Biggin Hill Airport is ideal for general flying and pilot training. It's used for charter flights as well. It has two runways, the main being 03/21, which is 1802 metres long. This can normally take up to B757 size aircraft, and has an ILS, DME, and Glide path, operating on 109.35, with an inbound course of 208 degrees. The second runway is 11/29 which is 812 metres long. In the real world it has been made shorter, but for use in flight simulation on Vatsim, I have quoted the old length. This runway has no lighting, so can be used only during daylight, and then mainly for VFR traffic. There are no navigation aids associated with runway 11/29.

In the real world, airfield height above mean sea level varies. At Biggin Hill the ends of each runway are lower than the middle. However, in Flight Simulator the airfield is flattened at just below 600 ft.

All circuits are flown at 1600 feet on the QNH, or 1000 feet if QFE is used. However, the circuit direction varies according to which runway is in use.

• Runway 21 is a right hand circuit
• Runway 03 is a left hand circuit
• Runway 11 is a left hand circuit
• Runway 29 is a right hand circuit

To work out the QFE at Biggin Hill, 600ft above mean sea level, subtract 21 from the airfield QNH, eg. QNH 1021 - 21 = QFE 1000. (Note that this applies only at Biggin Hill. The difference between QNH and QFE varies with how high the ground is, and will be different at other airfields. QNH and QFE are equal for ground level at or near mean sea level.)

• BIGGIN TOWER (EGKB_TWR) - 134.80
• BIGGIN APPROACH (EGKB_APP) - 129.40
• THAMES RADAR (THAMES_APP) - 132.70
• BIGGIN Air Traffic Information Service (EGKB_ATIS) - 121.87

When flying VFR, there's no need to call Thames Radar unless you wish to request a radar, or flight information service, or if you plan to fly though the City Zone. (Its a chargeable service in the real world.) As it's free on Vatsim, if Thames Radar is on, then then give him/her a call, and make use of the available services.

On Vatsim, if the lower control service is not online, cover is normally provided by the next higher control service, if it's not too busy. Biggin Approach covers for Biggin Tower, and Thames Radar provides cover for both.

There is only one official VRP.

• SEVENOAKS is near the M25 - M26 motorway junction, about 6.3 miles to the south east of Biggin Hill

An important thing to remember is how close it is to the London Gatwick Zone. When you depart from Biggin Hill heading east bound, you should stay within 3 miles south of the airfield, then you will be OK. As SEVENOAKS is the main reporting point, most of both inbound and outbound VFR traffic routes via this VRP. Pilots are reminded to keep a good look out for other traffic in this area, in case Air Traffic fails to give warning about, or may not be aware of potential conflicts.

• SWANLEY is about 7 miles to the North east of Biggin, near the M25 - M20 motorway junction. Also, it's near the ALKIN waypoint, which you may see identified on your charts, or GPS. This area can be busy as well, especially if there are any aircraft flying IFR into either Biggin Hill, or London City. Pilots are reminded to keep a good look out for any traffic.
• KENLEY is a gliding site about 5 miles to the west of Biggin Hill. In the real world ATC would inform arriving and departing traffic if the gliding site is active, and up to what altitude, but on Vatsim it's treated as never being active.

Pilots departing Biggin are to remember that any planned flight around Biggin must operate no higher then 2400 feet. This is because of the London TMA controlled airspace starts at 2500 feet above the airfield. You don't have to file a VFR flight plan, but if you don't submit a plan with "CIX VFR Club" in the comments field, then it will not count as a club flight. If you wish to fly above 2400 feet, you will need to file an IFR flight plan.

When planning to fly from Biggin check to see who is online.
Look first to see if there is a voice ATIS covering Biggin. This can be seen as EGKB_ATIS. Tune this in, and you will hear the local weather info, QNH, QFE, and any other information affecting Biggin, be it runway closed, taxi ways closed, etc. Make a note of the information letter, and the QNH - you will need these when you call up.
The ATC units covering Biggin are EGKB_TWR, EGKB_APP, and THAMES_RDR - of these, select the first that is online for your first contact.
Normally, pilots would start on the Main Apron, General Aviation grass parking, or in our case over at the CIX hanger.

The first call to the Biggin controller on Vatsim would be just your call sign, so you can get their attention. The following examples use the call sign: "Golf Alpha Bravo Charlie Delta" - later shortened to "Golf Charlie Delta." An important point to remember is: unless the tower shortens your call sign then you must keep using your full call sign. It will not be shortened if there is a chance of conflicting with another aircraft in the area.

• G-ABCD.."Biggin Tower G-ABCD"
• TWR.." G-ABCD Biggin tower pass your message "

Now you pass your details. This message should contain information like: postion on the airport, your aircraft type, ATIS info letter, QNH, where you are going, and how many people on board, followed by your request.

