Edinburgh Airport vMATS 2020 08

VATSIM UK
Operations Department
EDINBURGH vMATS - REVISION 2020/08

16 July 2020
EDINBURGH vMATS – Revision 2020/08
16 July 2020
Distribution and Scope
This document outlines the recommended operational procedures for controllers within the VATSIM-UK
Division for Edinburgh Airport and Edinburgh Approach Control.
Exclusion of Liability
This manual is for use on the VATSIM Network only and should 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 Organization 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.
Several procedures have been adapted or created using content published in the AIS (published and
maintained by NATS). Any information in this document does not constitute as a real-world replacement for
any official procedure / documentation set out on the AIS website, and any similar procedures set out here or
influenced by NATS’ content is written under the Limited License provided by the AIS.
Definitions
The key words “MUST”, “MUST NOT”, “REQUIRED”, “SHALL”, “SHALL NOT”, “SHOULD”, “SHOULD NOT”,
“RECOMMENDED”, “MAY”, and “OPTIONAL” in this document are to be interpreted as described in RFC 2119.
Marked Changes
Changes made since the last release are marked with a black bar, as indicated, in the left-hand margin. They
are also described briefly in the table below.
Acknowledgements
For this version, VATSIM UK acknowledges the following for their contributions:
Maciej Olborsk (Original Author), Dale Brooksby (Original Author), Trevor Hannant (Author)
Chris Pawley, Michal Fira, Phillip Speer, Harry Sugden, George Wright, Thomas Greer
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Amendment History
Edition Amendments Pages affected Amendment Date
2020/08 Updated format All 3rd July 2020

Remove references to Runway 12/30
SIDs and restrictions updated
STARS updated
VRPs/VFR Lanes Updated
Helicopter Procedures Updated
EGPH_DEL Added
Frequencies Updated
Major Rewrite of entire document
2.2 Sixth Publication 12, 16, 23, 28, 29, 05 February 2016
33, 34, 35, 38, 39,
46, 54, Annex C
2.1.5 Fifth Publication All 05 August 2015
2.1.3 Fourth Publication All 03 April 2015
2.1.2 Third Publication All 03 April 2015
2.1 Second Publication All 02 April 2015
2.0 First Publication All 14 December 2014
1.0 Unreleased Version N/A Unknown
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Contents
Section 1 | General Operating Instructions 8
1.1 Altimeter setting procedures 8
1.1.1 Departing Aircraft 8
1.1.2 Arriving/Transit Aircraft 8
1.1.3 QFE Threshold 8
1.1.4 Transition Altitude 8
1.1.5 Transition Levels and Minimum Stack Levels 8
1.1.6 Altimeter Setting Regions 8
1.2 All Weather Operations 9
1.2.1 Low Visibility Procedures (LVP) 9
1.2.2 Meteorological Information 10
1.3 Description of Airfield 10
1.3.1 Aerodrome Geographical Data 10
1.3.2 ATC Communication Facilities 10
1.3.3 Radio Navigation and Landing Aids 10
1.4 Use of Runways 11
1.4.1 Preferential Runway 11
1.4.2 Selection of Runway in Use 11
1.4.3 Minimum Runway Occupancy Time 11
1.4.4 Runway Vacation 11
1.4.5 Land After Procedures 12
1.5 Use of ATM 12
1.6 Noise Abatement Procedures 12
Section 2 | Local Separation Standards IFR/SVFR 13
2.1 Separation Standards IFR/SVFR 13
2.1.1 General 13
2.1.2 Route Separation 13
2.1.3 Speed Separation 14
2.2 Wake Turbulence Separation 15
2.2.1 Wake Turbulence Separation (Departures) 15
2.2.2 Wake Turbulence Separation Notes (Departures) 15
2.2.3 Wake Turbulence (Arrivals) 16
2.3 Application of RSIVA 17
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Section 3 | GMP 18
3.1 Area of Responsibility 18
3.2 Issuing Clearances 18
3.2.1 Standard Instrument Departures 19
3.3 Pre-Departure Clearance (PDC) 19
3.3.1 Availability of PDC 19
3.4 VFR Clearances 19
3.5 Runway Change Procedures 20
3.6 Stand Allocation 20
Section 4 | GMC 21
4.2 Runway Change Procedures 21
4.3 Stand Allocation 21
4.4 Pushback Clearance 21
4.5 Taxiway Restrictions 21
4.5.1 Ground Movement 21
4.5.2 Non-Direct Taxi Instructions to Stand 23
Section 5 | AIR 24
5.2 Circuit Procedures 24
5.3 Line Up Procedures 24
5.3.1 Multiple Aircraft on the Runway. 24
5.3.2 Full Length Holding Points 24
5.4 Conditional Clearances 25
5.4.1 Runway Safeguarding Phraseology 25
5.4.2 Intersection Conditionals 25
5.5 Stopping a Departure 25
5.6 Transfer of Control 25
5.6.1 Departures 25
5.6.2 Handoff Priority 25
5.6.3 Aircraft on Approach 26
5.7 Training Flights 26
5.8 Landing Clearance 26
5.8.1 Runway Designator 26
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5.8.2 Cancelling an Approach Clearance 26

5.9 Missed Approaches 26
5.9.1 Go Around Procedure 26
Section 6 | Low Level Procedures 27
6.1 Classification 27
6.2 Squawk Codes 27
6.3 Visual Reference Points (VRPs) 27
6.3.1 Penetration of ATZ 28
6.4 VFR Operations 29
6.4.1 Entry/Exit Lanes 29
6.5 Helicopter Operations 29
6.6 Helicopters Landing and Departing 30
6.6.1 Outbound Helicopters 30
6.7 Microlight Operations 30
6.7.1 Radio Failure Procedures 30
6.7.2 SVFR 30
Section 7 | Approach Control & Approach Radar 31
7.1 General 31
7.1.1 Area of Responsibilities 31
7.1.2 Liaison with Aerodrome Control 31
7.2 Procedures for IFR Traffic 32
7.2.1 Information to arriving aircraft 32
7.2.2 Inbound Routes 33
7.2.3 Vectoring Restrictions for TARTN arrivals 33
7.2.4 Holding and approach patterns 33
7.2.5 Agreed Levels 33
7.2.6 Inbound Release Procedures 34
7.2.7 Expected Approach Times (EATs) 35
7.2.8 Obstacle Clearance Limits 35
7.2.9 Standard Instrument Departures (SIDs) 35
7.2.10 Speed Limits 35
7.3 Intermediate and Final Approach Procedures 36
7.3.1 Radar Manoeuvring Area (RMA) 36
7.3.2 Continuous Descent Approach (CDA) 37
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7.3.3 Intermediate Approach 37

7.3.4 Transfer of aircraft from INT to FIN 37
7.3.5 Speed Control 38
7.3.6 Final Approach Spacing 38
7.3.7 Non- Precision Approaches 39
7.3.8 Visual Approaches for IFR Traffic 39
7.4 Approach Radar Control 40
7.4.1 Radar Separation Minima 40
7.4.2 Terrain Clearance 40
7.4.3 Squawk Codes 40
Section 8 | Emergencies 41
8.1 ATC Actions 41
8.1.1 General 41
8.2 The ASSIST Principle 41
8.3 AIR Specific 42
8.4 FIN/INT Specific 42
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Section 1 | General Operating Instructions
1.1 Altimeter setting procedures

1.1.1 Departing Aircraft
Departing aircraft should state the QNH on first contact with GMC, otherwise it should be issued by
the GMC controller. Aircraft should be informed of any changes to the QNH as soon as the
information is available. Aircraft operating in the visual circuit should be given the QFE if requested.
1.1.2 Arriving/Transit Aircraft

When aircraft are below the Transition Altitude, pilots are to fly on the Edinburgh QNH until
established on the final approach, at which point they may operate on the QFE. Pilots will be issued
the Edinburgh QNH by the approach controller when issued a descent to an altitude.
1.1.3 QFE Threshold

The QFE for all runway thresholds is 4hPa less than the Edinburgh QNH.
1.1.4 Transition Altitude

