UK AIP (15 Mar 07) ENR 1-6-1-1 · PDF file3.4 Limitations of Service 3.4.1 Outside Controlled...

1 General

1.1 The UK generally subscribes to the procedures for the use of radar in ATS which are given in ICAO Doc 4444 Part X withthe important difference that the radar service provided outside Controlled Airspace will be either an advisory service or an informationservice as described below. In addition, in order to clarify the exact arrangements in use within each type of Airspace in the UK FIR,the UK has found it necessary to amplify certain of the ICAO statements.

2 Types of Radar Service

2.1 ICAO References.Doc 4444, Part VI, paras 8 and 11.

2.2 The provision of Radar Control, Radar Advisory and Radar Information Services is dependent upon specific types ofairspace. Details of the services provided are stated in the table below.

Table (see also maps at ENR 6-1-6-1/2 and ENR 6-3-2-1/2).

3 Radar Service Outside Controlled Airspace

3.1 Radar Advisory Service (RAS)

3.1.1 RAS is an air traffic radar service in which the controller will provide advice necessary to maintain prescribed separationbetween aircraft participating in the advisory service, and in which he will pass to the pilot the bearing, distance, and, if known, level ofconflicting non-participating traffic, together with advice on action necessary to resolve the confliction. Where time does not permit thisprocedure to be adopted, the controller will pass advice on avoiding action followed by information on the conflicting traffic. Under aRAS, the following conditions apply:

(a) The service will only be provided to flights under IFR irrespective of meteorological conditions;

(b) controllers will expect the pilot to accept vectors or level allocations which may require flight in IMC. Pilots not qualified tofly in IMC should accept a RAS only where compliance with ATC advice permits the flight to be continued in VMC;

(c) there is no legal requirement for a pilot flying outside Controlled Airspace to comply with instructions because of the advisorynature of the service. However, a pilot who chooses not to comply with advisory avoiding action must inform the controller.The pilot will then become responsible for initiating any avoiding action that may subsequently prove necessary;

(continued on ENR 1-6-1-2)

UK AIP (15 Mar 07) ENR 1-6-1-1

Civil Aviation Authority AMDT AIRAC 3/07

ENR 1.6 — RADAR SERVICES AND PROCEDURES

ENR 1.6.1 — USE OF RADAR IN AIR TRAFFIC SERVICES

Type of Airspace Type of Service ATC action with regard to Unknown Aircraft that may be in UnsafeProximity to the Aircraft in Receipt of an Air Traffic Service

Class A, C and D Airspace.

Class E Airspace, ControlledAirspace in which VFR flight withoutATC clearance is permitted.

Radar ControlService

If radar derived, or other information, indicates that the unknown aircraftis lost, has experienced radio failure or is making an unauthorisedpenetration of the airspace - avoiding action shall be given and trafficinformation shall be passed.

Pass traffic information unless the controller's primary function ofsequencing and separating IFR flights is likely to be compromised.

Avoiding action will be given at the request of pilots but to limits decidedby the radar controller or if information has been received whichindicates that a radar echo may be a particular aircraft that is lost orexperiencing radio failure.

Class F Advisory Routes. Radar AdvisoryService

Traffic information will be passed followed by advice on avoiding action.

Class G Airspaceand

Temporary Reserved Areas and allother airspace.

Radar AdvisoryService

orRadar Information

Service

Traffic information will be passed followed by advice on avoiding action.or

Traffic information will be passed but no avoiding action is to be given.The pilot is responsible for his own separation.

3.1 Radar Advisory Service (RAS) (cont)

(d) the pilot must advise the controller before changing heading or level;

(e) the avoiding action instructions which a controller may pass to resolve a confliction with non-participating traffic will, wherepossible, be aimed at achieving separation which is not less than 5 nm or 3000 ft, except when specified otherwise by theregulating authority. However, it is recognised that in the event of the sudden appearance of unknown traffic, and whenunknown aircraft make unpredictable changes in flight path, it is not always possible to achieve these minima;

(f) information on conflicting traffic will be passed until the confliction is resolved;

(g) the pilot remains responsible for terrain clearance, although ATSUs providing a RAS will set a level or levels below which aRAS will be refused or terminated.

3.2 Radar Information Service (RIS)

3.2.1 RIS is an air traffic radar service in which the controller will inform the pilot of the bearing, distance, and, if known, the levelof the conflicting traffic. No avoiding action will be offered. The pilot is wholly responsible for maintaining separation from otheraircraft whether or not the controller has passed traffic information. Under a RIS, the following conditions apply:

(a) The service may be requested under any flight rules or meteorological conditions;

(b) the controller will only update details of conflicting traffic, after the initial warning, at the pilot's request or if the controllerconsiders that the conflicting traffic continues to constitute a definite hazard;

(c) the controller may provide radar vectors for the purpose of tactical planning or at the request of the pilot. However, vectorswill not be provided to maintain separation from other aircraft, which remains the responsibility of the pilot. There is norequirement for a pilot to accept vectors;

(d) the pilot must advise the controller before changing level, level band or route;

(e) RIS may be offered when the provision of RAS is impracticable;

(f) requests for a RIS to be changed to a RAS will be accepted subject to the controller's workload; prescribed separation willbe applied as soon as practicable. If a RAS cannot be provided the controller will continue to offer a RIS;

(g) for manoeuvring flights which involve frequent changes of heading or flight level, RIS may be requested by the pilot oroffered by the controller. Information on conflicting traffic will be passed with reference to cardinal points. The pilot mustindicate the level band within which he wishes to operate and is responsible for selecting the manoeuvring area, but mayrequest the controller’s assistance in finding a suitable location. The controller may suggest re-positioning on his owninitiative, but the pilot is not bound to comply;

(h) the pilot remains responsible for terrain clearance. ATSUs providing a RIS will set a level or levels below which vectors willnot be provided, except when specified otherwise by the regulating authority.

3.3 Establishing a Service

3.3.1 In order to establish a radar service the pilot and controller must reach an 'accord'. When requesting a radar service thepilot must state the flight rules under which he is operating and whether he requires a RAS or RIS. If the controller is able to offer aservice he will attempt to identify the aircraft. When he is satisfied that he has positively identified the aircraft, the controller will confirmthe type of service he is about to provide, and the pilot must give a read-back of the service. The identification procedure does notimply that a radar service is being provided and the pilot must not assume that he is in receipt of a RAS or a RIS until thecontroller makes a positive statement to that effect. If a controller is unable to provide a service he will inform the pilot.

3.3.2 Should the pilot fail to specify the type of service required, the controller will ask the pilot which service he requires beforeendeavouring to provide any service.

3.3.3 London Control - Requests for RAS or RIS

3.3.3.1 In order to avoid excessive RTF conversations on the frequencies used by 'London Control', pilots who intend to requestsuch a service from 'London Control' are to make their initial request on the FIS frequency ('London Information') appropriate to theirgeographical position. The FIS controller will co-ordinate with the appropriate Radar Sector and subsequently inform the pilot whetheror not a RAS or RIS can be provided and, if so, on what frequency.

3.3.3.2 Pilots should note that no RAS or RIS will be available on any London Control Frequency below FL 70. In any case aserviceable transponder will be a pre-requisite for either service.

ENR 1-6-1-2 (15 Mar 07) UK AIP

AMDT 3/07 Civil Aviation Authority



3.4 Limitations of Service

3.4.1 Outside Controlled Airspace any radar service may be limited. If a radar controller considers that he cannot maintain a fullradar service he will warn the pilot of the nature of the limitations that may affect the service being provided. Thereafter, the pilot isexpected to take the stated limitation into account in his general airmanship. In particular, warning of the limitation will be given to thepilot in the following circumstances:

(a) When the aircraft is close to lateral or vertical limits of solid radar cover;

(b) when the aircraft is close to areas of permanent echoes or weather returns;

(c) when the aircraft is operating in areas of high traffic density;

(d) when the controller considers that the performance of his radar is suspect;

(e) when the controller is providing service using SSR data only.

3.4.2 When a RAS or RIS is provided by an Approach Control Unit it is normally limited to a range of 40 nm from the aerodrome.

4 Radar Vectoring — Controlled Airspace

4.1 At certain aerodromes where the associated Controlled Airspace does not encompass the Surveillance Minimum AltitudeArea (SMAA), aircraft may be vectored outside the notified airspace for approaches to certain runways. The aerodromes and runwaysto which this procedure may apply are listed below:

Note: Whilst the aircraft is outside Controlled Airspace a Radar Advisory Service will be provided.

