Except as provided for in 3.4.7.2, a pilot in doubt as to the position of the aircraft with respect to the manoeuvring area shall immediately:

1. stop the aircraft; and

2. simultaneously notify the appropriate ATS unit of the circumstances (including the last known position).

In those situations where a pilot is in doubt as to the position of the aircraft with respect to the manoeuvring area, but recognizes that the aircraft is on a runway, the pilot shall immediately:

1. notify the appropriate ATS unit of the circumstances (including the last known position);

2. if able to locate a nearby suitable taxiway, vacate the runway as expeditiously as possible, unless otherwise instructed by the ATS unit; and then,

3. stop the aircraft.

A vehicle driver in doubt as to the position of the vehicle with respect to the manoeuvring area shall immediately:

1. notify the appropriate ATS unit of the circumstances (including the last known position);

2. simultaneously, unless otherwise instructed by the ATS unit, vacate the landing area, taxiway, or other part of the manoeuvring area, to a safe distance as expeditiously as possible; and then

3. stop the vehicle.

In the event the aerodrome controller becomes aware of an aircraft or vehicle that is lost or uncertain of its position on the manoeuvring area, appropriate action shall be taken immediately to safeguard operations and assist the aircraft or vehicle concerned to determine its position.

Approach Control will provide standard separation to IFR flights from the time or place at which:

1. Inbound aircraft are released by the ACC or Zone Control until they are transferred to Aerodrome Control; and

2. outbound aircraft are taken over from Aerodrome Control until they are handed over to the ACC or Zone Control;

3. aircraft inbound from the FIR come under its jurisdiction within the Controlled Airspace until they are transferred to Aerodrome Control.

Approach Control will provide air traffic services between aircraft under its jurisdiction from the time and place at which:

1. Arriving aircraft are released by the ACC until they are transferred to Aerodrome Control;

2. arriving aircraft first place themselves under Approach Control until they are transferred to Aerodrome Control;

3. departing aircraft are taken over from Aerodrome Control until they are transferred to the ACC, or they state that they no longer wish to be controlled or they are more than 10 minutes flying time away from the aerodrome, whichever is the sooner;

4. transit aircraft first place themselves under the control of Approach Control until they are clear of the approach pattern or state they no longer wish to be controlled.

As soon as practicable after pilots have made contact with Approach Control they will be given:

1. Runway-in-use;

2. Current meteorological information which will include:

   1. Surface wind direction (in degrees magnetic) and speed;

   2. visibility;

   3. present weather;

   4. significant cloud amount and height of base;

   5. QFE or QNH (with height of aerodrome);

   6. any other relevant information (gusts, icing, etc);

   7. Runway Visual Range

      This information may be reduced to items (i) and (v) when aircraft are below cloud, flying in VMC and able to continue in VMC to the landing, or at busy aerodromes within Control Zones when visibility and cloud base permit approaches under VFR.

3. Current runway surface conditions where appropriate;

4. any changes in the operational status of visual and non-visual aids essential for approach and landing.

Holding will normally be carried out in accordance with the procedures set out on IAC. Certain procedures are mandatory and are notified for the purpose of Rule 34(3) of the Rules of the Air Regulations 2007. If none have been published, or if a pilot does not know them, Approach Control should be advised and full instructions will then be given.

If for any reason a pilot is unable to comply with any particular holding instruction he should advise Approach Control and ask permission to follow an alternative procedure. Permission will normally be given if traffic conditions permit.

A pilot will be given a time at which to leave the holding point and commence his approach. This will be given sufficiently in advance for him to arrange his flight so as to arrive at the holding point at the time specified.

An aircraft approaching an aerodrome under VFR where an Approach Control Service is available should make initial RTF contact when 15 nm or five minutes flying time from the Aerodrome Traffic Zone boundary, whichever is the greater. If the aircraft is not equipped with the Approach frequency, communication on the Aerodrome Control frequency will be acceptable. As well as landing information, ATC will pass information on pertinent known traffic to assist pilots of VFR flights to maintain separation from both IFR and other VFR flights.

If radar sequencing of IFR flights is in progress, ATC will provide VFR flights with information to enable them to fit into the landing sequence.

Pilots will be expected to be conversant with the correct notified Instrument Approach Procedures detailed in published charts, but on request, in exceptional circumstances, Approach Control will supply the following information

1. The aid concerned, aircraft category and Final Approach Track;

2. arrival level;

3. type of reversal manoeuvre, including outbound track, length in time or distance, level instructions, and direction of procedure turn where applicable;

4. intermediate and final approach tracks and fixes, and step down fixes (where applicable), with level instructions;

5. Obstacle Clearance Height;

6. Missed Approach Point and Missed Approach Procedure.

A pilot finding that he can see the ground before he has completed the approach procedure must, nevertheless, carry out the entire procedure, unless he specifically requests and ATC gives permission for him to complete his approach visually. This permission will only be given when:

1. The pilot can maintain visual reference to the surface; and

2. the reported cloud ceiling is not below the initial approach level or the pilot reports that visibility will permit a visual approach and he is reasonably confident that a landing can be accomplished.