The Transition Altitude in the Scottish TMA is 6000ft Above Mean Sea Level (AMSL). This is based on
the Glasgow QNH.
1.1.5 Transition Levels and Minimum Stack Levels

The transition level and minimum stack level for Edinburgh are based on the Glasgow QNH.
Glasgow QNH Transition Level Minimum Stack Level (MSL)
1049-1032 FL65 FL70
1031 - 1014 FL70 FL70
1013-995 FL75 FL80
994-977 FL80 FL80
976-959 FL85 FL90
958-940 FL90 FL90
1.1.6 Altimeter Setting Regions

The airport is located within the Belfast Altimeter Setting Region. All VFR aircraft operating under
the Edinburgh CTA should be given the QNH by the radar controller irrespective of which service is
being provided.
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1.2 All Weather Operations

1.2.1 Low Visibility Procedures (LVP)
1.2.1.1
1.2.1.1 Enforcement
Pilots will be informed when these procedures are in operation by the ATIS or by RTF. Low Visibility
Procedures will be applied when one or more of the following weather conditions are present:
 The IRVR or Metrological Visibility is 600m or less

 The cloud ceiling is 200ft or lower (BKN or more)
1.2.1.2 Safeguarding Procedures

Safeguarding procedures are to be initiated at 1000m or lower IRVR if forecast to go into LVPs,
likewise if the cloud ceiling is 200ft or lower and forecast to drop.
Safeguarding procedures are to be initiated when the following conditions are met:
 The Runway Visual Range (RVR) is 1000m or less and forecast to drop into LVP.
 The cloud ceiling is 200ft or below and forecast to drop into LVP.
1.2.1.3 Instrumented Runway Visual Range (IRVR)

The IRVR is measured at three points along the runway; at the Touchdown Zone (TDZ), the mid-
point and the stop-end. The minimum IRVR that can be measured is 50m and the maximum is
1500m.
Only the TDZ IRVR value is published in METARs, thus the remaining two IRVR values are ‘unknown’
to the VATSIM controller. When LVPs are in force, pilots should be informed of the reported IRVR
and any subsequent updates.
1.2.1.4 CAT II/III Holding Points

When the ILS signal is to be protected to safely permit CAT II/III approaches (in LVPs), the use of
Category II/IIII holding points is required.
All departing aircraft must enter the runway through either A1 or D1, as appropriate.
Arriving aircraft, provided that the conditions below are met, may vacate the runway through B1 or
C1:
• The Edinburgh Surface Movement Radar (SMR) is serviceable
1.2.1.5 Arrival Separation

During LVPs, the minimum spacing used must be 10NM (6NM can be used if a gap is not required for
a departure). This is to ensure that aircraft have received a landing clearance by 2NM from
touchdown, exceptionally 1NM from touchdown. During LVPs, aircraft require to establish on the
localiser at an early stage, therefore, aircraft must be vectored to intercept the localiser at a range
of not less than 10NM from touchdown.
1.2.1.6 Arriving Aircraft

Arriving aircraft should vacate at the first available exit from the runway in use, except Code E/F
aircraft which must vacate at the end of the runway in use (A1 or D1).
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1.2.2 Meteorological Information

An ATIS will be available on frequency 131.350 MHz. The ATIS shall be maintained by the AIR
controller, though in busy periods this can be delegated to another controller. Aircraft are required
to confirm the current ATIS information on first contact. When LVPs are in force then this should be
included in the ATIS broadcast.
1.3 Description of Airfield

1.3.1 Aerodrome Geographical Data
ICAO Code EGPH
Aerodrome Reference Point (ARP) Lat: 555700N Long: 0032221W
Elevation 136ft AMSL
Magnetic Variation/Annual Change 1.95°W (2019) / 0.17° E
Transition Altitude 6000ft
Safety Altitude 2700ft (N)
1.3.2 ATC Communication Facilities

Callsign Logon Callsign Abbreviation Frequency (MHz)
Edinburgh
EGPH_ATIS ATIS 131.350
Information
Edinburgh Delivery EGPH_DEL GMP 121.975*
Edinburgh Ground EGPH_GND GMC 121.750*
Edinburgh Tower EGPH_TWR AIR 118.700*
Edinburgh Radar EGPH_APP INT 121.200*
Edinburgh Director EGPH_F_APP FIN 128.975*
* some frequencies do not match the AIP data due to 8.33 kHz limitations on VATSIM
1.3.3 Radio Navigation and Landing Aids

Type Identifier Frequency Remarks
ILS 06 IVG 108.900 MHz 3° GP
ILS 24 ITH 108.900 MHz 3° GP
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1.4 Use of Runways

1.4.1 Preferential Runway
In calm conditions, runway 24 is the preferred runway when the tailwind component is less than
5kts and the runway surface is dry. In the situation with a strong crosswind then the tail wind
component should be calculated, and the general trend should be assessed.
1.4.2 Selection of Runway in Use

AIR will select the runway in use according to the prevailing weather conditions with reference to
the current and forecast winds. In calm wind, changing and crosswind circumstances then in
addition to the current VATSIM METAR the TAF and winds at 2000ft should be used to identify the
most appropriate runway to use.
When a change in runway is predicted, AIR will agree with APC a suitable point to effect the change
based on the current traffic situation. GMC should be given at least 15 minutes notice so that traffic
may be re-routed to the new runway. Terminal Control shall also be notified of the agreed action.
AIR in consultation with APC, will tactically decide the last landing and departing aircraft prior to the
runway change.
Note: AIR should request release from INT for the first departure after a runway change on the
runway.
1.4.3 Minimum Runway Occupancy Time

Pilots should be encouraged to exit from the runway as soon as practicable as this enables ATC to
apply the minimum spacing on final approach that will achieve maximum runway utilisation, which
is important to keep the airfield operations running smoothly. It also keeps the frequency of missed
approaches to a minimum. Tower should give an arriving aircraft taxi instructions to the
intermediate hold points noted in section 1.4.4 below as they vacate the runway before handing
them to GMC.
1.4.4 Runway Vacation

In the event an aircraft lands but cannot contact the Ground Movement Controller due to RTF
congestion, the pilot should completely vacate the landing runway and follow the Standard Taxi
Route to the clearance limit specified below:
Runway Exit Used Clearance Limit Via
A1 A8 Taxiway A
B1* A12 Taxiways B & A
C1* As instructed by ATC (Normally A15 or A16) Taxiways C & A
D1 A18 Taxiways D & A
*Code E/F aircraft must vacate the runway at the end (via A1 or D1)
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1.4.5 Land After Procedures

Normally, only one aircraft is permitted to land or take-off on the runway in use at any one time.
However, when the traffic sequence is two successive landing aircraft, the second one may be
allowed to land before the first one has cleared the runway in use, providing that:
 it is during daylight hours;

 there is no evidence that braking action may be adversely affected;
 the second aircraft will be able to see the first aircraft clearly and continuously until it is
clear of the runway;
 the second aircraft has been warned.
The AIR controller will provide said warning by issuing the second aircraft with the following
instruction.
Example: “ABC123, runway 23, land after the B788 surface wind 270 degrees 12 knots”
The above procedures may only be used under the following conditions:
 Reported meteorological conditions are equal to or better than 6km visibility and ceiling of
1000ft and the AIR controller is satisfied that the pilot of the second arriving aircraft will be
able to continuously observe the proceeding aircraft.
 When both aircraft are being operated in a normal manner.
 When the AIR controller can assess the separation either visually or by means of an
Aerodrome Traffic Monitor (ATM)
1.5 Use of ATM

An Aerodrome Traffic Monitor (ATM) is available for Advanced Use and the information derived
from the ATM may be used to:
 Determine the landing order, spacing and distance from touchdown of arriving aircraft;
 Enable controllers to confirm that the initial track of departing aircraft conforms with the
clearance issued;
 Provide information to aircraft on the position of other aircraft in the circuit or carrying out
an instrument approach;
 Following identification, validate SSR codes of departing aircraft;
 Monitor the progress of overflying aircraft identified by Approach Radar Control to ensure
that they do not conflict with the tracks of arriving or departing aircraft;
 Establish separation between departing aircraft;
 Pass traffic information;
 Establish separation in the event of a missed approach;
 Assist in taking initial corrective action when the separation between arriving aircraft
becomes less than the prescribed minima.
1.6 Noise Abatement Procedures