5 Radar Vectoring for ILS Approach

5.1 ICAO ReferenceDoc 4444, Chapter 8, paragraph 8.9.4.

5.2 Aircraft being positioned for final approach will be given a heading to close with the localizer at a range of at least 5 nm fromthe runway threshold and at a level below the glide path. The pilot will be told to complete the turn on and to report established on ILS,but at this point if he requests it, ATC will give another vector to bring the aircraft on to the localizer. If the pilot wishes to lock himselfon to the localizer, he must ask permission from ATC when there is still time for the action to take place without crossing the localizer.

5.3 On occasions in order to maintain the correct spacing between aircraft, ATC will deliberately vector the aircraft through thelocalizer for approach from the other side. Pilots will be warned when this manoeuvre is being given.

UK AIP (14 Feb 08) ENR 1-6-1-3

Civil Aviation Authority AMDT 2/08



Aerodromes Runways Aerodromes Runways

Bournemouth 08

Durham Tees Valley 05

Edinburgh 30

Leeds Bradford 14

London/City 28

6 Terrain Clearance

6.1 ICAO ReferenceDoc 4444, Chapter 8, paragraphs 8.6.5.2 and 8.6.5.3.

6.2 Controllers will ensure that levels assigned to IFR flights when in receipt of a Radar Control Service and to flights in receiptof a RAS will provide at least the minimum terrain clearances given below:

6.2.1 Within 30 nm of the radar antenna but excluding the Final and Intermediate Approach Area:1000 ft above any fixed obstacle which is closer than 5 nm to the aircraft or which is situated within the area 15 nm ahead of and 20degrees either side of the aircraft's track. These distances may be reduced to 3 nm and 10 nm respectively where official CAAapproval has been promulgated. Levels assigned to aircraft during initial approach will also provide this terrain clearance.

6.2.2 Outside 30 nm from the Radar Antenna, for flights on Airways or Advisory Routes, 1000 ft above any fixed obstacle within15 nm of the centre-line; otherwise 1000 ft above any fixed obstacle within 30 nm of the aircraft.

6.2.3 Radar Controllers have no responsibility for the terrain clearance of, and will not assign levels to, aircraft in receipt of a RISor aircraft operating Special VFR or VFR which accept radar vectors.

Note 1: In sections of Airways where the base is defined as a Flight Level, the lowest usable level normally provides not less than1500 ft Terrain Clearance.

Note 2: ATSUs providing a RAS outside Controlled Airspace will set a level or levels below which the service will be refused orterminated.

6.3 ATC Surveillance Minimum Altitude Charts

6.3.1 In November 2007, ICAO introduced new charting requirements for the depiction of minimum altitudes issued by a controllerproviding an ATC Surveillance service under the title ATC Surveillance Minimum Altitude Chart (ATCSMAC). The purpose of theATCSMAC is to provide information that will enable flight crews to monitor and cross check altitudes assigned whilst receiving vectoringinstructions from air traffic controllers.

6.3.2 In the UK, the ATCSMAC depicts the Surveillance Minimum Altitude Area(s) in the vicinity of a designated aerodrome. Forthe purposes of the UK application of ATCSMACs, the following definition of a Surveillance Minimum Altitude Area (SMAA) will apply:

‘A Surveillance Minimum Altitude Area is a defined area in the vicinity of an aerodrome, in which the minimum safe levels allocated by acontroller vectoring IFR flights with Primary and/or Secondary Radar equipment have been predetermined.’

6.3.3 Charts for individual aerodromes appear in the AIP Aerodrome Section (AD 2-EGXX-5-1). Each chart includes the following:

(a) Outline of the Surveillance Minimum Altitude Area(s);

(b) significant obstructions and spot heights;

(c) minimum initial altitudes within the Surveillance Minimum Altitude Area(s) and detailed geographic delineation;

(d) Final Approach Tracks;

(e) Intermediate Approach Areas (where appropriate);

(f) aerodrome elevation;

(g) Transition Altitude;

(h) Missed Approach instructions;

(i) loss of communication procedures.

6.3.4 Further information about the criteria used in the design of ATCSMACs will be included in CAP 777 - ATC SurveillanceMinimum Altitude Charts in UK Airspace, Policy and Design Criteria. CAP 777 is available at: www.caa.co.uk (Publications).Additionally, paper versions of this publication can be obtained from the CAA Library or through The Stationery Office, PO Box 29,Norwich, NR3 1GN (E-mail: [email protected]).

ENR 1-6-1-4 (14 Feb 08) UK AIP




7 Navigational Assistance


7.2 Identified aircraft operating within Controlled Airspace are deemed to be separated from unknown aircraft flying in adjoininguncontrolled airspace. Whenever practicable, however, the radar controller will aim to keep aircraft under his control at least 2 nmwithin the boundary of Controlled Airspace.

8 Weather Avoidance


8.2 As far as possible aircraft which have planned to operate within Controlled Airspace will be vectored so that they remain atleast 2 nm inside the Controlled Airspace boundary. If on the evidence of clutter on the radar display ATC considers it expedient for theaircraft to leave Controlled Airspace in order to avoid weather, the pilot will be advised and will be responsible for accepting the detourinto uncontrolled airspace. If a pilot using his aircraft radar intends to detour observed weather he should when operating withinControlled Airspace obtain clearance from the radar controller to do so, and if under these circumstances it is necessary to leaveControlled Airspace the pilot shall request permission to re-join.

UK AIP (13 Apr 06) ENR 1-6-1-5




I N T E N T I O N A L L Y B L A N K

1 General

1.1 In accordance with Article 20 and Schedule 5 of the Air Navigation Order 2005, the SSR transponder shall be operatedwithin the airspace notified at paragraph GEN 1-5-3, paragraph 1.3.

1.2 In airspace where the operation of transponders is not mandatory, pilots of suitably equipped aircraft should comply withparagraph 2.2.2.

1.3 With the exceptions detailed in paragraph 2 pilots shall:

(a) If proceeding from an area where a specific Mode A code has been assigned to the aircraft by an ATS Unit, maintain thatcode setting unless otherwise instructed;

(b) select or reselect Mode A codes, or switch off the equipment when airborne only when instructed by an ATS Unit;

(c) acknowledge Mode A code setting instructions by reading back the code to be set;

(d) select Mode C simultaneously with Mode A unless otherwise instructed by an ATS Unit;

(e) when reporting levels under routine procedures or when requested by ATC, state the current altimeter reading to the nearest100 ft. This is to assist in the verification of Mode C data transmitted by the aircraft.

Note: If, on verification there is a difference of more than 200 ft between the level readout and the reported level, the pilotwill normally be instructed to switch off Mode C. If independent switching of Mode C is not possible the pilot will beinstructed to select Mode A code 0000 to indicate a transponder malfunction.

2 Special Purpose Mode A Codes

2.1 Some Mode A codes are reserved internationally for special purposes and should be selected as follows:

(a) Code 7700. To indicate an emergency condition, this code should be selected as soon as is practicable after declaring anemergency situation, and having due regard for the over-riding importance of controlling aircraft and containing theemergency. However, if the aircraft is already transmitting a discrete code and receiving an air traffic service, that code maybe retained at the discretion of either the pilot or the controller;

(b) Code 7600. To indicate a radio failure;

(c) Code 7500. To indicate unlawful interference with the planned operation of a flight, unless circumstances warrant the use ofCode 7700;

(d) Code 1000. To indicate an aircraft conducting IFR flight as GAT, where the downlinked aircraft identification is validated asmatching the aircraft identification entered in the flight plan;

(e) Code 2000. When entering United Kingdom airspace from an adjacent region where the operation of transponders has notbeen required;

(f) Code 7007. This code is allocated to aircraft engaged on airborne observation flights under the terms of the Treaty on OpenSkies. Flight Priority Category B status has been granted for such flights and details will be published by NOTAM.

Note: Mode C should be operated with all of the above codes.

2.2 Mode A Conspicuity Code

2.2.1 When operating at and above FL 100 pilots shall select Mode A code 7000 and Mode C except:

(a) When receiving a service from an ATS Unit or Air Surveillance and Control System Unit which requires a different setting;

(b) when circumstances require the use of one of the Special Purpose Mode A codes or one of the other specific Mode Aconspicuity codes assigned in accordance with the UK SSR Code Assignment Plan as detailed in the table at ENR 1-6-2-4to ENR 1-6-2-8.

2.2.2 When operating below FL 100 pilots should select Mode A code 7000 and Mode C except as above.

2.2.3 Pilots are warned of the need for caution when selecting Mode A code 7000 due to the proximity of the SpecialPurposes Mode A codes.

