GEN | Redhill (EGKR)¶
Redhill is a licensed Aerodrome that only permits VFR traffic. Traffic on VATSIM that wishes to fly IFR may do so after leaving the Redhill Local Flying Area, but shall operate in accordance with the VFR rules for class D airspace when within the Redhill ATZ.
ATC Positions¶
| Callsign | Position Logon | Controller Identifier | Frequency (MHz) |
|---|---|---|---|
| Redhill Infomation | EGKR_ATIS | ATIS | 125.305 |
| Redhill Tower | EGKR_TWR | ADC | 119.605 |
VATSIMism
When Redhill Tower is offline, the Redhill aerodrome and Local Flying Areas are provided with top-down service by Gatwick FIN. The top-down order for Redhill is therefore:
| Callsign | Position Logon | Controller Identifier | Frequency (MHz) |
|---|---|---|---|
| Gatwick FIN | EGKK_F_APP | KKF | 118.950 |
| Gatwick INT | EGKK_APP | KKR | 126.825 |
| TC South West | LTC_SW_CTR | TCSW | 133.180 |
| TC South | LTC_S_CTR | TCS | 134.125 |
| TC Bandbox | LTC_CTR | TC | 135.805 |
| AC Worthing | LON_S_CTR | LS | 129.430 |
| AC South Central | LON_SC_CTR | LSC | 132.605 |
| AC Bandbox | LON_CTR | L | 127.830 |
Altimeter Setting Procedures¶
All arriving and departing aircraft will operate on the Redhill QNH, including aircraft intending to remain in the circuit. Redhill’s QFE (QNH - 8 hPa) is available on request.
Redhill is situated under the London TMA (LTMA), and as such the transition altitude within the Redhill ATZ is 6000 ft.
Note
From here on, unless otherwise specified, vertical references measured in feet are to be assumed as altitudes AMSL.
As Redhill sits under the LTMA, all aircraft requesting a regional pressure shall be given a local aerodrome QNH. RPS settings are not to be provided.
Obstacles¶
No significant obstacles exist.
Runways¶
Redhill has 3 grass strips for fixed wing traffic (07R/25L, 07L/25R, 18/36), 2 grass heli-strips (H07/25 and H18/36) and an unlicensed paved runway (06/24).
A single runway is designated for fixed wing traffic – fixed wing shall not occur simultaneously on parallel runways. Runway 25L/07R is always preferred due to its runway lighting and the unlicensed paved runway is typically not used. The runway direction will be selected to avoid a tailwind component, with 25L selected in calm conditions. When 25L/07R is in use, 25R/07L is used as a taxiway.
Helicopter traffic shall typically utilise the grass Heli strip corresponding with the selected fixed wing runway. Simultaneous helicopter and fixed wing movements may occur. Helicopters may also request to use the paved runway (for example during wet conditions for helicopters with wheeled undercarriages).
Runway 24/06 is an unlicensed paved runway and should rarely be used on VATSIM. In real life it is used for fixed wing traffic when the grass runways are unserviceable.
Low Visibility¶
Redhill is not equipped for low visibility procedures.
VFR Procedures¶
Controllers should note that Redhill operates differently from other controlled aerodromes. Redhill ADC only provides an ‘Aerodrome Control – Visual’ service and is not equipped with an aerodrome traffic monitor. There is also no Approach Control function at Redhill. The following differences should be noted:
- ADC will pass traffic information, and exceptionally give orbits inside the ATZ, but due to Redhill AIR’s limited traffic awareness, traffic is generally sequenced/held via Visual Reference Points (VRPs) instead of within the circuit.
- Under normal VFR conditions, helicopters are provided ‘passive control’, see Helicopter Procedures.
Circuits¶
VFR circuits are decided by the following table, and operate at a maximum of 1200 ft:
| Runways(s) | Fixed-Wing Circuit Direction | Helicopter Circuit Direction | Maximum Aircraft in Circuit |
|---|---|---|---|
| 07 | Left | Right | 4 |
| 18 | Left | Right | 4 |
| 25 | Right | Left | 4 |
| 36 | Right | Left | 3 |
Radiotelephony
GGCES, hold D1, after departure right hand circuit, altitude 1200 feet
In the unlikely event that orbiting is required in the circuit, aircraft will be instructed to orbit in the same direction as the circuit to avoid airspace infringements. Giving orbits while in the circuit should be considered a last-resort, as there is a high risk of causing traffic to conflict within the ATZ.