• G-ABCD.." G-ABCD is a Cessna 172 parked at CIX, information Alpha, QNH 1003, request taxi to the active for a vfr flight to Manston, two Persons On Board."
• TWR.."G-CD infomation ALPHA is current, taxi holding point Alpha 1, departure runway 21, QNH 1003"
  ATC may also say the taxiways as well, but this is normally omitted if the A/C is based at Biggin, as the pilot already knows the taxi ways. ATC would say " G-CD taxi via KILO and ALPHA hold at ALPHA 1 for 21 " Also note that ATC have now shortened the call sign so you are free to use just G-CD.
  (At Biggin, there is no need to ask for VFR clearance, or start up .. just ask for taxi
• G-ABCD.." taxi to holding point Alpha 1, G-CD"

Normally pilots leaving from the CIX hangar area would pull into the Charlie taxiway, and do some engine runs etc. You are welcome to do this on Vatsim as it adds to the realism. Otherwise, you can continue along ALPHA to ALPHA 1. As you appoach the hold, and are fully ready for departure you say.

• G-ABCD.." Approaching ALPHA 1, fully ready, G-CD"

You may be lucky and get your take off clearance then, or you may get asked to hold for incoming, or departing traffic.

• TWR.." G-CD, left turn 2 miles, runway 21, cleared take off, wind 230 degs at 06 knots "
• G-ABCD.. "left turn 2 miles, cleared take off, G-CD"
  There is no need to acknowledge the wind detail, but you should consider the effect of any cross wind.

Take off clearance has been given, but why the left turn at 2 miles? This is part of the noise abatement procedure for VFR departures from runway 21 via Sevenoaks from Biggin runway 21. Basically you continue on the runway heading for 2 miles, (with your NAV radio tuned to the BIG VOR, check your DME), before turning east bound on track. This will keep you clear of Biggin Hill village. ATC will give other routes depending on which runway is in use and the direction of departure. Take a look at the picture for details.

• TWR.." G-CD, contact Biggin Approach on 129.4"
  You may also get any traffic info as well.

The word CONTACT means that the tower controller has passed your details to the approach controller. So he/she knows who you are, and where you're going - there is no need for you to pass your details to them. Change frequency, and call the approach controller:

• G-ABCD.." Biggin Approach, G-ABCD out bound "
• APP.." G-ABCD, Biggin Approach, Flight Information Service, QNH 1003, report Sevonoaks, what altitude are you climbing to?"

Note that you are calling a different controller, therefore you must use your full call sign again.

You have filed a VFR flight plan giving your planned altitude as 2400 feet, so why has he/she asked you what altitude you're climbing to? Well the altitude in the box is your requested cruise altitude, but as you are VFR, you may want to stay at 2000 feet for a bit, for one reason or another, for sight seeing, or due to the cloud, which might prevent you from climbing to 2400 feet. You need to tell ATC so he/she can provide you with a Flight Information Service, warn you of other traffic, and warn other traffic about you.

• G-ABCD.." Flight Information Service, report Sevenoaks, and we are climbing to 2000 feet, G-ABCD"
• APP.." G-CD, roger. Traffic is a C152 operating in the Sevenoaks area, last reported at 2400 feet, and a PA28 just reported Sevonoaks, inbound 1800 feet."
• G-ABCD.." we have the traffic in sight, G-CD"

It is your responsibility to maintain visual separation from other traffic when flying VFR. ATC will only pass traffic information, not give avoiding action. If you lose sight of the the other aircraft, inform ATC and request position of the aircraft ahead. This is very important in the circuit, and any other busy area.

• G-ABCD.." G-CD, approaching Seveonoaks 2000 feet "
• APP.."G-CD, squawk 7000, Approach service terminates, free call en-route (frequency)"

Free call en-route (frequency), means monitor 122.80, call Thames Radar, or London Information. (This is far more realistic than just asking a pilot to monitor 122.8) Note that this time the word CONTACT is missing, so the new controller has not been given any details about you. When you make contact, you will need to pass more information.

• G-ABCD.." we are changing to Thames on 132.7, squawking 7000, G-CD "

That's it for VFR departures from runway 21 leaving via Sevenoaks. Departures in other directions are similar, except you may get asked to report passing KENLEY, or SWANLEY.

When flying into Biggin Hill, check to see who is online. If Biggin Hill approach (EGKB_APP) is online then call them up with about 10-15 miles to run. (There is no radar at Biggin so include as much info as you can.) If not, then use Thames Radar as an approach service. (Without either of them, you're on your own. The Tower controller will not provide an approach service, but will need to be made aware of your approach, and will tell you when to contact him/her again.

We will use runway 21 again as an example. The other runways are basically the same, except that:

• When runway 29 is in use, you may get a straight in approach from the Sevenoaks direction, or a right base join if coming from the north East. If you are approaching from the west, and traffic levels are light you should expect to join down wind right hand for runway 29. However, if there are any other aircraft inbound to runway 21, you may be asked to hold at 5 miles, or route to the south of the field, remaining outside controlled airspace, for a left base join 29.
• When runway 03 is in use, and you are approaching from the south east, normally, the controller would ask you to report at 3 miles on the dead side, for a left hand circuit 03. You might think a right base join would be better, but due to Biggin Hill village being to the south of the airport, this is not often done.