2.3 Parachute Dropping

2.3.1 Unless a discrete Mode A code has already been assigned, pilots of transponder equipped aircraft should select Mode Acode 0033, together with Mode C, five minutes before the drop commences until the parachutists are estimated to be on the ground.

UK AIP (5 Jul 07) ENR 1-6-2-1



ENR 1.6.2 — SSR OPERATING PROCEDURES

2.4 Aerobatic Manoeuvres

2.4.1 The use of Special Purpose Mode A Code 7004 shall be for solo or formation aerobatics, whilst displaying, practising ortraining for a display or for aerobatics training or general aerobatic practice. Any civil or military pilot may use this code whilstconducting aerobatic manoeuvres.

2.4.2 Unless a discrete Mode A code has already been assigned, pilots of transponder equipped aircraft should select Mode ACode 7004, together with Mode C, five minutes before commencement of their aerobatic manoeuvres until they cease and resumenormal operations.

2.4.3 Pilots are encouraged to contact ATS Units and advise them of the lateral, vertical and temporal limits within which they willbe operating and using the Mode A code 7004.

2.4.4 Controllers are reminded that Mode A code 7004 must be considered as unvalidated and the associated Mode C unverified.Traffic information will be passed to aircraft receiving a service as follows:

‘Unknown aerobatic traffic, (number) o’clock (distance) miles opposite direction/crossing left/right indicating (altitude)unverified (if Mode C displayed)’.

3 Mode S Aircraft Identification

3.1 To comply with ICAO airborne equipment requirements, all Mode S transponder equipped aircraft engaged in internationalcivil aviation must incorporate an Aircraft Identification Feature (sometimes referred to as Flight Identity or Flight ID). Correct setting ofAircraft Identification is essential for the correlation of radar tracks with flight plan data in Air Traffic Management (ATM) and AirportOperator ground systems. Data analysed by the Eurocontrol AMP has shown that many Mode S compliant aircraft are transmitting anincorrect Aircraft Identification, for example, incorrectly setting ABC_123 instead of ABC123.

3.2 Incorrect Aircraft Identification settings compromise the safety and ATM benefits of Mode S and will prohibitautomatic flight plan correlation, which could affect subsequent ATC clearances and sequencing.

3.3 In accordance with ICAO Doc 8168 (PANS-OPS) Vol I, Part VIII, para 1.3, flight crew of aircraft equipped with Mode Shaving an Aircraft Identification Feature shall set the Aircraft Identification in the transponder. This setting shall correspond to theAircraft Identification specified in item 7 of the ICAO flight plan, or if no flight plan has been filed, the aircraft registration.

3.4 Aircraft Identification, not exceeding 7 alphanumeric characters, is to be entered in item 7 of the flight plan and set in theaircraft as follows:

3.4.1 Either,

(a) The ICAO three letter designator (not the IATA two letter designator) for the aircraft operating agency followed by the flightidentification, for example, BAW213 or JTR25, when:

(i) In radiotelephony, the callsign used consists of the ICAO telephony designator for the operating agency followed by theflight identification, for example, SPEEDBIRD 213 or HERBIE 25.

Or,

(b) The registration marking of the aircraft, for example, G-INFO or EIAKO, when:

(i) In radiotelephony, the callsign used comprises the registration marking alone, for example, G-INFO, or is preceded bythe ICAO telephony designator for the operating agency, for example, SVENAIR EIAKO;

(ii) the aircraft is not equipped with radio.

Note 1: When the Aircraft Identification consists of less than 7 characters, no zeros, dashes or spaces are to be added,either before or between the characters. Only alphanumeric characters are to be used. Nothing should be addedafter the final character of the registration. For example, an aircraft registered 'G-INFO' would be input as 'GINFO'.

Note 2: Appendix 2 to ICAO Doc 4444 (PANS-ATM) refers. ICAO designators and telephony designators for aircraftoperating agencies are contained in ICAO Doc 8585.

4 Transponder Failure

4.1 Failure before intended departure

4.1.1 If the transponder fails before intended departure and cannot be repaired pilots shall:

(a) Plan to proceed as directly as possible to the nearest suitable aerodrome where repair can be made;

(b) inform ATS as soon as possible preferably before the submission of a flight plan. When granting clearance to such aircraft,ATC will take into account the existing and anticipated traffic situation and may have to modify the time of departure, flightlevel or route of the intended flight;

ENR 1-6-2-2 (19 Jan 06) UK AIP




(c) insert in item 10 of the ICAO flight plan under SSR the letter N for complete unserviceability of the transponder or in thecase of partial failure, the letter corresponding to the remaining transponder capability, including unserviceability of anyMode S functionality, as specified in ICAO Doc 4444, Appendix 2.

4.2 Failure after departure

4.2.1 If the transponder fails after departure or en-route, ATS Units will endeavour to provide for continuation of the flight inaccordance with the original flight plan. In certain traffic situations this may not be possible particularly when the failure is detectedshortly after take-off. The aircraft may then be required to return to the departure aerodrome or to land at another aerodromeacceptable to the operator and to ATC. After landing, pilots shall make every effort to have the transponder restored to normaloperation. If the transponder cannot be repaired then the provisions in paragraph 4.1.1 apply.

4.3 At present the temporary failure of Mode C alone would not restrict the normal operation of the flight.

5 Radio Telephony Phraseology For Use With SSR. This is in accordance with ICAO Doc 4444, Chapter 12, para 12.4.3.

6 UK SSR Code Assignment Plan (as detailed in the table at ENR 1-6-2-5 to ENR 1-6-2-10 (See also notes below)).

Note 1: Pilots are not to preselect Mode A code settings for discrete codes until instructed to do so by the appropriate controllingagency.

Note 2: The codes or series annotated * are used for conspicuity, co-ordination or special purposes and, unless procedures havebeen agreed with UK CAA Directorate of Airspace Policy, the Mode A code and associated Mode C data must beconsidered unvalidated and unverified.

Note 3: These codes are assigned by Aberdeen for helicopters operating in Northern North Sea Off-shore area and out to 5° West.

Note 4: Non-discrete assignment to military aircraft operating within the Vale of York AIAA. Leeming and Linton-on-Ouse areauthorised by UK CAA Directorate of Airspace Policy, to apply standard vertical separation between military aircraft underservice and military aircraft assigned this code.

Note 5: Ground based transponder equipment.

Note 6: For use within a 25 nm radius of Colerne in the FIR, up to FL 100, outside of Controlled Airspace. Although both codes arefor conspicuity purposes, the Mode A code 4577 will be validated and verified.

Note 7: For use by military fixed-wing aircraft on passing 2000 ft MSD in the descent to the UK Low Flying System (LFS) andretained whilst operating in the LFS. When a radar service is required on climb-out from the LFS, the code will be retainedby the aircraft until alternative instructions are passed by an ATC unit.

Note 8: These codes will be assigned to aircraft on air policing missions within the UK FIR/UIR operating under Air Defence PriorityFlight (ADPF) status. NATO Air Surveillance and Control System (ASACS) units, NATO Airborne Early Warning aircraft ormilitary ATCCs will normally control the aircraft. The actual controlling unit for a particular flight will be notified by therelevant NATO ASACS unit to the military ATC supervisor whose area of responsibility contains the intended route of theADPF aircraft. The military ATC supervisor will then inform the relevant civil ATCC. Where any doubt about the controllingagency exists, the relevant military ATC supervisor with the responsibility for the area within which the ADPF aircraft isoperating should be contacted in the first instance.

Note 9: This code is assigned by the FISO to aircraft requesting entry into Controlled Airspace for the purpose of joining or crossingthe ATS Route network. Pilots shall only select the code when they are within two-way communication with the London FIS.Where available, Mode C should also be selected. If communication is lost or the aircraft leaves the FIS frequency, pilotsshall deselect this special purpose code. The assignment of this code does not imply the provision of a radar service andthe code and any associated Mode C must be considered to be unvalidated and unverified.

Note 10: The first code in each octal block (ie 4610, 4620, 4630, 4640, 4650 and 4660) will be assigned to aircraft under control ofthe Scottish Military Allocator.

Note 11: This conspicuity code shall be used by aircraft operating in an Off-shore Safety Area (OSA) when contact with the Area AirTraffic Service Provider (ATSP) has not been established and no other code has previously been allocated.

Note 12: These codes will be assigned to aircraft operating under the control of the RAF Coningsby Remote Workstation (CRWS)within the confines of EG D323. The transit of CRWS-controlled aircraft to and from EG D323 will be controlled by either aCRC or Area ATC unit using the M3/A codes of the controlling agency; CRWS codes will only be selected by aircraft oncewithin the confines of EG D323.

