• General
• Departures
• Arrivals
• Procedures
• Stand Allocation
• VFR Procedures
• Charts

General Information

Aerodrome Geographical Data

ATC Communication Facilities

Radio Navigation and Landing Aids

Runway Physical Characteristics

Departures

ON ALL BIRMINGHAM DEPARTURES MAINTAIN FL60 ON REACHING UNTIL CLEARED BY ATC.

The Transition Altitude in the Birmingham CTA is 4000ft. In low pressure, departing aircraft must ensure 1013mb is set as soon as practical to ensure they do not inadvertently climb higher than FL60.

Pilots are encouraged to attempt to fly the SIDs correctly from the charts. However, for pilots who do not have the charts, a simplified version is given which the controller can pass by text in the clearance. This version ignores the Noise Abatement Regulations and VOR radials but should produce approximately the same route. Use of an FMS is assumed for direct routings.

Charts are by far the best option and the latest charts for Birmingham can be found by using the Chart link at the top of this page.

Arrivals

STARs should be used for flight planning purposes but routes may be varied by EGBB_APP to expedite arrivals or departures.
STARs via OLIVE are not used in VATSIM-UK since they are only for use when HON VOR is out of service.
Coventry Arrivals on airways should be routed on Birmingham STARs and positioned for Coventry by EGBB_APP
Aircraft inbound from the FIR (ie uncontrolled airspace) should be routed to GROVE or the BHX NDB.
Transition Level will be determined by ATC based on Transition Altitude of 4000ft and the Birmingham QNH. For the latest information on STAR procedures please refer to the charts that can be located via the Chart Link at the top of this page.

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Procedures

Birmingham Controller Positions

Stacks

There are two main holding points for arrivals: CHASE for arrivals from the North and West and GROVE for arrivals from the South and East. (NB The OLIVE holding point is only for use in the real world when HON VOR is out of service and should never be needed on VATSIM.)

Of course, the normal level of traffic at Birmingham means that the stacks are rarely used (even in the real world). Even so, descent clearance below the minimum holding level should not be given until the approach path is assured. On runway 33 for example, traffic from DTY might be descended directly onto the ILS from the right to merge with traffic from the North via CHASE intercepting from the left. At busy times, the Director's task is to merge traffic from the South which will stay above FL70 over Honiley with a flow from the North via CHASE in the general area between Honiley and EBONY, the HON traffic probably turning left into the stream and descending before reaching EBONY. The CTR is not very big here and uncontrolled airspace is not far away! If in doubt, let them go to the hold and stick to the standard approach from there.

GROVE holding point

Max holding speed at GROVE and up to FL140 is 210kts
Max holding speed at GROVE and above FL140 is 240kts

CHASE holding point

ATC minimum FL80, max speed 210kts, inbound track 154° right turns

Pilots who wish to hold for training purposes should use GROVE as CHASE is not suitable for this purpose.

Max holding speed at CHASE and up to FL140 is 210kts
Max holding speed at CHASE and above FL140 is 240kts

Approach Patterns

Runway 33

From CHASE: Leave CHASE heading 180°, then left heading 150° downwind.
From GROVE: Leave GROVE heading 150° downwind.
Aircraft on a GROVE arrival can normally be given a crosswind heading after HON, before heading 150° downwind, if traffic permits.
From downwind: Left heading 060° base leg, descending to 2000ft minimum, 360° to intercept from the left.

Runway 15

Minimum descent clearance is 2500ft due to the Sutton Coldfield TV mast at 1358ft and the Tamworth mast at 1501ft.
Taxiway Charlie is not yet in any scenery file, so all aircraft requiring the terminals will have to vacate at the end. For this reason, aircraft on approach should be spaced at least 5nm apart for runway 15.
From CHASE: Leave CHASE heading 180°, then right heading 330° downwind.
From GROVE: Leave GROVE heading 330° downwind.
Aircraft on a GROVE arrival can normally be given a heading around 290° after HON, before right heading 330° downwind, if traffic permits.
From downwind: Right 060° base leg, descending to 2500ft minimum, then right heading 120° to intercept from the right.

Radar Positions - Division of Responsibility

The diagram below shows the dividing lines for each runway. Radar 1 handles all traffic FL80 and above and at lower levels prior to crossing the line. Radar 2 handles all traffic in the approach area beyond the line FL70 and below.

Radar Manoeuvring Area - RMA

Speed Control

Departures should be relieved of the 250kt speed restriction as soon as possible with the phrase "no ATC speed restriction".

Remember the following speed limits:-

• 250 knots: Below FL100 and at the SLPs if at higher levels
• 240 knots: Standard holding speed above FL140.
• 210 knots: Holding speed for GROVE and CHASE below FL140.

No speed control can be imposed inside 4 miles from touchdown.

High speed, ie: greater than 250 knots can be approved by Birmingham Radar when an aircraft is clearly number 1 and traffic conditions are very light. Use the phrase "high speed approved" rather than giving a specific minimum speed and ensure the pilot is clear that speed is at his or her discretion.

Wake Vortex Seperation

Aircraft produce vortices from their wingtips, caused by the pressure differential between the top of the wing and the bottom of the wing meeting at the wingtips. What happens is large circular vortices form and trail behind the aircraft, a little like this:

For more information on this subject see our Wake Vortex page

Missed Approach Procedures

In the absence of ATC, aircraft should proceed as follows:-

Rwy 33 Climb straight ahead to 2500ft or I-BM DME 2 whichever is later and turn left to NDB BHX to hold at 2500ft

Rwy 15 Climb straight ahead to 1000ft QNH then turn right on track 170 to 2500ft or I-BIR DME 4 whichever is later then turn left to BHX and hold at 2500ft.

Contact LON_N_CTR or LON_CTR for further instructions at or before reaching BHX. When EGBB_APP is manned, vectors should be given for a further approach preferably using a righthand circuit for rwy 15 or a lefthand circuit for rwy 33 or diversion as required.

Stand Allocation

VFR Procedures

VFR flights are welcomed at Birmingham but should file a flight plan mainly to show departure point, aircraft type and intentions (Eg "Depart the circuit to the NW"). VFR Arrivals should be at or above 1000ft QFE at the final approach fix. Circuit height is 1000ft QFE (1325ft QNH) and a/c flying visual circuits will be controlled by EGBB_TWR.

Pilots arriving from the FIR should call EGBB_APP at least 5 mins before reaching the CTA boundary for clearance to enter controlled airspace and will normally be cleared to BHX NDB for a standard join to the circuit for the notified runway and circuit direction. Circuit height is 1000ft (1325ft QNH)