controllers should use the phrase "Contact Gatwick Director with callsign only, 118.950"

Traffic from the stacks usually follow this pattern:

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.

Continuous Descent Approach Procedure

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 Gatwick.

Distance from touchdown information should be passed at the following times:

• When first issuing descent clearance from a Flight Level to an altitude
• On first contact with FIN
• If DME is unserviceable, ranges should be passed on the intercept heading to the ILS
• If a previous estimate has become invalid, a new distance should be passed (e.g. change in landing order)

(If there is no FIN controller online, pass distance from touchdown information when you turn the aircraft onto a base leg)

Speed Control

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:

• During Intermediate approach, leaving the stack to the point at which a base leg is flown, 220kts should be used.
• On a base leg and closing heading, 180kts should be used. (If spacing is becoming tight, aircraft can be slowed to 160kts when on a closing heading for the ILS)
• On final, 160kts until 4DME. Speed control cannot be applied beyond 4DME.

Note - Boeing 757's prefer to fly at 210kts during intermediate approach

Missed Approach procedures

The missed approach procedures are as follows:

• INT will be made aware of the missed approach by the tower.
• The tower controller will hold further departures and issue any tactical headings to aircraft already departing to ensure they are separated from the missed approach aircraft.
• INT should issue a heading and/or frequency for the aircraft to contact
• INT should inform the relevant tower controller when outbound traffic can be resumed again

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

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 that can be assigned to aircraft which is terrain safe is 2000ft.

Gatwick Support Controller (KK SPT)

During periods of high traffic loading, it may be necessary for a Support controller to log on and help.

The responsibilities of the SPT controller are:

• Accepting inbound releases
• Telephone Co-ordination
• Responding to aircrafts first call on frequency
• Laddering the stacks down

This leaves the INT Director to concentrate purely on vectoring aircraft from the stacks.

Inbound Releases:

In reality, every aircraft is released over the telephone at a specific level. This can be simulated on IVAO also.

A release message contains:

• Callsign
• Flight Level
• Release Point

Example of a release phone call between BIG and KK SPT:

"Gatwick"

"Biggin, TIMBA release, BAW123 at 9"

"BAW123, 9"

"AIC101 at 10"

"AIC101, 10"

"DLH634 at 11"

"DLH634, 11"

"BAW1145 at 12"

"BAW1145, 12"

"Correct"

"Roger"

Telephone Co-ordination:

KK SPT takes care of the telephone co-ordination. This can be simulated through the IVAO Intercom. Example of telephone co-ordination with BIG to let them know you have a free level in the stack:

"Biggin"

"Gatwick - BAW123 is leaving TIMBA this time, FCA634 can descend now to FL80"

"Roger, FCA634 re-released at FL80"

Responding to aircrafts first call on frequency:

So that the director can concentrate on the vectoring, KK SPT answers the first call from aircraft on frequency

"Gatwick Director, Good morning BAW222, descending FL90 to TIMBA, we're an A320 with Tango, 1001mb"

"BAW222, Gatwick, hold at TIMBA, delay is 5 to 10 minutes"

"Hold at TIMBA, BAW222"

Laddering the stacks:

KK SPT is responsible for keeping the stacks laddered down, making sure there are no unnecessary gaps:

"DLH877 descend FL90"

"Descend FL90, DLH877"

---

"BAW123 descend FL100"

"Descend FL100, BAW123"

---

One of the most difficult things when KK SPT is open is managing the RT. Both controllers are active on the same voice frequency. It is important that you keep an eye on what the director is doing, so you can guess when you think the director needs to speak - The RT is ultimately his and he has to be able to use it exactly when he needs to.

Flight Progress Strips

Example of a Gatwick Strip:

Stack - The stack the aircraft is inbound to
Stack Time - The time the aircraft is estimated to reach the stack
Revision Number - The revision number of the strip. When any changes to the flight are made, a new revision is printed
Computer Identification Number - A unique number for that flight so the computer systems can recognise it
Callsign - The callsign of the aircraft
SSR - The assigned SSR code for the flight
Vortex/Aircraft Type - The Wake vortex category and type of aircraft
TAS - The filed True Airspeed filed in the flightplan for the cruise
Route - Departure and Destination aerodromes
Date - The date of the flight
Sector Number - Each workstation is given a number. The Sector Number shows which workstation the strip should be sent to

Aircraft Type - When the pilot confirms aircraft type, this should be ticked. If it is incorrect, the type should be crossed out and the correct one written on
Final Speed - When applying speed control, the last speed you give the aircraft before transferring to tower should be entered here
Release Level - When the TMA sectors call you up with a release level for the aircraft, that level should be written here
QNH - When you pass the QNH to the aircraft, the last two numbers of the QNH should be entered here
Weather - When the pilot confirms the ATIS he has copied, this box should be ticked
Flight Levels - All Flight Levels assigned to the aircraft should be circled. When the aircraft has left/passed a level, that level should be crossed out
Altitudes - All altitudes assigned to the aircraft should be entered here.
Hold - If the aircraft is instructed to hold at the stack, a "H" should be entered here
Headings - All headings assigned to the aircraft should be entered here
Speeds - All speeds assigned to the aircraft should be entered here (When writing a speed, the first two digits of the number should be written, followed by a K - 220kts would be 22K, 150kts would be 15K, e.t.c)

Flight Strip Holders:

The paper strips are put into coloured strip holders. The colour defines the Wake Vortex category of the aircraft.

• Heavy aircraft are in orange strip holders.
• Upper Medium aircraft are in black and white striped strip holders, to stand out
• Lower Medium, Small and Light aircraft are in blue strip holders.

Downloadable flight progress strips are available in the resources section of the website (Coming soon)