Note 13: Aircraft in receipt of an established and continuous FIS, of some duration, from London Area Control (Swanwick).

(continued on ENR 1-6-2-4)

UK AIP (13 Mar 08) ENR 1-6-2-3




6 UK SSR Code Assignment Plan (cont)

Note 14: This conspicuity code shall be used by aircraft operating in an aerodrome traffic pattern, when instructed to do so by an ATSUnit or in local operating instructions.

Note 15: This code may be squawked by aircraft flying around the peripheries of Luton and Stansted Controlled Airspace andmonitoring either Luton Radar or Essex Radar frequencies. The selection of this code does not imply the provision of aradar service and the code and any associated Mode C must be considered to be unvalidated and unverified.

Note 16: This code is allocated to Transit (ORCAM) UK and is temporarily assigned for use by London Area Control (Swanwick) FIS.Notwithstanding, it retains all the properties and protection of an ORCAM Transit code.

Note 17: This code may be squawked by aircraft flying around the peripheries of Heathrow/London City/Gatwick Controlled Airspaceand monitoring Thames/Gatwick Radar frequencies. The selection of this code does not imply the provision of a radarservice and the code and any associated Mode C must be considered to be unvalidated and unverified.

Note 18: These codes are allocated to Farnborough to provide a London Lower Airspace Radar Service (LLARS) within the publishedArea of Responsibility.

Note 19: All Spadeadam squawks indicating flight above FL 50 will be validated and verified by Spadeadam ATC/Range control.

Note 20: Aircraft in receipt of an established and continuous FIS, of some duration, from ScACC.

ENR 1-6-2-4 (13 Mar 08) UK AIP





UK AIP (14 Feb 08) ENR 1-6-2-5


* 0000 SSR data unreliable* 0001 Height Monitoring Unit (See note 5)* 0002 Ground Transponder Testing (See note 5)

0003 — 0005 Not allocated* 0006 British Transport Police ASU* 0007 Off-shore Safety Area (OSA) Conspicuity

(See note 11)0010 Not allocated

* 0011 Surrey/Sussex Air Ambulance (HMD60)* 0012 Aircraft operating outside of Heathrow/

London City/Gatwick CAS and monitoringThames/Gatwick Radar frequency (Seenote 17)

* 0013 Aircraft operating outside of Luton/Stansted CAS and monitoring Luton/Essex Radar frequency (See note 15)

* 0014 Kent Air Ambulance (HMD21)* 0015 Essex Air Ambulance (HMD07)* 0016 Thames Valley Air Ambulance (HMD24)* 0017 Virgin HEMS (HMD27)* 0020 Air Ambulance Helicopter Emergency

Medivac* 0021 Fixed-wing aircraft

(Receiving service from a ship)* 0022 Helicopter(s) (Receiving service from a ship)* 0023 Aircraft engaged in actual SAR Operations* 0024 Radar Flight Evaluation/Calibration

0025 Not allocated* 0026 Special Tasks (Mil) - activated under Special

Flight Notification (SFN)* 0027 London AC (Swanwick) Ops Crossing/

Joining CAS (See note 9)* 0030 FIR Lost* 0031 An aircraft receiving a radar service from

D & D centre* 0032 Aircraft engaged in police air support

operations* 0033 Aircraft Paradropping* 0034 Antenna trailing/target towing* 0035 Selected Flights - Helicopters* 0036 Helicopter Pipeline/Powerline Inspection

Flights* 0037 Royal Flights - Helicopters* 0040 Civil Helicopters North Sea* 0041 — 0042 Greater Manchester Police ASU* 0043 — 0044 Metropolitan Police ASU* 0045 Sussex Police ASU* 0046 Essex Police ASU* 0047 Surrey Police ASU* 0050 Chiltern Police ASU (Western Base)* 0051 Chiltern Police ASU (Eastern Base)* 0052 Norfolk Police ASU

West Yorkshire Police ASU* 0053 Suffolk Police ASU

South Yorkshire Police ASU* 0054 Cambridgeshire Police ASU

Merseyside Police ASUSouth and East Wales Police ASU

* 0055 Northumbria Police ASUCheshire Police ASU

* 0056 Northumbria Police ASUNorth Midlands Police ASU

* 0057 Strathclyde Police ASUHumberside Police ASUEast Midlands Police ASU

* 0060 West Midlands Police ASU* 0061 Lancashire Police ASU

Western Counties Police ASU0062 — 0077 No 1 Air Control Centre

* 0100 NATO - CAOC 9 Exercises (activated byNOTAM)

0101 — 0117 Transit (ORCAM) Brussels0120 — 0137 Transit (ORCAM) Germany0140 — 0177 Transit (ORCAM) Amsterdam


0201 — 0213 TC Stansted/TC Luton0201 — 0217 RAF Leuchars0201 — 0257 Ireland Domestic

RNAS Yeovilton* 0220 RAF Leuchars Conspicuity

0220 — 0237 RAF Shawbury0221 — 0247 RAF Leuchars0224 — 0243 Anglia Radar

* 0240 RAF Shawbury Conspicuity0241 — 0246 RAF Shawbury

* 0244 North Denes Conspicuity0245 — 0267 Anglia Radar

* 0247 Cranfield Airport - IFR Conspicuity Purposes* 0252 Sheffield City Airport Conspicuity* 0260 Liverpool Airport Conspicuity* 0260 — 0261 Coventry Airport Conspicuity

0260 — 0261 Oil Survey Helicopters - Faeroes/IcelandGap

* 0260 — 0267 Westland Helicopters Yeovil0260 — 0267 RAF Northolt0261 — 0267 Liverpool Airport0262 — 0267 Coventry Approach0270 — 0277 Superdomestic - Ireland to UK, Germany

and Benelux


0301 — 0377 Transit (ORCAM) UK


* 0401 RAF Leeming Conspicuity0401 — 0420 Birmingham Approach0401 — 0430 Exeter Approach0401 — 0437 Ireland Domestic0401 — 0467 RAF Lakenheath0402 — 0426 RAF Leeming0421 — 0446 Farnborough Radar/LARS

* 0427 RAF Leeming (Topcliffe) Conspicuity0430 — 0443 Edinburgh Approach

* 0440 — 0467 ACMI (NSAR - Waddington)* 0447 Farnborough LARS - Blackbushe Departures

0450 — 0456 Blackpool ApproachFarnborough Radar/LARS

* 0457 Blackpool Approach (Liverpool Bay andMorecambe Bay Helicopters)Farnborough LARS - Fairoaks Departures

0460 — 0466 Blackpool Approach0460 — 0467 Farnborough Radar/LARS

* 0467 Blackpool Approach (Liverpool Bay andMorecambe Bay Helicopters)

0470 — 0477 Not allocated

Codes / Series Controlling Authority / Function Codes / Series Controlling Authority / Function




ENR 1-6-2-6 (5 Jun 08) UK AIP



0501 — 0577 Transit (ORCAM) UK


0601 — 0637 Transit (ORCAM) Germany0640 — 0677 Transit (ORCAM) Paris


0701 — 0777 Transit (ORCAM) Maastricht

1000 IFR GAT flights operating in designatedMode S Airspace

1001 — 1077 Transit (ORCAM) Spain


1101 — 1137 Transit (ORCAM) Rhein1140 — 1176 Transit (ORCAM) UK

* 1177 London AC (Swanwick) FIS (See notes 13and 16)


1201 — 1277 Channel Islands Domestic


1301 — 1327 NATO - Air Policing (Air Defence PriorityFlights) (See note 8)

1330 — 1357 Transit (ORCAM) Bremen1360 — 1377 Transit (ORCAM) Munich


1401 — 1407 UK Domestic1410 — 1437 Superdomestic - Shannon to UK1440 — 1477 Superdomestic - Dublin to UK

* 1500 — 1577 NATO - CAOC 9 Exercises (activated byNOTAM)



1730 — 1750 RAF St Mawgan1730 — 1756 RAF Coningsby

* 1730 — 1767 RAF Spadeadam (See note 19)* 1751 RAF St Mawgan Conspicuity* 1757 RAF Coningsby Conspicuity

1760 — 1777 RAF Coningsby1760 — 1777 RNAS Yeovilton Fighter Control

* 2000 Aircraft from non SSR environment2001 — 2077 Transit (ORCAM) Shannon


2101 — 2177 Transit (ORCAM) Amsterdam


2201 — 2277 Superdomestic UK to LF, LE, LP, GC andFA


2301 — 2337 Transit (ORCAM) Bordeaux2340 — 2377 Transit (ORCAM) Brest



2501 — 2577 Transit (ORCAM) Karlsruhe


2601 — 2620 Glasgow Approach2601 — 2637 RAF Cranwell2601 — 2645 MoD Boscombe Down2601 — 2657 Irish Domestic Westbound departures and