Given the variable pilot awareness of the Redhill Local Flying zone on VATSIM, ADC is expected to monitor traffic in the visual circuit and take action if they are infringing Gatwick airspace.
VFR Departures¶
All departures from Redhill route to the North and leave controlled airspace. Southbound departures into Gatwick airspace are never granted.
VFR departures are via the following VRPs:
| Runway(s) | Direction | VRP |
|---|---|---|
| 07 | East | Godstone Railway Station |
| West & North | Junction (M25/M23 Junction) | |
| 18 | East | Godstone Railway Station |
| West & North | Junction (M25/M23 Junction) | |
| 25 | East | Godstone (Godstone Junction) |
| West & North | Buckland (Buckland Lake) | |
| 36 | East | Godstone (Godstone Junction) |
| West | North of Reigate (See Note) | |
Note
'North of Reigate' is not a defined VRP but is approximately located at the midpoint of the Buckland and Junction VRPs.
Locally used names vary slightly from those published in the AIP. Clarification is included in brackets.
Departures will route via the appropriate VRP, not above altitude 1400 ft, utilising the Redhill conspicuity squawk 3767.
Radiotelephony
GBMIV, standard Buckland departure, not above altitude 1400 feet, squawk 3767.
When transferring departures to another frequency or unicom, ADC must ensure that the traffic changes their squawk code and instruct them to remain outside of controlled airspace.
Radiotelephony
GBMIV, squawk conspicuity, remain outside controlled airspace, monitor unicom 122.8
VFR Arrivals¶
| Runway(s) | Direction | VRP |
|---|---|---|
| 07 | East | Godstone (Godstone Junction) |
| West & North | Buckland (Buckland Lake) | |
| 18 | East | Godstone (Godstone Junction) |
| West & North | North of Reigate | |
| 25 | East | Godstone Railway Station |
| West & North | Junction (M25/M23 Junction) | |
| 36 | East | Godstone Railway Station |
| West | Junction (M25/M23 Junction) | |
Arrivals should call Redhill approximately 5 minutes before reaching a published VRP with their position. Aircraft will then be told to report the correct VRP and assigned the Redhill conspicuity code 3767. Where there is insufficient space in the circuit, arrivals shall be instructed to hold at a VRP.
Radiotelephony
GXAVI, squawk 3767, basic service, Redhill QNH 1012, report Godstone Railway Station
After reporting the relevant VRP traffic will either be given a straight-in approach or an overhead join, depending which direction they are approaching from. Overhead joins will be at 1400 ft – aircraft should route overhead the downwind on a tight circuit. Aircraft in the overhead should be instructed to ‘descend to circuit altitude 1200 feet’ as soon as practically possible. Delaying descent to circuit altitude must not be used as a means of delay – delay should be absorbed outside the ATZ by holding at a VRP. Overhead joins are not available for runway 36, or on other runways when operating SVFR.
Radiotelephony
GASNE, make straight in approach runway 25L, surface winds 250 degrees 4 knots, report final
Radiotelephony
GOECO, join overhead at 1400 feet for runway 25L right hand circuit
Radiotelephony - Helicopter-only
Helicopter GM, join approved
Redhill VRPs and Controlled Airspace
Holding¶
Redhill ATC may require an aircraft to hold (or orbit) overhead a VRP before entering the ATZ. When holding outside the ATZ, Redhill ATC will provide information regarding known traffic in accordance with a basic service. Aircraft should not be given a direction to hold, this should be decided by the pilot.
Radiotelephony
GOLEA, hold over Godstone
Preferably, traffic should not be instructed to hold over Buckland for Runway 07 or at Godstone Railway Station for Runway 25. Pilots routing via these VRPs should preferably be given an overhead join.
SVFR Procedures¶
SVFR Procedures are only available from Runway 07R/25L.