You are inbound to Biggin from the SOUTH EAST:

• G-ABCD.." Biggin Approach, G-ABCD "
• APP.." G-ABCD, Biggin Approach pass your message "
• G-ABCD.." Biggin, G-ABCD, we are Cessna 172 inbound to you from Manston, currently approaching SEVENOAKS at 2300 feet, QNH 1023, request joining and landing instructions "
  Remember to include your aircraft type, position and range, altitude, and departure airport.
• APP.."G-CD, report 3 miles dead side, 21 right hand, QNH 1023, QFE 1003 "
  The controller may also give you any traffic information at this point.
• G-ABCD.." Report 3 miles dead side, right hand circuit 21, QNH 1023, QFE 1003, G-CD"

Your approach on the dead side must be at circuit height - 1600 ft on QNH, or 1000 ft on QFE.
During really busy times, the controller may ask you to report every so many miles from the field, eg. report 5 miles, ...report 3 miles, ...report 2 miles. This is so he/she can keep track of where you are.
If you do not have a DME read out, inform the controller, and he/she will ask you to report the field in sight.

Whats the dead side? - It is opposite to the live side of the active runway, where other aircraft in the circuit may be flying downwind in the active circuit direction.

If you were approaching from the NORTH EAST, you would use SWANLEY instead of SEVENOAKS, or say you are for example 8 miles north east. Everything else would be the same, including the dead side join, but if traffic levels are light, and the controller is in a good mood, you may get a left base join for runway 21, even though the circuit is right hand.

• G-ABCD.." G-CD, 3 Miles dead side "
• APP.. "Continue to join, contact Tower 134.8"
  You should have had this frequency set on COM1 standby already, in anticipation of the change.
  If there is no Tower controller online, the Approach controller will act in his/her place. Then you will not get this instruction, and will remain on the APP frequency. In this example, we assume there is a Tower controller. So change frequency, and call the tower controller.
• G-ABCD.." Biggin Tower, G-ABCD, 3 miles deadside 21 "
• TWR.." G-CD, join downwind right hand runway 21, QFE 1003 "
  He/she may ask you to report overhead, and give any traffic info as well.

Note that the standard over head join is not used at Biggin Hill, because the extra height would put you into the London TMA. The controller may ask you to route via the overhead (to) join downwind right hand 21. This is in effect a short cut to the downwind leg. You would fly over the airfield, then turn downwind.
For a normal dead side join, position your aircraft to fly a normal crosswind leg, avoiding Biggin Village, then turn downwind, unless told otherwise by the controller. Keep a good look out for any aircraft departing from runway 21, as well as any others in the circuit.
Some Vatsim controllers may ask you to report downwind with intentions as well. In the real world this is not done, as the downwind leg is a main circuit reporting point. In other words you should always report downwind.

• G-ABCD.." G-CD, downwind to land, request to land long "
  The reason for making a long landing is covered below.
  You may choose to say: "downwind, touch and go" if you want to do a circuit.
• TWR.." G-CD, report final, runway 21, land long is approved "
  You may get one of these instructions instead, depending on circuit traffic conditions at the time:
  " G-CD, report before you turn base"
  " G-CD, extend down wind leg you are number two, following a PA28 on a 4 mile final runway 21 "
  " G-CD, enter left hand orbits at the end of the down wind leg till advised "
• G-ABCD.."Report final, runway 21, G-CD"
• G-ABCD.."Final, runway 21, G-CD"
• TWR.." G-CD, clear to land runway 21, wind 230 12 knots "
• G-ABCD.."Clear to land, G-CD"
  There is no need to acknowledge the wind details, but do consider what effect it might have on your landing.
  If you decide you are unable to land, you should call a missed approach.
• G-ABCD.." G-CD, going round. "
  Note that you must stay at or below 500 ft on the QFE, until you pass over the far end of the runway. This also applies following a touch and go approach, and when doing circuits.

After landing you will probably want to taxi back to the CIX hangar. Try not to vacate via Alpha 3, because there may be aircraft already on the alpha taxiway moving out for departure, and you could end up nose to nose on the taxiway - not a good idea! Plan to use the full length of the runway and land long if possible. The example includes a request to land long, made before reaching final.
The controller may let you vacate onto runway 11, and then taxi via Alpha back to CIX, otherwise expect taxiway Juliet, then cross runway 29 at the mid point, onto Alpha, and onto CIX.

Arrivals from North, (inbound from City, etc.) and West would be flown much the same as above, except you would not be joining on the dead side. The controller would ask you to report KENLEY inbound or at a set distance. Then you would be asked to join downwind runway 21, or possibly, from the north you may get a straight in for runway 21, or asked join and report right base runway 21 depending on traffic. Always listen carefully to the instructions you are given, and if you're unsure you can always ask him/her to repeat them: "say again please", or if voice is unclear, you can use a text message.