Refer to NATS AIP Edinburgh Aerodrome – Textual Data AD 2-EGPH-1 Section 2.21.
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Section 2 | Local Separation Standards IFR/SVFR
2.1 Separation Standards IFR/SVFR

2.1.1 General
Standard Separation is to be provided between all IFR and SVFR flights as specified in MATS Part 1,
Section 1, Chapter 3.
The following sections consider the different methods of ensuring adequate separation between
departing aircraft. The greater of either route (including adjustments for speed) or wake turbulence
separation shall be applied between successive SID departures. These separations are based on the
actual airborne times of an aircraft.
2.1.2 Route Separation

There are no reduced route separation criteria for Edinburgh departures. Departure tracks at
Edinburgh are all deemed to be the same route. The table below demonstrates how these apply for
departures from Edinburgh (subject to aircraft speed groups in section 2.1.3).
1st Departure 2nd Departure Time
GRICE/TLA
GOSAM
GOSAM
GOSAM/GRICE
TLA 2 minutes
TLA
GOSAM/TLA
GRICE
GRICE
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2.1.3 Speed Separation

Aircraft are categorised into 5 groups.
Group 0 Group 1 Group 2 Group 3 Group 4
BE99 ATP BA46 ALL jet aircraft, CONC

E110 AT43/44/45/72 CARJ excluding;
SH33 BE20 CL60 BAE146/Avro RJ
SH36 DHC6/7 E145 C501
C404 DH8A/B/C/D C551
PA23 E120 J328
PA31 F27
F50
G159
JS31/32/41
SF34
The standard departure interval is 2 minutes (a full 120 seconds), except from Group 0 which is 3
minutes (a full 180 seconds), which will be applied between successive departures from the same
group or when the following aircraft is from a lower group in the table.
The interval of 2 minutes may be reduced to 1 minute when the following aircraft is two or more
groups slower than the preceding aircraft.
When the following aircraft is from a higher group, one or more minutes are added to the standard
interval according to the difference in group, for example:
Group 1 followed by Group 2: 2 minutes + 1 minute = 3 minutes

Group 1 followed by Group 4: 2 minutes + 3 minutes = 5 minutes
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2.2 Wake Turbulence Separation

Wake turbulence separation should be provided, where required, between all aircraft as
documented in MATS Part 1.
2.2.1 Wake Turbulence Separation (Departures)

For departing aircraft:
Separation
Separation (Same
Leading Following ACFT (Intersection
Intersection)
Departure)
Heavy 2 Minutes 3 Minutes
Medium
A380-800
Small 3 Minutes 4 Minutes
Light
Heavy 4 Miles 4 Miles
Medium (Upper &

Heavy Lower)
2 Minutes 3 Minutes
Small
Light
Medium or Small Light 2 Minutes 3 Minutes
2.2.2 Wake Turbulence Separation Notes (Departures)

 For all aircraft departing from an intersection after a departure from full length, another
minute must be added to the minimum separation
 Aircraft carrying out a touch-and-go or a low approach and go-around shall be considered
as making a departure from an intermediate/intersection point on the runway.
 Helicopters which are air taxiing onto the runway are to be considered a departure from an
intermediate/intersection point in terms of wake turbulence separation. Light helicopters
may avoid the wake turbulence of other aircraft whilst air taxiing as follows: following a
departure, air taxiing on the section of runway before the departure became airborne;
following an arrival, air taxiing on the section of runway upwind of the PAPIs. Provided the
helicopter remains within these areas the wake turbulence separation whilst air taxiing
need not apply.
 Most departures at Edinburgh are from holding points A1 and D1. Where an aircraft
requests a departure from B1 or C1, these should be considered as different holding points
Therefore, an additional one minute of wake turbulence separation should be added.
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2.2.3 Wake Turbulence (Arrivals)

Wake Turbulence Separation
Leading A/C Following A/C
Minima (NM)
A380-800 A380-800 4
A380-800 Heavy 6
A380-800 Upper and Lower Medium 7
A380-800 Small 7
A380-800 Light 8
Heavy A380-800 4
Heavy Heavy 4
Heavy Upper and Lower Medium 5
Heavy Small 6
Heavy Light 7
Upper Medium A380-800 #
Upper Medium Heavy #
Upper Medium Upper Medium 3
Upper Medium Lower Medium 4
Upper Medium Small 4
Upper Medium Light 6
Lower Medium A380-800 #
Lower Medium Heavy #
Lower Medium Upper and Lower Medium #
Lower Medium Small 3
Lower Medium Light 5
Small A380-800 #
Small Heavy #
Small Upper and Lower Medium #
Small Small 3
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Small Light 4
Light A380-800 #
Light Heavy #
Light Upper and Lower Medium #
Light Small #
Light Light #
# - No wake turbulence separation to apply – implies minimum lateral separation (3nm)
When flights are operating visually pilots are to be informed of the recommended wake turbulence
separation minima. When aircraft are being radar vectored it is the radar controller’s responsibility
to provide the correct wake turbulence separation minima or standard separation, whichever is
greater
2.3 Application of RSIVA

In the vicinity of aerodromes, the standard separation minima may be reduced if the conditions of
RSIVA are met. Required conditions for applying reduced separation can be found in CAP493.
All controllers should be aware of the responsibility to retain departures until standard separation is
achieved – “AIR must ensure departures have gained 3nm radar separation before handing over to
the appropriate TC controller or Approach Controller”
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Section 3 | GMP
3.1 Area of Responsibility

Delivery (GMP) (“Edinburgh Delivery”) provides full departure clearance to standard IFR departures.
GMP will also ensure that an appropriate SSR code is set, initial altitude entered, and the flight plan
is consistent with the standard route document. They will also provide/confirm ATIS information
and advise on any start-up delays/slots during events.
GMP will also update the scratchpad of incoming flights to note the stand number for GMC.
3.2 Issuing Clearances

It is the responsibility of GMP to issue flight plan clearances. Pilots should report the following
information when requesting clearance:
GMP should ensure that both the stand number and aircraft type are confirmed by the pilot before
issuing a clearance. If the ATIS letter and/or QNH are not reported by the pilot, they should be
issued after the clearance
An IFR clearance should follow the format:
1. Callsign
2. Destination
3. Standard Instrument Departure (SID)
4. Squawk Code
Example: “ABC123, cleared to Ibiza, GOSAM1C departure, squawk 0356”
GMP must obtain a full read back of the given clearance. Once the pilot has correctly read back the
clearance, if the QNH and/or ATIS letter was not reported, the GMC controller will pass this to the
pilot.
Example: “ABC123, correct. Information A, QNH 1020”
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3.2.1 Standard Instrument Departures

Standard Instrument Departures are different to many airfields as there are restrictions on which
type of aircraft can take a certain type of SID.
Fix Designator Initial Altitude Remarks
24 06
Jet aircraft only. Minimum climb

GOSAM 1C 1D 6000ft
3.3% for obstacle clearance
Non- jet aircraft or Jet aircraft

routing via Y96 or leaving
TLA 6C 6D 6000ft controlled airspace via TLA VOR.
Minimum climb 3.3% for obstacle
clearance
Non-jet aircraft only. Minimum

GRICE 3C 4D 6000ft
climb 3.3% for obstacle clearance
3.3 Pre-Departure Clearance (PDC)

When both the controller and pilot are suitably equipped, a PDC may be offered to clear pilots
electronically. This can be offered up to EOBT-25 mins. A request within EOBT-15 mins can be given
or given via voice at GMP discretion.
Successful clearances MUST be accepted within 5 minutes of receipt or a ‘REVERT TO VOICE’

message must be sent to the pilot.
The operation of the controller PDC clients are explained in their own operations guides/manuals.
3.3.1 Availability of PDC

PDC clearances will not be available in the following circumstances:
 Up to half an hour before a runway change, to prevent the incorrect issuing of a SID. The
actual availability of the PDC will be at GMP discretion.
 When the route of aircraft needs to be changed.
3.4 VFR Clearances