Eastbound arrivals2621 — 2630 Aberdeen (Sumburgh Approach)2631 — 2637 Aberdeen (Northern North Sea Off-shore)

(See note 3)2640 — 2657 Aberdeen (Northern North Sea Off-shore -

Sumburgh Sector) (See note 3)2641 — 2642 RAF Cranwell - Lincolnshire AIAA2646 — 2647 MoD Boscombe Down - High Risks Trial

* 2650 MoD Boscombe Down Conspicuity2650 — 2653 Leeds Bradford Approach2651 — 2657 MoD Boscombe Down

* 2654 Leeds Bradford Conspicuity2655 — 2677 Leeds Bradford Approach2660 — 2675 Middle Wallop2660 — 2677 Aberdeen (Northern North Sea Off-shore)

(See note 3)* 2676 — 2677 Middle Wallop Conspicuity


2701 — 2737 Transit (ORCAM) Shannon2740 — 2777 Transit (ORCAM) Zurich





UK AIP (31 Jul 08) ENR 1-6-2-7


3000 NATO - Aircraft receiving a service fromAEW aircraft

3001 — 3077 Transit (ORCAM) Zurich


3101 — 3127 Transit (ORCAM) Germany3130 — 3177 Transit (ORCAM) Amsterdam


3201 — 3216 UK Domestic (London AC (Swanwick)Special Sector Codes)

3217 — 3220 UK Domestic3221 — 3257 Superdomestic - UK to Oceanic via

Shannon/Dublin3260 — 3277 UK Domestic


3301 — 3304 Swanwick (Military) Special Tasks3305 — 3307 London D&D Cell3310 — 3367 Swanwick (Military)3370 — 3377 UK Domestic


3401 — 3457 Superdomestic - UK to Germany,Netherlands and Benelux

3460 — 3477 Transit (ORCAM) Germany to UK


3501 — 3507 Transit (ORCAM) Luxembourg3510 — 3537 Transit (ORCAM) Maastricht3540 — 3577 Transit (ORCAM) Berlin


3601 — 3623 RAF Benson3601 — 3632 Scottish ATSOCA Purposes3601 — 3634 RAF Waddington3601 — 3643 Cardiff Approach3601 — 3647 Jersey Approach

* 3624 RAF Benson Conspicuity3640 — 3653 RAF Odiham3640 — 3665 RAF Marham3640 — 3677 Aberdeen (Northern North Sea Off-shore)

(See note 3)3641 — 3677 BAe Warton

* 3645 Cardiff Approach - St Athan Conspicuity3646 — 3657 Cardiff Approach3660 — 3665 Solent Approach (Southampton)

* 3666 Solent Radar ConspicuityRAF Marham - Visual Recovery

* 3667 RAF Marham - FIS Conspicuity3667 — 3677 Solent Approach (Southampton)


* 3701 — 3710 BAe Woodford3701 — 3710 Norwich Approach

* 3701 — 3717 Military aircraft under service from RN AEWaircraft in South West Approaches

3701 — 3736 RAF Brize Norton3701 — 3747 Guernsey Approach

RAF Lossiemouth* 3711 Woodford Entry/Exit Lane (Woodford

Inbounds and Outbounds)* 3712 Woodford Entry/Exit Lane (Manchester

Inbounds)* 3713 Manchester VFR/SVFR (Outbounds)* 3720 RAF Cottesmore Conspicuity

3720 — 3727 RAF Valley3720 — 3766 Newcastle Approach3721 — 3754 RAF Cottesmore3730 — 3736 RAF Valley

* 3737 RAF Valley - Visual RecoveryRAF Brize Norton Approach Conspicuity

3740 — 3745 RAF Brize Norton3740 — 3747 RAF Valley

* 3750 RAF Valley - VFR VATA East3750 — 3763 TC Gatwick

* 3751 RAF Valley - VFR VATA West3752 RAF Valley - RIFA

* 3753 RAF Valley - Low Level Helicopters* 3754 RAF Valley - Special Tasks

3755 RAF Valley3755 — 3762 RAF Wittering Approach3756 — 3765 RAF Valley - VATA IFR Traffic3764 — 3767 Gatwick Tower

* 3767 Newcastle Approach Conspicuity3770 — 3777 Not allocated





ENR 1-6-2-8 (8 May 08) UK AIP

AMDT AIRAC 5/08 Civil Aviation Authority


4001 — 4077 Transit (ORCAM) Aix-en-Provence


4101 — 4127 Transit (ORCAM) Frankfurt4130 — 4177 Transit (ORCAM) Dusseldorf


4201 — 4214 Heathrow Domestic4215 — 4247 Superdomestic - Shannon inbound UK

* 4250 Manston Conspicuity4250 — 4267 Aberdeen Approach4250 — 4277 BAe Bristol Filton

Humberside Approach4251 — 4267 Manston Approach


4301 — 4307 UK Domestic4310 — 4323 UK Domestic (Gatwick Special Sector

Codes)4324 — 4337 UK Domestic (Manchester Special Sector

Codes)4340 — 4353 UK Domestic (SCoACC Special Sector

Codes)4354 — 4377 UK Domestic


4401 — 4427 Superdomestic - Brussels FIR to UK FIR4430 — 4477 Superdomestic - UK to Eire and Oceanic


* 4501 Wattisham Conspicuity4501 — 4515 RAF Lyneham4501 — 4520 Prestwick Approach4501 — 4547 RAF Linton-on-Ouse4502 — 4547 Wattisham Approach

* 4510 Prestwick Approach Conspicuity* 4516 — 4517 RAF Lyneham Conspicuity

4520 — 4524 RAF Lyneham4530 — 4542 MoD Aberporth4530 — 4567 Plymouth (Military) Radar4550 — 4567 Isle of Man4550 — 4572 East Midlands Approach

* 4573 East Midlands Approach Conspicuity4574 Not allocated

* 4575 RAF Leeming/RAF Linton-on-Ouse (Seenote 4)Southend Airport Conspicuity

* 4576 — 4577 RAF Colerne Conspicuity (See note 6)4576 — 4577 Vale of York AIAA Conspicuity


* 4601 Hawarden Conspicuity4602 — 4607 Hawarden Approach4610 — 4617 Bristol Approach4610 — 4667 Scottish (Military) Radar (See note 10)

* 4620 Bristol VFR Conspicuity4621 — 4637 Bristol Approach

4640 — 4666 Farnborough LLARS (See note 18)* 4667 Farnborough LLARS Conspicuity (See note

18)4670 — 4676 TC Stansted/TC Luton4670 — 4677 RAF Coningsby RWS (See note 12)

* 4677 Carlisle Airport ConspicuityLuton Airport Tower Conspicuity


* 4701 — 4777 Special Events (activated by NOTAM)





UK AIP (25 Oct 07) ENR 1-6-2-9



5001 — 5012 TC Non-Standard Flights5013 — 5077 UK Domestic


5101 — 5177 CRC Boulmer


5201 — 5260 Transit (ORCAM) UK5261 — 5270 Transit (ORCAM) Dublin to Europe5271 — 5277 Transit (ORCAM) Channel Islands


5301 — 5377 Transit (ORCAM) Barcelona


5401 — 5477 UK Domestic


5501 — 5577 Transit (ORCAM) Barcelona


5601 — 5647 Transit (ORCAM) Paris5650 — 5657 Transit (ORCAM) Luxembourg5660 — 5677 Transit (ORCAM) Reims


5701 — 5777 Transit (ORCAM) Geneva


6001 — 6006 Not allocated6007 London (Military) Radar6010 — 6037 UK Domestic6040 — 6077 London (Military) Radar


6101 — 6157 London (Military) Radar* 6160 Doncaster Sheffield Conspicuity

6160 — 6175 Inverness Approach6160 — 6176 Cambridge Approach6160 — 6177 Plymouth (Military) Radar6161 — 6177 Doncaster Sheffield Approach

* 6176 Inverness IFR Conspicuity* 6177 Cambridge Conspicuity* 6177 Inverness VFR Conspicuity


6201 — 6227 Superdomestic - Dublin inbound UK6230 — 6247 Superdomestic - UK to Scandinavia and

Russia6250 — 6257 Superdomestic - UK to Amsterdam6260 — 6277 Superdomestic - Amsterdam to UK, Eire and