   ATC will continue to provide IFR separation from other aircraft.

Providing that it is not at night or in Class A Airspace, a pilot is entitled to ask ATC to cancel his IFR plan during his approach to land providing that he can continue in uninterrupted VMC. In this case, he must accept responsibility for maintaining his own separation from other aircraft.

An arriving aircraft may be cleared, by day only, to descend remaining in VMC and maintaining own separation if reports indicate that this is possible. Essential traffic information will be given.

In order that the maximum use may be made of aerodromes for the purpose of landing and taking-off, it is essential that pilots accurately report their positions in the circuit.

Standard Overhead Join

Position reports are to be made as follows:

1. Downwind - Aircraft are to report 'Downwind' when abeam the upwind end of the runway. Aircraft report ‘Late downwind’ if they are on downwind leg, have been unable to report ‘Downwind’ and have passed abeam the downwind end of the runway.

2. Base Leg - Aircraft are to 'Report Base', if requested by ATC, immediately on completion of the turn on to base leg.

3. Final - Aircraft are to report 'Final' after the completion of the turn on to final approach and when at a range of not more than 4 nm from the approach end of the runway.

4. Long Final - Aircraft flying a final approach of a greater length than 4 nm are to report 'Long Final' when beyond that range, and 'Final' when a range of 4 nm is reached. Aircraft flying a straight-in approach are to report 'Long Final' at 8 nm from the approach end of the runway, and 'Final' when a range of 4 nm is reached.

   At grass aerodromes, the area to be used for landing should be regarded as the runway for the purposes of position reporting.

   Pilots are reminded that, when operating in the vicinity of aerodromes and not in receipt of Air Traffic Control instructions to the contrary, SERA.3225 (Operation on and in the Vicinity of an Aerodrome) applies, and that an aircraft operated on or in the vicinity of an aerodrome shall:

   1. observe other aerodrome traffic for the purpose of avoiding collision;

   2. conform with or avoid the pattern of traffic formed by other aircraft in operation;

   3. except for balloons, make all turns to the left, when approaching for a landing and after taking off, unless otherwise indicated, or instructed by ATC;

   4. except for balloons, land and take off into the wind unless safety, the runway configuration, or air traffic considerations determine that a different direction is preferable, and they should 'conform to the pattern of traffic formed by other aircraft intending to land at that aerodrome'.
      Flights contemplating carrying out a straight in approach should bear in mind that, on many occasions, this method of joining will may not permit compliance with this Rule.

Subject to the conditions in paragraph 3.7.6.3, clearance for an IFR flight to execute a visual approach may be requested by a flight crew or initiated by the controller. In the latter case, the concurrence of the flight crew shall be required.

Controllers will exercise caution in initiating a visual approach when there is reason to believe that the flight crew concerned is not familiar with the aerodrome and its surrounding terrain. Controllers will also take into consideration the prevailing traffic and meteorological conditions when initiating visual approaches.

An IFR flight may be cleared to execute a visual approach provided the pilot can maintain visual reference to the terrain and:

1. the reported ceiling is at or above the approved initial approach level for the aircraft so cleared; or

2. the pilot reports at the initial approach level or at any time during the instrument approach procedure that the meteorological conditions are such that with reasonable assurance a visual approach and landing can be completed.

Separation shall be provided between an aircraft cleared to execute a visual approach and other arriving and departing aircraft.

For successive visual approaches, separation will be maintained by the controller until the pilot of a succeeding aircraft reports having the preceding aircraft in sight. The aircraft will then be instructed to follow and maintain own separation from the preceding aircraft. When both aircraft are of a heavy wake turbulence category, or the preceding aircraft is of a heavier wake turbulence category than the following, and the distance between the aircraft is less than the appropriate wake turbulence minimum, the controller will issue a caution of possible wake turbulence. The pilot-in-command of the aircraft concerned shall be responsible for ensuring that the spacing from a preceding aircraft of a heavier wake turbulence category is acceptable. If it is determined that additional spacing is required, the flight crew shall inform the ATC unit accordingly, stating their requirements.

Transfer of communications to the aerodrome controller will be effected at such a point or time that information on essential local traffic, if applicable, and clearance to land or alternative instructions can be issued to the aircraft in a timely manner.

The runway-in-use is selected by Aerodrome Control as the best for general purposes. If it is unsuitable for a particular operation, the pilot can obtain permission from ATC to use another but must accept that he may thereby incur a delay.