VFR aircraft should contact GMC to request start and taxi. GMC will pre-note Tower for all VFR
departures
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3.5 Runway Change Procedures

When GMP is informed of a planned runway change by AIR, AIR, GMC and GMP should coordinate
to agree on the last departure from the current runway, and therefore, aircraft that will be cleared
from the new duty runway.
In the case that aircraft which have already been cleared will be departing from the new duty
runway, these aircraft will need to be re-cleared.
3.6 Stand Allocation

It is the responsibility of GMP to assign stands to aircraft based off the Edinburgh Crib Sheet. It is
imperative that aircraft are assigned stands in a timely manner to allow appropriate coordination
between AIR and GMC to occur where there are several options for taxi instructions before transfer
to GMC.
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Section 4 | GMC

Ground Movement Controller (GMC) (“Edinburgh Ground”) is responsible for the safe and
expeditious movement of aircraft on the aprons and taxiways. When aircraft are approaching the
runway, they would normally be transferred to the AIR controller.
In the absence of GMP, GMC provides full departure clearance to standard IFR departures. GMC will
also ensure that an appropriate SSR code is set, initial altitude entered, and the flight plan is
consistent with the standard route document. Is
4.2 Runway Change Procedures

When GMP is informed of a planned runway change by AIR, AIR, GMC and GMP should coordinate
to agree on the last departure from the current runway, and therefore, aircraft that will be cleared
from the new duty runway.
In the case that aircraft which have already been cleared will be departing from the new duty
runway, these aircraft will need to be re-cleared.
4.3 Stand Allocation

It is the responsibility of the GMP controller to assign stands to aircraft based off the Edinburgh Crib
Sheet. In the absence of GMP, GMC should ensure that aircraft are assigned stands in a timely
manner to allow appropriate coordination with AIR where there are several options for taxi
instructions before transfer to GMC.
4.4 Pushback Clearance

Clearance to push must include the stand number of the aircraft being given clearance:
Example: “ABC123, stand 19, push and start approved face East”
Start clearance will be provided once the aircraft is ready for pushback. Turbine aircraft will be
passed the Outside Air Temperature (OAT).
Pushback directions are at the discretion of the controller for all stands.
Simultaneous pushbacks are only to be given where there is a whole stand gap between two aircraft
and 2 stand gaps when the aircraft is B752 or bigger.
4.5 Taxiway Restrictions

4.5.1 Ground Movement
4.5.1.1 Taxiway Limits
Code E/F aircraft must only depart from Holding Points A1 and D1.
Code E aircraft are limited to:
- Taxiway E from E1 as far as Stand 2A
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- Taxiway M from M1 to M3
- Taxiway G between G1 and Stand 25
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4.5.1.2 Simultaneous Use of Lima and Mike Taxiways

Aircraft up to and including Code D are permitted to pass abeam each other on taxiway Lima and
taxiway Mike.
When a Code E aircraft is on taxiway Lima or taxiway Mike, the other taxiway (Mike or Lima) is
available for up to and including code C aircraft.
4.5.1.3 Simultaneous Use of Lima and Golf Taxiways

When a maximum Code C aircraft is stationary at L2, any aircraft up to maximum Code E is
permitted to pass behind on taxiway Golf. Aircraft pushing back from Stands 15A and 15B facing
north may be instructed to pull forward to L2, if necessary.
4.5.1.4 Taxiway Alpha Loops

At either end of Taxiway A, passing places (V and W loops) have been provided to allow aircraft to
hold and/or pass aircraft holding on the Taxiway Alpha. Aircraft may pass other aircraft at these
locations only when both aircraft concerned have a wingspan of less than 36m.
4.5.2 Non-Direct Taxi Instructions to Stand

Where a clear route and taxi instruction cannot be issued to take an aircraft to its stand, the phrase
“expect stand” should be used to inform aircraft of their parking positions.
Example: “ABC123, taxi to holding point A12, expect stand 8”
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Section 5 | AIR

“Edinburgh Tower” is responsible for the safe and expeditious use of the active runway and exit
taxiways. AIR is also responsible for giving information to aircraft on an instrument approach and
VFR remaining in the visual circuit and operating within the vicinity of the ATZ with visual reference
to the surface. AIR is also responsible for transferring departures to the relevant radar unit and
obtaining releases for non-standard operations or when otherwise required.
5.2 Circuit Procedures

The visual circuits operate to the north side of the airfield, not above an altitude of 2000ft on the
Edinburgh QNH or a height of 1900ft QFE.
The aircraft will contact GMC for start and taxi instructions. This will co-ordinated with the AIR
controller. AIR will pass departure clearance to the aircraft at the holding point.
Aircraft will be expected to depart from intersections Charlie or Bravo unless another holding point
has been requested. Aircraft remaining within the visual circuit should be instructed to squawk 7010
to assist in collision avoidance for TCAS equipped aircraft. Until advised otherwise it should be
assumed circuit aircraft will be making a touch and go. SVFR clearances are not normally given to
aircraft in the visual circuit because of the impact on other traffic, and any SVFR clearance is not to
be granted to fixed wing aircraft if the reported visibility at the airport is less than 1800m or the
reported cloud ceiling is less than 600ft.
5.3 Line Up Procedures

For all line up clearances issued from the holding point, the word “via” shall be used, except for
those issue to aircraft at the full length.
Example: “ABC123, via A1 line up runway 23”
5.3.1 Multiple Aircraft on the Runway.

Controllers need to be aware of the potential effects of jet blast when lining up multiple aircraft on
the runway. It is generally acceptable to line up two aircraft provided there is a gap of at least one
holding point between them. For example:
Runway 06 – A1 and B1
Runway 24 – C1 and D1
5.3.2 Full Length Holding Points

Runway 06 Runway 24
A1 D1
Note: Holding points not listed in the above are considered as ‘intersection departures’ for wake
turbulence purposes.
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5.4 Conditional Clearances

5.4.1 Runway Safeguarding Phraseology
The word “follow” must not be used in conditions in the runway holding area. Aircraft should not be
instructed to “follow” another one to prevent two aircraft lining up with only one of them having
clearance to do so.
Aircraft should not be told their number in the intended departure sequence. AIR may issue
approximate airborne times as either a time past the hour, or an approximate wait in minutes
5.4.2 Intersection Conditionals

Aircraft at an intersection may only be issued a conditional line up instruction behind the next
aircraft from full length. I.e. The aircraft should be able to perform the intended action behind the
next aircraft that passes them.
5.5 Stopping a Departure

Where possible, departures who are rolling at or over 80 knots ground speed should not be
instructed to cancel their take-off roll.
For aircraft below 80 knots ground speed, the following phraseology should be used:
Example: “ABC123, stop immediately I say again, stop immediately, acknowledge”
For aircraft who have not yet started their take-off roll:
Example: “ABC123, hold position, cancel take-off I say again, cancel take-off acknowledge”
5.6 Transfer of Control

5.6.1 Departures
Departures may only be transferred to the appropriate TC frequency once:
- All aerodrome conflictions have been resolved

- The aircraft has been seen to commence its initial turn onto track but preferably no later than
2000ft or 2.5nm.
If the departure time separation applied does not achieve the expected airborne separation, then
the AIR controller should co-ordinate with the INT controller to provide headings to establish
positive track separation.
5.6.2 Handoff Priority

Departure 1 2 3 4 5 6
GOSAM/TLA STC SCO_D SCO_WD SCO_S SCO INT
GRICE SCO_E SCO INT - - -
Note: All Scottish positions should be referred to “Scottish Control” when handing aircraft over to
the next controller.
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5.6.3 Aircraft on Approach

The transfer of communications of an aircraft from Edinburgh INT/FIN to AIR should occur no later
than 4nm from touchdown which is prior to the transfer of control. Anything later than 4nm, a
landing clearance will be co-ordinated with AIR.
5.7 Training Flights

Requests for IFR training must only be accepted if the training flight may be handled without
affecting or causing delays to normal flights and at the discretion of the Edinburgh radar controllers.
 When an IFR training flight is requested by the pilot, their clearance should be obtained by
the GMP/GMC controller from PH INT.
 Clearance will include initial altitude, departure instructions and SSR.
 All training flights are subject to the radar release from the INT controller, radar release
should be obtained by AIR controller before departure.
5.8 Landing Clearance