Iceland


6301 — 6377 Superdomestic - UK to France


6401 — 6457 Swanwick (Military) Radar6460 — 6477 UK Domestic


6501 — 6577 CRC Scampton


6601 — 6677 Transit (ORCAM) Germany


6701 — 6747 Transit (ORCAM) Reims6750 — 6777 Transit (ORCAM) Aix-en-Provence





ENR 1-6-2-10 (31 Jul 08) UK AIP


* 7000 Conspicuity code* 7001 Military Fixed-wing Low Level Conspicuity/

Climbout (See note 7)* 7002 Danger Areas General* 7003 Red Arrows Transit/Display* 7004 Conspicuity Aerobatics and Display

7005 Not allocated* 7006 Autonomous Operations within TRA and

TRA (G)7007 Open Skies Observation Aircraft

* 7010 Operating in Aerodrome Traffic Pattern (See note 14)

7011 — 7013 Not allocated7014 — 7027 UK Domestic7030 — 7045 RNAS Culdrose7030 — 7046 TC Thames/TC Heathrow7030 — 7047 Aldergrove Approach7030 — 7066 Durham Tees Valley Airport7030 — 7077 Aberdeen (Northern North Sea Off-shore)

(See note 3)* 7046 — 7047 RNAS Culdrose Conspicuity* 7047 TC Thames (Biggin Hill Airport Conspicuity)

7050 — 7057 TC Thames/TC Heathrow7050 — 7077 RNAS Culdrose

* 7067 Durham Tees Valley Airport Conspicuity7070 — 7076 TC Thames/TC Heathrow

* 7100 London Control (Swanwick) Saturation Code7101 — 7177 Transit (ORCAM) Brussels

7200 RN Ships7201 — 7247 Transit (ORCAM) Vienna7250 — 7257 UK Superdomestic for destinations in

France and Barcelona FIR7260 — 7267 Superdomestic - Shannon/Dublin to France

and Spain7270 — 7277 Plymouth Radar Superdomestic for

destinations in UK and France

7300 Not allocated7301 — 7307 Superdomestic - Shannon Eastbound

landing UK7310 — 7327 Superdomestic - UK to Netherlands7330 — 7347 Superdomestic - Netherlands to UK

* 7350 Norwich Approach Conspicuity7350 — 7361 MoD Ops in EG D701 (Hebrides)7350 — 7367 RNAS Culdrose7350 — 7373 Manchester Approach7350 — 7376 Bournemouth Approach/LARS7351 — 7377 Norwich Approach

* 7362 MoD Ops in EG D702 (Fort George)* 7363 MoD Ops in EG D703 (Tain)* 7374 Dundee Airport Conspicuity* 7375 Manchester TMA and Woodvale Local Area

(Woodvale UAS Conspicuity)* 7377 Bournemouth Radar Conspicuity

* 7400 MPA/DEFRA/Fishery Protection/METMAN(Civil Contingency) Conspicuity

* 7401 Scottish FIS (See note 20)7402 — 7437 UK Domestic7440 — 7477 Superdomestic Spain and France to UK,

Ireland, Iceland and North America

* 7500 Special Purpose Code - Hi-Jacking7501 — 7537 Transit (ORCAM) Geneva7540 — 7547 Transit (ORCAM) Bremen7550 — 7577 Transit (ORCAM) Paris

* 7600 Special Purpose Code - Radio Failure7601 — 7607 Superdomestic - Shannon/Dublin to Nordic

States7610 — 7617 Superdomestic - Ireland to UK7620 — 7657 Superdomestic - UK to USA, Canada and

Caribbean7660 — 7677 Superdomestic - UK to USA, Canada,

Canaries and Caribbean.

* 7700 Special Purpose Code - Emergency7701 — 7717 Superdomestic - UK to France and Spain7720 — 7727 Transit (ORCAM) Munich7730 — 7757 Superdomestic - Shannon Eastbound

landing UK7760 — 7775 Superdomestic - UK to Channel Islands

* 7776 — 7777 SSR Monitors (See note 5)




1 Availability of Service

1.1 The service is available to all aircraft flying outside Controlled Airspace up to and including FL 95, within the limits ofradar/radio cover. The service will be provided within approximately 30 nm of each participating ATS Unit. Unless a participating ATSUnit is H24, the service will normally be available between Winter 0800 and 1700, Summer 0700 and 1600, Mondays to Fridays.However, as some participating Units may remain open to serve evening, night or weekend flying, pilots are recommended to call forthe service irrespective of the published hours of ATS. If no reply is received after three consecutive calls, it should be assumed thatthe service is not available.

1.2 LARS will not normally be available from non-H24 Units at weekends and during public holidays.

1.3 Pilots intending to operate above FL 95 may be advised to contact an appropriate ATCRU and request a RAS or RIS.However, as VHF frequencies at Military ATCRUs are not continuously monitored, unless in use, civil pilots may ask controllers toarrange a frequency on which to call the appropriate Unit.

2 Description of Service

2.1 The service provided will be a Radar Advisory Service (RAS) or Radar Information Service (RIS) as detailed at ENR 1-6-1-1/2.

2.2 Request for a RIS to be upgraded to a RAS will be accepted subject to the controller's workload and standard separation willbe applied as soon as practicable. If a RAS cannot be provided the controller will continue to offer a RIS. If for any reason a RAScannot be provided on initial pilots request the controller may offer a RIS.

2.3 Outside regulated airspace any radar service may be limited. If a radar controller considers that he cannot maintain a fullradar service he will warn the pilot of the nature of the limitations which may affect the service being provided. Thereafter the pilot isexpected to take the stated limitations into account in his general airmanship. In particular, warning of the limitations will be given to thepilot in the following circumstances:

(a) When the aircraft is close to the lateral or vertical limits of solid radar cover;

(b) when the aircraft is close to areas of permanent echoes or weather returns;

(c) when the aircraft is operating in areas of high traffic density;

(d) when the controller considers the performance of his radar suspect;

(e) when the controller is using SSR only.

2.4 In areas of high traffic density, controllers may have to limit RAS to the extent that standard separation from all traffic cannotbe maintained and advisory avoiding action cannot be given. In these circumstances, pilots will be so advised. However standardseparation will be applied between participating traffic.

2.5 Emergency Service. In emergency, pilots will be given all possible assistance.

3 Procedures

3.1 Pilots intending to use the Lower Airspace Radar Service should note the participating ATS Units close to their intendedtrack and comply with the following procedures:

(a) When within approximately 40 nm of a participating ATS Unit, establish two-way RTF communication on the appropriatefrequency using the phraseology:'. . . . .(Participating ATS Unit), this is . . . . . (Aircraft callsign), request Lower Airspace Radar Service';

(b) The controller may be engaged on another frequency; pilots may, therefore, be asked to 'stand-by for controller'. Whenasked to go ahead, pilots should pass the following information:

(i) Callsign and type of aircraft;(ii) estimated position;(iii) heading;(iv) Flight Level or Altitude;(v) intention (next reporting/turning point, destination etc);(vi) request for Radar Service (RAS or RIS);

(c) maintain a listening watch on the allocated RTF frequency;

(d) follow advice issued by controllers, or if unable to do so, advise controller of non-compliance;

(e) advise the controller when service is no longer required.

Reporting of flight conditions is not required unless requested by controllers.

3.2 Aircraft will be identified and pilots so informed before radar service is given.

UK AIP (31 Aug 06) ENR 1-6-3-1



ENR 1.6.3 — LOWER AIRSPACE RADAR SERVICE

3.3 Under a RAS or RIS, participating LARS aircraft will be given the service in accordance with ENR 1.6.1 (Use of Radar in AirTraffic Services). Aircraft receiving RAS under LARS must be flown in accordance with the Quadrantal Rule, except during short termmanoeuvres, as advised by the controller for separation against known participating traffic, or avoiding action against non-participatingtraffic.

3.4 Whenever possible, aircraft will be handed over from controller to controller in an area of overlapping radar cover and pilotstold to 'Contact' the next Unit. When this cannot be effected, pilots will be informed of their position and advised which Unit to call forfurther service.

3.5 If a pilot wishes to enter regulated airspace, even though he may be in receipt of a LARS beforehand, he remainsresponsible for obtaining the required clearances before entry. LARS Controllers may assist in obtaining clearance, if workload permits,but pilots must be prepared to carry out this task independently.

4 Terrain Clearance

4.1 Terrain clearance will be the responsibility of pilots. However, LARS Units will set a level or levels below which a RAS is tobe refused or terminated.