The minima for SVFR fixed-wing operations are:
- Visibility 3km
- Cloud ceiling BKN 700 ft
And for helicopters the SVFR minima are:
- Visibility 800m
- Cloud ceiling BKN 700ft
Note
Helimed and other emergency operations are exempt from the rule above
When an aircraft is operating under SVFR procedures, ATC is required to provide standard separation between aircraft. This will either be achieved by:
- Maintaining visual contact with both aircraft (on VATSIM this may be achieved through the use of an appropriate ‘towerview’ simulator set-up) OR
- Visually monitoring both aircraft on Euroscope (controllers should not use the Euroscope display to provide any functions of an aerodrome traffic monitor) OR
- Holding aircraft on the ground or outside the ATZ until separation exists
Radiotelephony
GTCHI cleared to enter the Redhill ATZ, Special VFR, not above altitude 1400 feet
Fixed-wing SVFR circuits are not permitted due to separation requirements.
Redhill ATC is also responsible for ensuring departing SVFR aircraft's separation, and the exit instructions will be similar to those for VFR departures.
Radiotelephony
GBGAB, after departure leave via Godstone, Special VFR, not above altitude 1400 feet
Local SSR Code Procedures¶
Local traffic (inbounds or outbounds) will be instructed to squawk the Redhill Conspicuity code 3767, for the purposes of identification by Gatwick ATC for monitoring of airspace infringements.
Circuit traffic shall be instructed to squawk 7010.
Helicopter Procedures¶
Under normal situations, Redhill ATC has ‘passive’ control over helicopters in the VFR circuit – helicopters should make position reports, ATC should acknowledge them, and no further action should be taken unless Redhill ATC determines an unsafe situation developing. Redhill ATC will only issue positive take-off clearances, which must be given at the end of each circuit before re-entry into the circuit.
Positive control should be suspended when SVFR operations are taking place anywhere in the vicinity of the aerodrome, during the night or when the meteorological visibility is 4000 m or less. During these periods, phraseology and the expectations of pilots revert to those used for fixed-wing pilots.
After making first contact, helicopter callsigns may be abbreviated with the word “Helicopter” and the last two letters of the callsign. For example, “GOLMC” could be referred to as “Helicopter MC”.
Helicopter Groups¶
Helicopters are divided into the following groups:
| Group | Max Overall Length | Wake Turbulence Category |
|---|---|---|
| 1 | 13m | Light |
| 2 | 17m | Light |
| 3 | 23m | Small |
Helistrips¶
Two helistrips are available at Redhill – 07H/25H and 18H/36H. These are primarily for use by Group 1 helicopters. Group 2 helicopters shall operate to any of the hover squares when Runway 07/25 is in use, and to the central hover square or the 08L numbers when Runway 18/36 is in use. Group 3 helicopters will always use the runway in use for arrival and departure; ATC shall provide wake turbulence separation.
Outbound helicopters should air taxi to the aiming point for departure, and arrivals should let down to the H. Departures may be instructed to air-taxi directly to the aiming point even with an arrival on final approach – the aiming point and the H are sufficiently separated.
There are several other areas that helicopters can operate from defined by the Redhill Aerodrome website. VATSIM only simulates those published on the AIP chart.
| Simulated | Location |
|---|---|
| Eastern Hover Square | Eastern-most Hover Square, south of taxiway C |
| Southern Hover Square | Hover Square contained within HTA 2 |
| Central Hover Square | Hover Square between HTA 3 and 4 |
| Western Hover Square | Western-most Hover Square west of taxiway D |
| Not Used | Location |
|---|---|
| Area West | West of 18H/36H on both sides of taxiway Delta |
| Eastern Sloping Ground | Southeast of the Eastern Hover square |
| Eastern Confined Area | South of the threshold of runway 25 |
| Western Confined Area | South of the Central Hover Square |
| Western Sloping Ground | Southwest of the Western Hover Square |
Autorotation / Engine Off Landings¶
“Autorotation” indicates that the helicopter will go-around from the exercise.
“Engine-Off” indicates that the helicopter will finish the exercise in the hover (or touch down).
There are four areas for practice of such procedures, marked HTA (Helicopter Training Area) 1-4 on the charts. When Runway 18/36 is in use only Areas 3 and 4 are available.
As with other helicopter operations, these will be completed passively, with position reports from pilots. Up to four aircraft can complete these procedures at once, with each HTA being filled. Aircraft will report downwind and departing each exercise.