5.8.1 Runway Designator
The runway designator should be included in all landing clearances.
Example: “ABC123, runway 24 cleared to land surface wind 040 degrees 10 knots”
5.8.2 Cancelling an Approach Clearance

It is the responsibility of the AIR controller to issue landing clearances to all aircraft. If the controller
does not feel that an aircraft can conduct a safe approach a heading may be issued to that aircraft or
instruct the aircraft to “go around”.
5.9 Missed Approaches

Runway Missed Approach Procedure
06 Continuous climb straight ahead to 3000’ then as directed
24 Continuous climb straight ahead to 3000’ then as directed
Go Around Procedure
On becoming aware of, or after initiating a ‘go around’, the AIR controller is to:
1. Establish separation between the ‘go-around’ and all departing traffic, issuing tactical
headings ONLY if necessary;
2. Ensure separation is maintained and monitor aircraft visually. Co-ordination must be
effected with FIN in order to establish separation through use of headings if you are not
visual. After separation is assured, co-ordinate with FIN and the appropriate TC Outbound
Sector.
3. Pass details of the callsign, heading and all action taken above to FIN. FIN will issue a
frequency for the aircraft to contact and any revised heading and/or altitude.
4. After coordination with FIN, resume departures once the departure track is clear.
Note: Step 4; you should obtain a release from FIN for the next departure after a go-around.
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Section 6 | Low Level Procedures
6.1 Classification
The Edinburgh Control Zone is classified as Class D airspace from the surface up to 6000ft. Aircraft
are permitted to operate in VMC and IMC conditions under either VFR or SVFR as appropriate.
6.2 Squawk Codes

The following SSR codes have been allocated to Edinburgh Approach for local allocation.
Edinburgh APC – 0430/0437

Edinburgh Listening Code: 0440 – Note: Pilots should be aware that Edinburgh Approach may make
blind transmissions in order to ascertain a particular aircraft’s intentions/route. When a pilot ceases
to maintain a listening watch, code 0440 shall be deselected.
6.3 Visual Reference Points (VRPs)

For the benefit of pilots on VFR flights who prefer to determine their position by radio navigation
aids, rather than by visual pinpoints, suitably defined VRPs for Edinburgh are given below:
VRP VOR/VOR VOR/NDB VOR/DME Fix
Arthur's Seat Talla RDL 016° Talla RDL 016° St Abbs 276°/32 NM
555638N 0030942W Edinburgh EDN 118°
MAG
Bathgate Talla RDL 340° Talla RDL 340° Glasgow 088°/27 NM
555410N 0033825W Glasgow RDL 088° Edinburgh EDN 251°
MAG
Cobbinshaw Reservoir Talla RDL 341° Talla RDL 341° Talla 341°/19 NM
MAG
Dalkeith St Abbs RDL 270° Talla RDL 024° Talla 024°/26 NM
MAG
Forth Rd Bridge, Nth Twr Talla RDL 359° Perth PTH RDL 184° St Abbs 281°/41 NM
MAG
Hillend Ski Slope St Abbs RDL 270° St Abbs RDL 270° Talla 014°/24 NM
MAG
Hermiston (M8, J1) Talla RDL 005° Talla RDL 005° Talla RDL 005°/25.6 NM
MAG
Kelty St Abbs RDL 291° St Abbs RDL 291° Glasgow 068°/39 NM
MAG
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Kirkcaldy Harbour St Abbs RDL 293° St Abbs RDL 293° Glasgow 073°/46 NM
MAG
Kirkliston Talla RDL 359° Glasgow RDL 083° Glasgow 083°/36 NM
MAG
Kirknewton Talla RDL 357° Glasgow RDL 090° Glasgow 090°/35 NM
MAG
Longannet Power Station Talla RDL 344° Talla RDL 344° Talla RDL 344°/34.9 NM
MAG
Musselburgh Racecourse St Abbs RDL 277° Talla RDL 023° Talla 023°/29 NM
MAG
Penicuik Talla RDL 014° Glasgow RDL 095° Glasgow 095°/41 NM
MAG
Philpstoun (M9, J2) Talla RDL 352° Glasgow RDL 080° Glasgow 080°/32 NM
MAG
Polmont St Abbs RDL 278° Talla RDL 341° Glasgow 076°/27 NM
MAG
West Linton Talla RDL 002° St Abbs RDL 259° Talla 002°/15.2 NM
554510N 0032127W St Abbs RDL 259° Edinburgh EDN 192°
MAG
Aircraft shall normally enter and exit the Edinburgh CTR “not above altitude 2000ft” on the
Edinburgh QNH via either general “compass-point” directions or a published VRP. However, to
permit VFR flight in IMC conditions, an entry/exit lane system has been established (see 6.4.1
Entry/Exit Lanes).
Details of inbound VFR traffic may be passed to AIR and transfer of control and communication shall
take place when the pilot reports visual with the airfield.
SVFR inbounds will be retained by APC until such time as APC can safely integrate the aircraft into
the inbound stream, maintain standard separation, and when the aircraft has become number one
to land; in order to ensure that it cannot execute any manoeuvre which will erode the separation
against the aircraft ahead.
6.3.1 Penetration of ATZ

VFR fixed-wing aircraft may only penetrate the ATZ with the prior approval of Edinburgh AIR.
Edinburgh APC will coordinate a course of action with Edinburgh AIR that will facilitate the safe
passing of the aircraft through the ATZ. Any crossing overhead the airfield should be made at the
landing threshold of the runway in use.
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6.4 VFR Operations

6.4.1 Entry/Exit Lanes
To permit aircraft to operate to and from Edinburgh in IMC but not under, VFR entry/exit lanes have
been established for use under specific conditions:
1. Polmont Lane: A lane 3nm wide with centre-line on the M9 Motorway from abeam
Grangemouth eastwards, via the Polmont Roundabout, Linlithgow Loch and Philpstoun
to a point where joins the Edinburgh ATZ.
2. Kelty Lane: A lane 3nm wide with centre-line on the M90 Motorway Kelty southwards to
the M90 Junction 1B, then with centre-line on the A9000 across the Forth Road Bridge to
M90 Junction 1, then with centre-line on the M90 Motorway to a point where joins the
Edinburgh ATZ.
3. Use of the above lanes are subject to clearance from Edinburgh ATC irrespective of
weather conditions. Clearance must be obtained before entering the lane
4. Aircraft using these lanes must remain clear of cloud and in sight of the ground or water,
not above 2000ft on the Edinburgh QNH and with visibility of not less than 3km.
5. Aircraft using the lanes shall keep the centreline on its left unless otherwise instructed
by ATC. Where instructions differ, traffic information will be provided to aircraft
concerned.
6. Pilots remain responsible for ground clearance at all time.
6.5 Helicopter Operations

Helicopters wishing to operate in the Edinburgh CTR/CTA will be cleared on direct routings under
VFR (or, when requested at night in the Edinburgh Control Zone, on Special VFR clearance in
accordance with the procedures for Special VFR flights).
VFR helicopters may be only routed overhead with the prior approval of the AIR controller.
Once this approval from the AIR controller has been received, the pilots of helicopters will receive a
required VFR clearance across the airfield with an Edinburgh Squawk.
Note 1: There is no specific helicopter VRPs, so helicopters obtain entry through a published VRP then
are simply asked to report to the field.
Before the helicopter reaches the ATZ; PH INT is to coordinate the flight with the AIR controller and
confirm; direction of flight, contact frequency after crossing, current squawk. PH INT remains
responsible to pass necessary information for aircraft making IFR approaches until such crossing
traffic is transferred over to ADC.
The Edinburgh AIR controller will retain control of the transiting aircraft until clear of any conflicts,
once the controller is happy that there are no conflicts that may present, the AIR controller can then
transfer the aircraft back to PH INT for leaving clearance via a defined boundary.
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6.6 Helicopters Landing and Departing

Helicopters landing on runway 06/24 should normally be instructed to vacate at C1. When using
runway 06 for arrival, helicopters should be instructed to "land long" to vacate at C1. Edinburgh
Ground will then direct these to the appropriate parking area and advise on hover/taxiing
requirements.
6.6.1 Outbound Helicopters