5 Advice to Pilots

5.1 The provision of LARS is at the discretion of the controllers concerned because they may be fully engaged in their primarytasks. Therefore, occasionally, the service may not be available.

5.2 While every effort will be made to ensure safe separation for pilots complying with RAS procedures, since compliance is notcompulsory, some aircraft may not be known to controllers. Pilots should therefore keep a careful look out at all times.

5.2.1 Farnborough and Boscombe Down Service Limitations

5.2.1.1 Due to periodic traffic congestion and high ATC workload, only a limited radar service (ENR 1-6-1-1, paragraph 2) may beavailable from the following ATS Units:

(a) Farnborough - Limited RIS - At all altitudes/Flight Levels. Aircraft inbound to Farnborough should contact FarnboroughApproach on 134.350 MHz. On weekdays (excluding PHs) LARS/MATZ service is not normally available on 125.250 MHzafter 2000 hrs (one hour earlier in summer). Traffic inbound to Odiham should contact Odiham Approach on 131.300 MHz;

(b) Boscombe Down - Limited RIS - At and below FL 40. Subject to ATC workload, pilots, will be informed of any limitations toRAS and standard separation will be provided whenever possible.

ENR 1-6-3-2 (31 Aug 06) UK AIP




6 ATS Units Participating in the Lower Airspace Radar Service

UK AIP (8 May 08) ENR 1-6-3-3




Unit PositionFrequencyTo Be Used

(MHz)

ServiceRadius

(nm)

Availability/Remarks

(P) - Denotes hours of watch as published

Boscombe Down 510912N 0014504W 126.700 30 (P). Not available weekends & PH.

Bournemouth 504648N 0015033W 119.475 30 0730-2100 Winter (Summer 1hr earlier).

Bristol 512258N 0024309W 125.650 40 H24.Bristol Filton 513110N 0023527W 122.725 30 Mon-Fri 0800-1800 Winter (Summer 1hr earlier). Other

times Bristol. (See paragraph 7).

Brize Norton 514500N 0013500W 124.275 60 H24.

Cardiff 512348N 0032036W 126.625 40 0600-2300 Winter (Summer 1hr earlier).

Coningsby 530535N 0000958W 120.800 30 (P).

Cottesmore 524409N 0003856W 130.200 30 (P).

Culdrose 500508N 0051515W 134.050 30 (P).

Durham Tees Valley 543033N 0012546W 118.850 40 H24.Exeter 504404N 0032450W 128.975 30 Mon 0001-0100 & 0700-2359; Tue-Fri 0001-0200 &

0700-2359; Sat 0001-0200 & 0800-1700; Sun 0830-2359(Winter).Mon 0600-2359; Tue-Fri 0001-0100 & 0600-2359; Sat0001-0100 & 0530-2000; Sun 0700-2359 (Summer).

Farnborough (West) 511633N 0004635W 125.250 See ENR6-1-6-3

0800-2000 Winter (Summer 1hr earlier).(See paragraph 8).Farnborough (East) 511633N 0004635W 123.225

Farnborough (North) 511633N 0004635W 132.800

Humberside 533428N 0002103W 119.125 30 Sun-Fri 0630-2015, Sat 0630-2000 Winter (Summer 1hrearlier).

Leeming 541733N 0013207W 127.750 30 (P).

Leuchars 562229N 0025140W 126.500 40 H24.

Linton-on-Ouse 540258N 0011513W 118.550 30 (P).Lossiemouth 574225N 0032015W 119.350 40 (P).

Manston 512032N 0012046E 126.350 25 0900-1700 Winter (Summer 1hr earlier).

Marham 523854N 0003302E 124.150 30 (P).

Newcastle 550217N 0014123W 124.375 40 H24.

Norwich 524033N 0011658E 119.350 30 0900-1700 Winter (Summer 1hr earlier).Plymouth Military 501900N 0040700W 121.250 40 Plymouth Military Radar utilises radar and radios located

at Portland to provide LARS in the Portland area.Pilots operating east of the western edge of AWYsN864/N862 should call Plymouth Military on frequency124.150 MHz.Pilots operating west of the western edge of AWYsN864/N862 should call Plymouth Military on frequency121.250 MHz.

Plymouth Military 503405N 0022659W 124.150 40

Shawbury 524737N 0024004W 120.775 40 (P).

Southend 513417N 0004144E 130.775 25 0900-1800 Winter (Summer 1hr earlier).

St. Mawgan 502626N 0045943W 128.725 30 (P).

Valley 531450N 0043201W 125.225 40 (P).

Waddington 530958N 0003126W 127.350 30 H24.Warton 534442N 0025302W 129.525 40 Mon-Thu 0730-2000; Fri 0730-1700 Winter (Summer 1hr

earlier).

Yeovilton 510029N 0023845W 127.350 30 (P).

7 Bristol Filton and Bristol LARS

7.1 Due to the impracticalities caused by the position of Bristol Controlled Airspace with regard to the LARS area served byBristol Filton, it has been agreed that during the hours of service published for Bristol Filton LARS the following procedures will apply:

(a) Aircraft requiring a LARS north of a line between the M5 Bridge over the River Avon and the M4 junction 18, ie north of aline 512920N 0024135W and 513005N 0022119W, will receive the service from Bristol Filton.

(b) Aircraft requiring a LARS south of a line between the M5 Bridge over the River Avon and the M4 junction 18 will receive theservice from Bristol.

(c) Aircraft contacting either Unit, but within the other's agreed area of responsibility, will be instructed to contact the appropriateUnit.

8 Farnborough LARS

8.1 The co-ordinates of the Farnborough Radar Sectors are detailed below. The boundaries shown purely indicate the extent ofthe available service and DOES NOT infer that Farnborough LARS will be the controlling Authority for the crossing of either CAS orMilitary ATZs.

(a) LARS North

520742N 0001825W - 520729N 0000708W - 520755N 0000723E - 520457N 0002608E - 520157N 0003808E - 515031N0004700E - 513845N 0002025E - 513602N 0002241E - 513612N 0002639W - 513611N 0004133W - 514414N 0010550W -Arc 30 nm radius from EGLF (Farnborough ARP) - 514607N 0005644W - 515411N 0004452W.

(b) LARS East

513612N 0002639W - 513602N 0002241E - 511814N 0003550E - 505613N 0003110E - 504354N 0001455E - 504325N0003247W - 504846N 0003247W - 510054N 0002700W - 511818N 0002650W.

(c) LARS West

514414N 0010550W - 513611N 0004133W - 513612N 0002639W - 511818N 0002650W - 510054N 0002700W - 504846N0003247W - 504325N 0003247W - 504313N 0004727W - 505012N 0010825W - Arc 30 nm radius from EGLF (FarnboroughARP) - 511633N 0004635W - Arc 30 nm radius from EGLF (Farnborough ARP).

ENR 1-6-3-4 (8 May 08) UK AIP




1 Availability of Service

1.1 This service is available to all aircraft flying outside Controlled Airspace in the UK FIRs between FL 100 and FL 190, andwithin active TRAs, except for flight along Advisory Routes and within the Sumburgh FISA. This service is subject to Unit capacity.

1.2 The military Units providing this service together with their boundaries are depicted on the chart at ENR 6-1-6-4. The tablebelow shows their hours of operation, the RTF operating frequency on which this service is normally provided and a telephone numberfor pre-flight contact.

1.3 Participating aircraft must be equipped with a serviceable transponder.

2 Type of Service

2.1 The service provided will be a Radar Advisory Service or Radar Information Service (See ENR 1-6-1-1/2).

3 Procedures

3.1 In order to comply with the requirements of the FPPS at London/Swanwick Military captains of aircraft requiring a radarservice in the Upper, Middle or Lower Airspace within the London/Swanwick Military area of responsibility are to pre-notify theirintended flight details to London/Swanwick Military by one of the following methods:

(a) Pre-flight Notification - Flight Plans. As the preferred method of notification flight plans (F2919/CA48) should be submittedas far in advance of ETD as possible and in any case not less than 30 minutes before service is required. The London/Swanwick Military signals address - EGWDZQZX - must be included on the flight plan. When appropriate these additions tothe standard flight plan format must also be included:

(i) Item 18. The point and the time at which a radar service is required to commence;(ii) Item 15. The point of entry into the area and the point of exit.

Note: Item 15. If a flight is planned to enter any Controlled Airspace (CAS) within the London/Swanwick Military area ofresponsibility and a service is required before joining or after leaving CAS, both parts of the route may be entered inItem 15 of the same flight plan. In this case both IFPS - EGZYIFPS - and London/Swanwick Military EGWDZQZXmust appear as addressees.