A pilot receiving the ATC instruction 'cleared for immediate take-off' is required to act as follows:

1. If waiting clear of the runway, taxi immediately on to it and begin his take-off run without stopping his aircraft;

2. if already lined up on the runway, take-off without delay;

3. if unable to comply with the instruction, inform ATC immediately

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:

1. The runway is long enough;

2. it is during daylight hours;

3. the second aircraft will be able to see the first aircraft clearly and continuously until it is clear of the runway;

4. the second aircraft has been warned.

   ATC will provide this warning by issuing the second aircraft with the instruction 'land after ....... (first aircraft type)' in place of the usual instruction 'Cleared to land'. Responsibility for ensuring adequate separation between the two aircraft rests with the pilot of the second aircraft.

Special landing procedures may be in force at London Gatwick (except for Runway 08L/26R) and London Stansted (Land after Departure only) in conditions shown hereunder, when the use will be as follows:

1. When the runway-in-use is temporarily occupied by other traffic, landing clearance will be issued to an arriving aircraft provided that at the time the aircraft crosses the threshold of the runway-in-use the following separation distances will exist:

   London Gatwick

   1. Landing following landing - The preceding landing aircraft will be clear of the runway-in-use or will be at least 2500 m from the threshold of the runway-in-use.

   2. Landing following departure - The departing aircraft will be airborne and at least 2000 m from the threshold of the runway-in-use, or if not airborne, will be at least 2500 m from the threshold of the runway-in-use

      London Stansted

      Landing following departure - The departing aircraft will be airborne and at least 2000 m from the threshold of the runway-inuse, or if not airborne, will be at least 2500 m from the threshold of the runway-in-use.

2. Reduced separation distances as follows will be used where both the preceding and succeeding landing aircraft or both the landing and departing aircraft are propeller driven and have a maximum total weight authorised not exceeding 5700 kg:

   London Gatwick

   1. Landing following landing - The preceding aircraft will be clear of the runway-in-use or will be at least 1500 m from the threshold of the runway-in-use.

   2. Landing following departure - The departing aircraft will be airborne or will be at least 1500 m from the threshold of the runway-in-use.

      London Stansted

      Landing following departure - The departing aircraft will be airborne and at least 1500 m from the landing threshold, or if not airborne, will be at least 1500 m from the landing threshold.

      The reduced distances do not apply to those jets which are 5700 kg MTWA or less.

3. Conditions of Use. The procedures will be used by DAY only under the following conditions:

   London Stansted

   1. When the reported meteorological conditions are equal to or better than a visibility of 6 km and a cloud ceiling of 1000 ft and the Air Controller is satisfied that the pilot of the next arriving aircraft will be able to observe continuously the relevant traffic.

   2. When both the preceding and succeeding aircraft are being operated in the normal manner. (Pilots are responsible for notifying ATC if they are operating their aircraft in other than the normal manner; eg final approach speed greater than 160 kt).

   3. When the runway is dry and free of all precipitants such that there is no evidence that the braking action may be adversely affected.

   4. When the Air Controller is able to assess the separation either visually or by means of Aerodrome Traffic Monitor.

      London Gatwick

      1. When 26L/08R is in use;

      2. When the controller is satisfied that the pilot of the next arriving aircraft will be able to observe the relevant traffic clearly and continuously;

      3. When the pilot of the following aircraft is warned;

      4. When there is no evidence that the braking action may be adversely affected;

      5. When the controller is able to assess separation visually or by radar derived information.

4. When issuing a landing clearance following the application of these procedures ATC will issue the second aircraft with the following instructions:

   London Gatwick

   ....... (call sign) ....... after the landing/departing ....... (Aircraft Type) cleared to land Runway ....... (Designator).

   London Stansted

   ....... (call sign) ....... after the departing ....... (Aircraft Type) cleared to land Runway ........ (Designator).

For aircraft on the ground being provided with an aerodrome control service, the initial call to the aerodrome control tower shall contain:

1. Callsign;

2. Position; and

3. Any additional elements, as required by the appropriate ATS authority and notified in the relevant AIP AD section.

Pilots should make arrangements to obtain time checks from sources other than ATC.

Pilots of aircraft flying Instrument Departures (including those outside controlled airspace) shall include the following information on initial contact with the first en-route ATS Unit:

1. Callsign;

2. SID or Standard Departure Route Designator (where appropriate);

3. Current or passing level; PLUS

4. Initial climb level (ie the first level at which the aircraft will level off unless otherwise cleared. For example, on a Standard Instrument Departure that involves a stepped climb profile, the initial climb level will be the first level specified in the profile).

Unless otherwise instructed or where paragraph 3.12.2.1 applies, when changing communication channel to an ATC unit (including changes within the same ATS unit), the initial call on the new frequency shall include aircraft identification and level only.

When making such an initial call and the aircraft is in level flight but cleared to another level, the call shall include the aircraft identification followed by the current level and the cleared level.

When making such an initial call and the aircraft is not in level flight, the call shall include the aircraft identification followed by the cleared level only.

When making such an initial call and the aircraft has been assigned a speed, this information shall also be included.