Standard MATS Part 1 wake turbulence separation procedures must be applied between a
helicopter movement and the traffic which precedes it. All helicopter traffic must depart from the
active runway. Taxi requirements will be advised by Edinburgh Ground and departures may be
made from an intersection – although care should be taken when taxiing departures via C when
runway 06 is in use due to the potential for conflict with an arriving aircraft.
6.7 Microlight Operations

Clearances for Microlight aircraft to operate within the Edinburgh CTR/CTA may be issued under the
standard conditions for access to Class D Airspace under VFR. Microlight pilots should plan their
flights to remain 3nm from Runway 06/24 extended centreline.
6.7.1 Radio Failure Procedures

As detailed in AD 2-EGPH-12 Section 2.22
6.7.2 SVFR
Only one SVFR aircraft is permitted in the visual circuit at a time. The approach controller should
provide a 20NM range check to AIR on the next IFR arriving aircraft. When the IFR aircraft is
approximately 20 track miles from the airport the SVFR aircraft must be instructed to leave the
circuit or land to maintain standard separation between IFR and SVFR aircraft.
SVFR aircraft transiting the zone must route overhead the airfield and remain clear of the extended
centreline. SVFR aircraft are not permitted to fly inside of the Edinburgh CTR if the reported airport
visibility is less than 3km and the cloud ceiling is less than 1000 feet. If the SVFR aircraft is using one
of the entry/exit lanes then only one SVFR aircraft is permitted in the lane at one time.
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Section 7 | Approach Control & Approach Radar
7.1 General
7.1.1 Area of Responsibilities
Edinburgh Radar is responsible for the Edinburgh CTR & In the absence of Edinburgh Radar, Scottish
Control (or a Scottish Control position through top-down rules) is responsible for this airspace.
Edinburgh Radar shall provide approach control services to aircraft from the time and place which;
A. Arriving aircraft are released by Scottish TC until control is transferred to Aerodrome Control;
B. Aircraft approaching from outside controlled airspace place themselves under the control of
Approach Control until control is transferred to Aerodrome Control;
C. Overflying aircraft within the relevant controlled airspace.
Edinburgh Radar is to provide standard separation between Special VFR and IFR flights and between
Special VFR flights
Edinburgh Radar may consist of 2 radar positions that are responsible for:
Edinburgh Radar (PH INT)
 Provide an approach radar service to aircraft within 40NM of the ATZ below FL195
 The acceptance of releases and control of aircraft released by TC until control is released to PH
FIN or ADC
 The control of overflying aircraft within the Edinburgh CTR including transits within Edinburgh
CAS
 Coordination with ADC (AIR) for all except range checks, final approach spacing, low
approach/landing clearances and missed approaches.
 Coordination with other relevant ATSUs
 Provision of UK FIS (subject to workload) to aircraft operating within the AOR
 Issuing clearances to VFR/SVFR traffic entering the CTR and VFR entering the CTA.
Edinburgh Director (PH FIN)
FIN is opened with prior approval of the INT controller, usually under consideration of a high
workload.
 Radar vectoring and sequencing of traffic received from PH INT for ILS and visual approaches
 Provision of a Radar Service to non-airways departures
 Coordination of missed approaches and control such traffic unless specified by PH INT
 Coordination with ADC with respect to range checks, final approach spacing and low
approach/landing clearances.
7.1.2 Liaison with Aerodrome Control
PH APC shall supply the following information to Aerodrome Control:
 The type of approach for IFR aircraft if anything other than ILS, with a range check provided by
FIN at 10NM
 The anticipated delay to departing IFR flights together with the reason for the delay
 Information on VFR and SVFR aircraft intending to land or transit the Edinburgh ATZ
 Missed approach instructions when required
 Departure releases together with after departure instructions when required.
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Transfer of Arriving Aircraft
 IFR aircraft shall be transferred to AIR in the intended landing order

 VFR aircraft shall be transferred to AIR when visual with the airfield and only once co-ordinated
with AIR
 SVFR aircraft shall be transferred when visual with the airfield and any preceding aircraft and
only once co-ordinated with AIR.
Aerodrome Control (GMC) will request clearance from PH INT for all aircraft not departing on a SID.
AIR will request a release from PH INT when the aircraft is ready for departure and request release
for any subsequent SID departure.
Tower Check
Aerodrome Control is equipped with an ATM displaying both primary and secondary radar and
therefore it is only necessary for FIN to give a 10NM check to the AIR controller in respect of an
inbound aircraft for the following:
1) Non-transponding aircraft
2) Aircraft whose Squawk is not Code/Callsign converted
3) Training traffic which does not intend to land
4) Aircraft carrying out anything other than an ILS approach (type of approach must be given)
7.2 Procedures for IFR Traffic

7.2.1 Information to arriving aircraft
Edinburgh Radar will receive inbound releases from area control and pass instructions to aircraft
inbound to the holding stacks.
After an arriving aircraft has made its initial call to Approach Control, the following information shall
be passed as soon as practicable:
 Runway in use and the type of approach, if not already received from the ATIS
 Current ATIS weather code
 Any changes in the operational status of visual or non-visual aids essential for approach and
landing
 LVP in operation, if not already received from the ATIS
 Any delay to be expected.
INT will also confirm the aircraft type (including type variants) plus cleared level of all aircraft placed
under its control.
Subsequent Changes
Aircraft that have revived the information above must be kept informed of the following until they
have landed:
 Significant changes in the meteorological and runway conditions;

 Further reports from other pilots;
 Further changes in the operational status of approach and landing aids;
 Implementation or cancellation of LVPs.
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7.2.2 Inbound Routes

Inbound IFR aircraft to Edinburgh will be routed to one of two stacks, TARTN and STIRA, which are
the two designated holding patterns for PH INT. All STARs terminate at either TARTN or STIRA and
aircraft must hold at these waypoints unless instructed by ATC.
The STIRA stack should be co-ordinated with PF INT as this is a shared stack between Glasgow Radar
and Edinburgh Radar. Entries, descents and departures from the stack will all be co-ordinated with
PF INT.
7.2.3 Vectoring Restrictions for TARTN arrivals

To facilitate the climb through of Edinburgh departures above SID altitude by TALLA sector, the
following vectoring restriction applies to TARTN arrivals at altitudes above 6000ft, under the
control of Edinburgh approach:
 Runway 06 Traffic shall be vectored no further East than the holding pattern or the direct route
to TARTN. Traffic MUST cross a line 180degrees (M) from the UW at or below 6000ft to ensure
separation from traffic holding at LANAK, unless coordination has been effected with Glasgow
and/or TALLA.
 Runway 24 Traffic shall be vectored no further West than the holding pattern or the direct
route to TARTN
These restrictions DO NOT apply if direct routeings have been co-ordinated for individual flights
7.2.4 Holding and approach patterns

Stack Inbound RDL/Direction Minimum Level Maximum Level Speed Limit
TARTN 015°/L MSL FL140 230kts
STIRA 234°/R 5000ft FL140 230kts
7.2.5 Agreed Levels

The agreed level is the Minimum Stack Level (MSL). MSL shall be allocated to one aircraft only
(unless co-ordinated with approach) and subsequent arrivals shall be vertically separated on
transfer in accordance with the abbreviated release as per section 7.2.6 below (TALLA Sector must
assume that all traffic will enter the hold).
All arrivals excluding the aircraft descending to MSL (when as a singleton) are subject to an
abbreviated release message.
When traffic is not holding (has been either vectored off the hold or directly into the arrival
sequence without holding), Edinburgh INT will endeavour to be proactive in descending traffic
below MSL to facilitate subsequent arrivals.
To maintain a continuous arrival stream, traffic descending to, established in or entering the
appropriate hold at MSL and the next two levels above (i.e. MSL+1000ft and MSL+2000ft) shall be
transferred to INT.
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7.2.6 Inbound Release Procedures

