APC | Oxford (EGTK)¶
Area of Responsibility¶
Oxford is located outside of controlled airspace but has a 2 NM ATZ from the surface to 2000 ft above aerodrome level. The Brize Norton CTR (surface to 3500 ft) is in the immediate vicinity to the south-west and a small portion of the south-western Oxford ATZ lies within the Brize Norton CTR and is delegated to Brize Norton ZONE. Oxford APC is not delegated any controlled airspace and requires positive clearance from either Brize Norton ZONE or Area Control prior to allowing traffic under its control to enter controlled airspace.
The Oxford AIAA (Area of Intense Aerial Activity) is notified airspace highlighting the high volume of both civilian and military traffic operating in the vicinity of Oxford and pilots transiting the AIAA are encouraged to contact either Oxford APC or Brize Norton LARS to obtain a UK Flight Information Service (FIS).
Inbound Procedures¶
Inbound aircraft from controlled airspace will be notified to RAD by the appropriate Area Control sector. RAD will pass an acceptance level, and the Area Control sector will pass this level to the pilot. On leaving controlled airspace, and when APC is split, aircraft will be transferred to DIR (RAD if not split, or when holding – see below).
Arrivals via the ATS route structure will flight plan via:
| From | Fix | Route | AC Sector |
|---|---|---|---|
| North (see Note 1) | BUGUP | HON / PEPUL - BUGUP -OX | TC Midlands |
| East/South | CPT / KENET | CPT / KENET - BUGUP - OX | TC SW (see Note 2) |
| West | CONKO | CONKO - OX | AC West |
Notes
Note 1: A small number of UK SRD routes from the north terminate at DTY. Traffic routing via DTY will be coordinated either direct OX or on a radar heading.
Note 2: The standard routing for traffic arriving from the south-east is via KENET with TC SW coordinating with Oxford APC to avoid leaving controlled airspace in the busy LTMA. However, when traffic conditions allow TC may be able to provide a more direct routing and coordinate directly with Oxford APC.
Oxford shall receive traffic in the descent to or level at the acceptance level and shall continue the aircraft in descent to leave controlled airspace with no delay unless coordinated otherwise with Area Control. Traffic shall then be either instructed to hold at OX or radar vectored for an instrument approach.
The final approach track for Runway 01 transits the Brize Norton CTR and all IFR arrivals intending to use Runway 01 must be released by Brize Zone before being cleared onto the approach. This may not be immediately possible, and traffic shall be held clear of controlled airspace until Brize can provide clearance into the CTR. Oxford APC/AIR shall retain inbound traffic while it transits the Brize Norton CTR.
Holding Procedures¶
Oxford has one hold at the OX NDB. The direction of the hold is variable, depending on the runway in use – full details can be found on the appropriate instrument approach charts within the AIP.
The minimum holding level is 2500 ft, however, aircraft will not be routinely held below 3500 ft due to the proximity to the Brize Norton CTR. Traffic holding at 3500 ft will remain outside the Brize Norton CTR.
DIR is responsible for the control of aircraft holding at 3500 ft and RAD is responsible for the control of aircraft holding at 4500 ft and above.
Outbound Procedures¶
RAD is responsible for prenoting (via text coordination) Area Control and generating SSR codes for aircraft departing to join the ATS route network (controlled airspace) upon initial coordination from GMC. They are also responsible for issuing initial after departure instructions.
It is the responsibility of RAD to pass releases that ensure adequate separation between departing aircraft and other aircraft. This may be achieved by passing a “released time XX” or “released subject [preceding departure] plus X minutes” restriction. Alternatively, separation based on radar derived information may be applied between aircraft taking off and a preceding departure, or other aircraft in receipt of a surveillance service. In these instances, there must be reasonable assurance that the departing aircraft will be identified within one mile from the end of the runway and at that time, the required separation will exist. Therefore, departing aircraft may be allocated the same/higher level than a previous departure provided the assigned heading will ensure radar separation from such other traffic (this form of separation must not be applied with aircraft on own navigation).
RAD must obtain releases from TC and/or Brize APP for certain departures (see Aerodrome Control – Departure Releases) prior to issuing a release to ADC.
Traffic routing via CPT must be routed initially towards IXURA even when departing Runway 19 as this traffic joins controlled airspace on track IXURA under the control of TC Midlands, who then climbs the aircraft above TC airspace before transfer to AC Worthing. When the joining clearance is obtained, TC Midlands may be able to offer a more direct routing depending on traffic levels/bandboxing of TC airspace.
When outbound traffic is airborne RAD shall coordinate a joining clearance with the appropriate receiving Area Control sector. If this is not immediately possible, aircraft must remain outside of controlled airspace and can be instructed to join the hold at OX if necessary.
Radiotelephony
London Control clears OXF12 to join controlled airspace on track IXURA, climbing FL90.
Traffic joining controlled airspace shall be transferred to Area Control once clearance to enter controlled airspace has been passed.
Miscellaneous Procedures¶
RAD is permitted to provide UK Flight Information Services within 40 NM of Oxford. However, Brize Norton APC is the notified LARS provider in the area.
During non-radar operation at Oxford, Brize Director may provide surveillance-based approach and departure services for Oxford where requested.
Controllers are reminded that since Oxford is situated outside of controlled airspace, aircraft are not required to contact Oxford ATC when transiting above the ATZ.