(b) Pre-Flight Notification - Military Prenote. When it has not been possible to file a flight plan, as sub-paragraph (a), relevantdetails of the intended flight should be telephoned by the pilot or by his aerodrome operations or ATC to London Military,Main Flight Plan Reception Section, (ATOTN Telephone Ext 6710) at least 15 minutes before service is required. Flightdetails should be passed in this order:

(i) Callsign;

(ii) number of aircraft (if more than 1) and aircraft type(s);

(iii) position and time at which service is required to commence;

(iv) speed and flight level at commencement of service;

(v) route (including any required speed or level changes);

(vi) position of leaving the delineated area (if applicable); and

(vii) destination (ICAO Location Indicator).

(c) In-Flight Notification (Air Filing). Exceptionally, when neither form of pre-flight notification has been made the flight detailslisted in sub-paragraph (b) above, may be notified in flight (Air Filed) by radio to:

(i) ATCRU. Airfile with the ATCRU, currently providing a service for onward transmission by them to London Military atleast 15 minutes in advance of service being required;

(ii) London/Swanwick Military. Request radar service by calling London/Swanwick Military on the appropriate (ICF), atleast 5 minutes before service is required passing the details listed in sub-paragraph (b) above.

UK AIP (15 Mar 07) ENR 1-6-4-1



ENR 1.6.4 — MILITARY MIDDLE AIRSPACE RADAR SERVICE

Unit and Callsign OperatingHours

Initial Contact Frequency(ICF) Telephone Number

London Military (London Mil) H24 135.275 MHz 01895-426464

Swanwick Military H24 135.150 MHz, 128.700 MHz & 127.450 MHz 01489-612417

Scottish Military H24 134.300 MHz 01292-479800, Ext 6020 or 6002

3.2 Changes to Flight Details

(a) Pre-Flight Notification. Changes to pre-flight notifications are to be passed to London Military as soon as possible by:

(i) Amended flight plan if time permits (as in paragraph 3.1 (a) (ii)); otherwise

(ii) by telephone (as in paragraph 3.1 (b)).

(b) In-Flight Notification (Air Filing). By RT as soon as possible (as in paragraph 3.1 (c)).

ENR 1-6-4-2 (1 Sep 05) UK AIP



ENR 1.6.4 — MILITARY MIDDLE AIRSPACE RADAR SERVICE

1 Services

1.1 The service is provided by Warton Radar, who, during the notified hours, may offer aircraft a Radar Advisory Service (RAS)or a Radar Information Service (RIS) within the designated area shown in paragraph 2 below. A Flight Information Service (FIS) onlymay be offered because of workload and/or traffic intensity.

2 Service Area

3 Callsigns, Frequencies and Availability

3.1 The service is available Monday to Thursday between the hours of 0730 to 2000 Winter, 0630 to 1900 Summer, and Fridaybetween the hours of 0730 to 1700 Winter, 0630 to 1600 Summer, excluding Public Holidays, on frequency 129.525 MHz, callsign'Warton Radar'.

4 Procedures

4.1 Pilots of aircraft intending to fly within the area involved during the promulgated hours:

(a) If in communication with an ATC Unit, should contact 'Warton Radar’ when advised;

(b) if flying in the FIR and not in communication with an ATS Unit, are advised to contact Warton Radar prior to entering theAirspace detailed in paragraph 2.

4.2 Manchester remains the controlling authority for Advisory Route W2D.

4.3 Pilots wishing to join or cross Controlled Airspace should provide Warton Radar with an estimate for the joining or crossingpoints and their requested route. Warton will endeavour to obtain the appropriate clearance from ‘Manchester Control’.

4.4 Traffic routeing from/to Warton/Blackpool via WAL should expect to be advised to fly via Reporting Point ESTRY, defined as533952N 0031542W (WAL VOR/DME fix 350°/17 nm). This route is designed so as to alleviate the risk of potential confliction withintensive flying training activity associated with RAF Woodvale.

4.5 Pilots should note that a RAS or RIS will be provided below FL 55 within the limits of the Warton LARS.

5 Radio Communication

5.1 Pilots receiving a service who wish to leave the frequency temporarily (for example to listen to VOLMET), and as a result willbe unable to maintain two-way communications, should advise 'Warton Radar’ of their intention to leave the frequency and also of theirreturn to it.

5.2 If radio communication with 'Warton Radar’ is lost, attempts should be made to establish contact in the first instance with'Warton Radar’ on frequency 129.525 MHz. If this fails then attempts should be made to establish contact with 'London Information' on125.475 MHz.

5.3 If complete radio failure occurs, pilots should follow the standard radio failure procedure detailed at ENR 1-1-3-2/4.

6 Radar Failure

6.1 In the event of temporary radar failure, a Flight Information Service will be available on the notified frequency until the radaris restored.

6.2 In the event of protracted radar failure, 'Warton Radar’ will advise pilots to contact the appropriate ATS Unit.

UK AIP (15 Mar 07) ENR 1-6-5-1



ENR 1.6.5 — WARTON RADAR ADVISORY SERVICE AREA (RASA)

Warton 544230N 0030808W - 544230N 0023409W - FL 195 Warton RadarRadar Advisory 541201N 0021700W - 541113N 0021858W - FL 55 01772-852392.Service Area 535557N 0020827W - 535539N 0020919W -(RASA) 534529N 0023244W - 534127N 0023240W -

533223N 0025907W - 533213N 0031406W -535127N 0040000W - 541902N 0040000W -544230N 0030808W.

The area is depicted at ENR 6-1-6-5.

Name Lateral Limits Vertical Limits Controlling Authority

7 Meteorological Information

7.1 Aerodrome weather reports will not normally be given on the radar service frequency; however, weather broadcasts areavailable from VOLMET.

ENR 1-6-5-2 (20 Mar 03) UK AIP



ENR 1.6.5 — WARTON RADAR ADVISORY SERVICE AREA (RASA)

1 Area of Responsibility

1.1 Provision of Air Traffic Services Outside of Controlled Airspace (ATSOCAS) within the area defined below is a NATSlicensed task which is provided, subject to unit workload, by LATCC (Mil):

(a) 550000N 0015420W - 550000N 004444W - 534153N 0002245E - 534134N 0010443W - 534007N 0011937W - 535348N0013100W - 535955N 0014027W - 540236N 0014900W - 535557N 0020827W - 541113N 0021858W - 541201N0021700W - 545127N 0023916W - 550000N 0015420W.

(b) But excluding:

(i) Aerodrome Traffic Zones (ATZ);(ii) Danger Areas;(iii) Managed Danger Areas (MDA) (when promulgated as active);(iv) Newcastle CTR/CTA;(v) Durham Tees Valley CTR/CTA;(vi) That portion of the area derogated to Warton as part of the Warton RASA (ENR 1-6-5-1);(vii) Services to aircraft operating to/from Durham Tees Valley and Newcastle Airports via OTBED.

1.2 Vertical limits between FL 55 and FL 195. RAS will not be provided below 4000 ft Regional Pressure Setting (RPS).Exceptionally, a RIS may be provided below 4000 ft RPS, however, radar vectors will not be provided. (If there are high traffic levels inthe Vale of York AIAA this may preclude standard separation from being maintained and a RIS or a re-route may be offered).

1.3 Core operating hours are Mon-Fri 0700-2030 (Summer 1hr earlier). However, outside of these hours a service may still beprovided H24 subject to unit capacity.

1.4 Other ATSUs providing a radar service, within the Area of Responsibility, are:

(a) Lower Airspace Radar Service (LARS) areas of Warton, Durham Tees Valley, Newcastle, Leeming, Linton-on-Ouse andHumberside;

(b) Anglia Radar Area of Responsibility (ENR 6-1-15-3).

2 Radio Communication

2.1 Pilots receiving a service who wish to leave the frequency temporarily (for example to listen to VOLMET), and as a result willbe unable to maintain two-way communication, must inform the controlling unit (ordinarily LATCC (Mil)) of their intentions to leave thefrequency and also of their return to it.

2.2 The Initial Contact Frequency for LATCC (Mil) is 135.275 MHz.

2.3 If radio communication is lost, attempts should be made to establish contact with either Newcastle, Durham Tees Valley,London, Manchester or Scottish Control as appropriate to the planned route.

2.4 If complete radio failure occurs, pilots should follow the standard radio failure proceed detailed at ENR 1-1-3-2/4.

UK AIP (15 Mar 07) ENR 1-6-6-1



ENR 1.6.6 — (FORMER) PENNINE RADAR AREA OF RESPONSIBILITY

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