7.2.6.1 Standard Release Procedure
All airways arrivals will be subject of an abbreviated Inbound Release as Scottish TC level separates
to both stacks and so will descend to the next available level. The standard release points are TARTN
and STIRA.
A standard inbound release will inform Edinburgh INT of the following;
 Callsign
 Release Point
 Cleared Flight Level
7.2.6.2 Full Release

A full release may be given for expedition. TC Scottish may use these when vectoring for 05, to
position aircraft on a left downwind. However, controllers do need to be aware of the “buffer zone”.
The following information will be added to a full release;
 Full Release
 Callsign
 Cleared Level
 Release Point
 Contact Point
 Other required information
7.2.6.3 Silent Handovers

TC may effect a Silent Handover of traffic to Edinburgh INT subject to outbound traffic provided they
are clean of all other traffic within or entering the ScTMA sectors. Where a potential conflict exists,
these must be resolved by TC or co-ordination effected before transfer of communication.
Edinburgh INT must provide separation against departures if inbound traffic is descended below
MSL.
Where these conditions cannot be met, a reduced radar handover is to be effected:
(Callsign, descending to (level), (heading), (speed restriction)
7.2.6.4 Transfer of Communication

If aircraft are to follow the complete STAR, they are to be transferred to PH INT in the correct level
order for each holding stack with sufficient time for a heading or holding instruction to be passed
before reaching the holding stack. If this is not possible, holding instructions should be passed and
coordination implemented between the relevant Scottish sector and PH INT. Aircraft may also be
transferred via coordination at early, non-standard release points to allow reduction of track
mileage in the approach stages.
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7.2.6.5 Transfer of Control

When the standing agreement conditions have been applied, traffic shall be transferred on a silent
handover. Transfer of control is co-incident with transfer of communications within 40NM of the
ATZ. INT will continue the flight in the same general direction and will not climb descending aircraft,
descend climbing aircraft or stop aircraft at an intermediate level while it is within the confines of
the offering sector unless prior co-ordination has taken place.
7.2.7 Expected Approach Times (EATs)

Expected Approach Times are to be issued for radar vectored approaches if the delay is more than
20 minutes. EATs are not normally passed if the expected delay is less than 20 minutes; instead, the
usual phrases used are “delay less than 10 minutes”, “delay 10 to 15 minutes” and “delay 15 to 20
minutes”.
7.2.8 Obstacle Clearance Limits

Please refer to the AIP (Approach Charts & Textual Data) for a description
7.2.8.1 Missed Approach Procedures

Runway 24
Climb straight ahead to 3000’ then continue as directed.
Runway 06
Climb straight ahead to 3000’ then continue as directed.
In the event of a Missed Approach
 AIR will alert APC of the missed approach

 AIR will hold departures and may issue tactical headings using the ATM if required to
ensure the separation of aircraft.
 PH FIN will relay a heading to give to the AIR controller and a frequency for the aircraft to
contact.
7.2.9 Standard Instrument Departures (SIDs)

Edinburgh Radar will handle departures in the absence of Terminal/Area control. Procedures are to
keep the aircraft on the SID track as these should not interfere with arriving aircraft. The aircraft will
be climbed to FL140 and instructed to monitor UNICOM.
7.2.10 Speed Limits

IFR aircraft must comply with all published speed limits unless told otherwise via RTF. During the
approach phase, radar controllers may apply speed control for sequencing/separation.
If required, radar controllers may apply 220kts during the intermediate approach phase until the
base leg, at which time 180kts should be used. To maintain spacing on final approach in periods of
high traffic workload, aircraft may be told to maintain speed 170kts until 5DME or 160kts until
4DME.
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7.3 Intermediate and Final Approach Procedures

7.3.1 Radar Manoeuvring Area (RMA)
Radar Manoeuvring Area (RMA) is the airspace that PH INT and PH FIN controllers can safely vector
aircraft in. The Edinburgh RMA is contained within the lateral part of the Edinburgh CTR. The PH
RMA has the same dimensions regardless of the runway being used.
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7.3.2 Continuous Descent Approach (CDA)

The aim of a continuous descent approach is to enable aircraft to make a continuous descent from
above transition altitude to the establishing point on the localiser with the minimum use of flaps or
other high-lift, high-drag devices. The use of a continuous descent, where level-offs do not occur
reduces fuel consumption and noise levels.
ATC Actions
INT will give a descent from above the transition altitude at the point at which they believe the
aircraft will be able to maintain a continuous 3° glide path at the terminating point of their descent.
The controller will pass the estimated track mileage to touchdown, allowing the pilot to select a
vertical speed which they believe will provide a continuous descent.
Range from Touchdown Information
The range from touchdown information should be passed:
 When issuing the first clearance to descend to an altitude;

 Upon first contact with FIN;
 If it is judged to help the pilot with their descent planning;
 When a previous estimate becomes invalid or inaccurate.
7.3.3 Intermediate Approach

Phraseology Requirement
Under normal conditions, PH INT handles the initial vectoring for Edinburgh, Dundee and Leuchars.
PH INT shall confirm the type of approach and runway and airport the aircraft will be landing at on
first contact. If the ATIS code is not reported by the pilot, the pilot should be informed of the active
ATIS letter. The aircraft type should also be confirmed if not given by the pilot on first contact. On a
full release from Scottish TMA, PH INT must confirm the above information.
Example: “ABC123, vectoring for an ILS approach, runway 24. (You are number # in traffic)”
7.3.4 Transfer of aircraft from INT to FIN

In a normal traffic situation, aircraft should be transferred to FIN as follows:
 Descending to altitude 4000ft

 On a base leg (for 06) or a short downwind (for 24).
In all cases, INT shall hand aircraft to FIN with separation ensured against all other known traffic.
Transfer of communication should take place as soon as possible (subject to these conditions) once
the aircraft in question has begun the descent as instructed by INT. Should the above conditions not
be possible, an alternative should be coordinated to ensure the handover can take place to allow
FIN adequate time to integrate the traffic into the final approach sequence.
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7.3.5 Speed Control

Speed control may be applied on a tactical basis to the extent determined by the Radar Controller.
Aircraft unable to conform to the speeds specified by the Radar Controller should inform the
controller immediately and state what speeds will be used. For aircraft which are unable to maintain
160kt, Edinburgh FIN will ascertain the final approach speed and inform PH AIR.
These procedures do not apply during SRA approaches.
Aircraft unable to comply with these speed restrictions should inform ATC and state the speeds they
are capable of flying.
1) During Intermediate approach, leaving the stack to the point at which a base leg is flown, 220kt
should be used.
2) On a base leg and closing heading, 180kt should be used. (If spacing decreases, aircraft can be
slowed to 160kt when on a closing heading for the ILS)
3) On final, 160kt until 4DME
i. Speed adjustments must not be requested or applied after the aircraft has passed 4
DME from touchdown
ii. The pilot is to be advised if/when speed control is no longer required
iii. The use of minimum safe approach speed is not permitted until the aircraft is
established on the localiser and this should be avoided whenever possible.
7.3.6 Final Approach Spacing

The minimum spacing of aircraft on final approach shall be 4NM. Larger gaps are required to allow
for departures. The following should be used as a guide:
 6NM – 1 departure
 8NM - 2 departures
Normal operations will therefore require gaps of 6NM between successive inbounds. Regular
coordination with AIR is required to increase or decrease separation on final approach is required to
maximise efficiency. A minimum of 15NM gap must be used ahead of and behind a known
emergency aircraft.
During the night, different spacing requirements are used. These are:
 Between 2230 local and 2330 local – 6NM or standard wake vortex
 Between 2330 local and 0600 local – 12NM
During LVPs a decreased landing rate will be used.
The final approach spacing between aircraft shall never be less than the prescribed wake turbulence
separation requirements. The pilot reporting that they can accept less than the required minima is
not an acceptable reason to reduce below these spacing requirements. Edinburgh Director (FIN) is
responsible for providing the required wake turbulence separation until 2NM from touch-down in
accordance with MATS Part 1 Section 1 Chapter 3.
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7.3.7 Non- Precision Approaches

Aircraft flying a non-precision approach will be vectored as usual then depending on the approach
type will be cleared for the procedure as per the relevant chart. QNH should be restated to the pilot
even if previously provided when descending to an altitude.
Example: “EZY113, cleared NDB/DME Approach runway 24, QNH XXXX”
A 10NM range check must be given to AIR. Once on final approach the aircraft will be transferred to
AIR.
7.3.8 Visual Approaches for IFR Traffic

Unless prior coordination has taken place with AIR, INT or FIN may clear aircraft for a visual
approach when the pilot reports visual with the airfield. Where coordination with AIR has taken
place, provided the aircraft has reported visual with the airfield and the position of traffic
permitting, aircraft may be cleared for a visual approach subject to the following limitations:
 Propeller driven aircraft whose MTWA does not exceed 5700kg will not join the final approach
below 1000ft AGL
 All visual approaches from the south to Runway 24 by aircraft with an MTWA in excess of 5700kg
are to be made from a position not less than 7NM DME on the extended centreline. Aircraft are
not to descend below 2000ft QNH until after crossing the Firth of Forth coastline northbound.
 All visual approaches from the north to Runway 24 by aircraft with an MTWA in excess of 5700kg
are to be made from a position not less than 4NM DME on the extended centreline.
 Aircraft approaching runway 06 are to join the extended runway centreline not below 1500ft agl.
Between the hours of 2230 and 0630 local, when the ILS is serviceable (or localiser and DME), visual
approaches by inbound IFR flights are not to be approved. Aircraft in an emergency are exempt from
this restriction
When clearing an aircraft for a visual approach, if necessary, the pilot may be given a level
restriction to keep the aircraft within CAS. Recommended wake turbulence spacing shall be passed if
the pilot is visually positioning behind another aircraft and wake turbulence spacing is required.
39
16 July 2020
7.4 Approach Radar Control

7.4.1 Radar Separation Minima
The minimum radar separation to be applied by FIN or INT is 3nm
7.4.2 Terrain Clearance

Please refer to AIP Textual Data.
7.4.3 Squawk Codes

Edinburgh
When identifying an aircraft for providing a radar service or for the benefit of adjacent units, aircraft
shall be given a local squawk code between the ranges of 0430-0437. Aircraft listening on frequency
121.200MHz shall wear the squawk 0440 (mode C if possible).
Leuchars
When identifying an aircraft for providing a radar service or for the benefit of adjacent units, aircraft
shall be given a local squawk code between the ranges of 7403-7427. The conspicuity squawk for
Leuchars is 7402.
Dundee
The conspicuity squawk for Dundee is 7374 (IFR Procedural Approach) or 7376 (VFR Conspicuity).
Both codes are to be considered as unvalidated and associated Mode C unverified.
Scottish Information
When identifying an aircraft for providing a service or for the benefit of adjacent units, aircraft shall
be given a squawk code of 7401 Mode C.
40
16 July 2020
Section 8 | Emergencies
8.1 ATC Actions

8.1.1 General
Due to the varied nature of emergencies it is not possible to be specific for every occurrence that
may be encountered. The following procedures are intended as guidelines. Edinburgh ATC is to
employ the most suitable method of handling emergency aircraft according to the circumstances.
MATS Part 1 contains further information on the handling of emergency situations.
There are two classes of emergency messages:
1) Distress A condition of being threatened by serious and/or imminent danger and of

requiring immediate assistance.
2) Urgency A condition concerning the safety of an aircraft or other vehicle, or of some person
on board or within sight, but which does not require immediate assistance.
The message will be prefixed:
MAYDAY MAYDAY MAYDAY (for distress messages)
or
PAN PAN, PAN PAN, PAN PAN (for urgency messages)
Flight crew may be reluctant to use the standard prefixes to inform air traffic control initially. It is
likely that the declaration of an emergency will occur after a period of diagnosis.
If the flight crew has given specific items of information which is normal associated with an
emergency message but has not prefixed the message with “MAYDAY” or “PAN”, the controller is to
ask the pilot if he wishes to declare an emergency. If the pilot declines to do so, the controller may, if
he finds it appropriate, carry out the necessary actions as if the pilot had declared an emergency.
The terms ‘fuel emergency’ and ‘medical emergency’ have no status in the UK and controllers are not
required to give priority to aircraft with reported shortage of fuel or medical problem unless an
emergency is declared.
8.2 The ASSIST Principle

This principle provides the correct actions when dealing with emergency traffic.
A – Acknowledge Understand and acknowledge the situation.
S – Separate Establish/maintain separation.
S – Silence Consider imposing RTF silence, runway sterilisation and holds.
I – Inform Inform adjacent ATC units.
S – Support Give maximum support to the crew. (Options, position etc.)
T – Time Allow pilots sufficient time to work on their problem.
41
16 July 2020
8.3 AIR Specific

Based on the type of emergency, the controller can decide to sterilise the runway. Once initial
actions have been completed, AIR must co-ordinate with appropriate units to confirm type of
emergency (if necessary) and runway availability.
ADC will inform INT of the estimated runway opening time whenever possible.
When emergency traffic is returning to Edinburgh for landing on a runway not promulgated as the
runway in use, the AIR controller will stop all departures when the emergency is 20NM from
touchdown.
8.4 FIN/INT Specific

A minimum of 15NM spacing shall be applied ahead of and behind known emergency traffic, INT
must also inform TC and if necessary, AC to co-ordinate estimated delays, en-route holding and
diversions.
42

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VATSIM UK

EDINBURGH vMATS - REVISION 2020/08

Distribution and Scope

Edition Amendments Pages affected Amendment Date

2020/08 Updated format All 3rd July 2020

2.1.5 Fifth Publication All 05 August 2015

2.1.3 Fourth Publication All 03 April 2015

2.1.2 Third Publication All 03 April 2015

2.1 Second Publication All 02 April 2015

2.0 First Publication All 14 December 2014

1.0 Unreleased Version N/A Unknown

5.8.2 Cancelling an Approach Clearance 26

7.3.3 Intermediate Approach 37

Section 1 | General Operating Instructions

1.1 Altimeter setting procedures

1.1.2 Arriving/Transit Aircraft

1.1.3 QFE Threshold

1.1.4 Transition Altitude

1.1.5 Transition Levels and Minimum Stack Levels

Glasgow QNH Transition Level Minimum Stack Level (MSL)

1049-1032 FL65 FL70

1031 - 1014 FL70 FL70

1013-995 FL75 FL80

994-977 FL80 FL80

976-959 FL85 FL90

958-940 FL90 FL90

1.1.6 Altimeter Setting Regions

1.2 All Weather Operations

 The IRVR or Metrological Visibility is 600m or less

1.2.1.2 Safeguarding Procedures

1.2.1.3 Instrumented Runway Visual Range (IRVR)

1.2.1.4 CAT II/III Holding Points

• The Edinburgh Surface Movement Radar (SMR) is serviceable

1.2.1.5 Arrival Separation

1.2.1.6 Arriving Aircraft

1.2.2 Meteorological Information

1.3 Description of Airfield

Aerodrome Reference Point (ARP) Lat: 555700N Long: 0032221W

Elevation 136ft AMSL

Magnetic Variation/Annual Change 1.95°W (2019) / 0.17° E

Transition Altitude 6000ft

Safety Altitude 2700ft (N)

1.3.2 ATC Communication Facilities

Edinburgh Delivery EGPH_DEL GMP 121.975*

Edinburgh Ground EGPH_GND GMC 121.750*

Edinburgh Tower EGPH_TWR AIR 118.700*

Edinburgh Radar EGPH_APP INT 121.200*

Edinburgh Director EGPH_F_APP FIN 128.975*

1.3.3 Radio Navigation and Landing Aids

ILS 06 IVG 108.900 MHz 3° GP

ILS 24 ITH 108.900 MHz 3° GP

1.4 Use of Runways

1.4.2 Selection of Runway in Use

1.4.3 Minimum Runway Occupancy Time

1.4.4 Runway Vacation

Runway Exit Used Clearance Limit Via

B1* A12 Taxiways B & A

C1* As instructed by ATC (Normally A15 or A16) Taxiways C & A

D1 A18 Taxiways D & A

1.4.5 Land After Procedures

 it is during daylight hours;

1.5 Use of ATM

1.6 Noise Abatement Procedures

Section 2 | Local Separation Standards IFR/SVFR