EGKK — LONDON GATWICK
| 1 |
ARP coordinates and site at AD |
Lat: 510853N
Long: 0001125W
Mid point of Runway 08R/26L. |
| 2 |
Direction and distance from city |
2.7 NM N of Crawley. 24.7 NM S of London. |
| 3 |
Elevation / Reference temperature / Mean Low Temperature |
203 FT / 20 °C / - |
| 4 |
Geoid undulation at AD ELEV PSN |
149 FT |
| 5 |
Magnetic Variation / Annual Change |
0.53°E (2022) / 0.19°E |
| 6 |
AD Administration |
GATWICK AIRPORT LIMITED. |
|
Address |
London (Gatwick) Airport, West Sussex RH6 0NP | |
|
Telephone |
0344-892 0322 (Gatwick Airport Ltd) 01293-601031 (ATC) | |
| 7 |
Type of Traffic permitted (IFR/VFR) |
IFR/VFR |
| 8 |
Remarks |
Telephone calls to ATC operational areas may be recorded. |
| 1 |
AD Administration |
H24 |
| 2 |
Customs and immigration |
H24 |
| 3 |
Health and sanitation | |
| 4 |
AIS Briefing Office | |
| 5 |
ATS Reporting Office (ARO) | |
| 6 |
MET Briefing Office | |
| 7 |
ATS |
H24 |
| 8 |
Fuelling |
H24 |
| 9 |
Handling |
H24 |
| 10 |
Security |
H24 |
| 11 |
De-icing |
H24 |
| 12 |
Remarks |
Refer to AD 2.20 item 1. |
| 1 |
Cargo handling facilities |
Full. Nearest railway siding: Crawley New Yard, approx 1 NM. |
| 2 |
Fuel and oil types |
AVTUR JET A-1 Various, by arrangement with maintenance or service provider. |
| 3 |
Fuelling facilities/capacity |
Hydrant refuelling. Very limited bowser capacity. De-fuelling facilities subject to arrangement with fuel company. |
| 4 |
De-icing facilities |
By arrangement with handling agent. |
| 5 |
Hangar space for visiting aircraft |
Yes. By arrangement with local companies. |
| 6 |
Repair facilities for visiting aircraft |
Maintenance and repair by arrangement with local operators. |
| 7 |
Remarks |
Oxygen and related servicing by arrangement with local companies. |
| 1 |
Hotels |
Hotels linked to the north and south terminals. |
| 2 |
Restaurants |
Restaurants and bars. |
| 3 |
Transportation |
Trains, coaches, buses, taxis and hire cars. Nearest railway station, Gatwick Airport (South Terminal). |
| 4 |
Medical facilities |
Limited first aid treatment available. |
| 5 |
Bank and Post Office |
Bureau de Change. |
| 6 |
Tourist Office | |
| 7 |
Remarks |
| 1 |
AD category for fire fighting services |
RFF Category A10 H24 |
| 2 |
Rescue equipment |
High access vehicle. |
| 3 |
Capability for removal of disabled aircraft |
Gatwick Airport Limited does not have the capability to recover disabled aircraft therefore, airlines must have a confirmed contract in place with an aircraft recovery/salvage contractor for aircraft recovery. Aircraft recovery arrangements must be submitted to Gatwick Airport Limited via airsidecompliance@gatwickairport.com. |
| 4 |
Remarks |
| 1 |
Type of clearing equipment |
Mechanical and Chemical de-icing/anti-icing equipment including: |
| 2 |
Clearance priorities |
Duty runway and associated taxiways, aircraft stands and apron areas. Other areas. |
| 3 |
Remarks |
Annual Snow Plan available from the Aerodrome Operator on request. |
| 1 |
Apron surface and strength |
PARKING STANDS
Surface: Concrete and Concrete Block Paving. |
| 2 |
Taxiway width, surface and strength |
Taxiway ECHO ROMEO: 23 M Surface: Asphalt PCN 50/F/C/W/T |
|
Taxiway OTHER (ASPHALT): 23 M Surface: Asphalt PCN 100/F/C/W/T | ||
|
Taxiway OTHER (CONCRETE): 23 M Surface: Concrete PCN 89/R/C/W/T | ||
|
Taxiway TANGO: 23 M Surface: Concrete and asphalt PCN 55/R/C/W/T | ||
|
Taxiway VICTOR: 23 M Surface: Concrete PCN 59/R/D/W/T | ||
|
Taxiway WHISKEY: 23 M Surface: Concrete PCN 59/R/D/W/T | ||
|
Taxiway YANKEE: 23 M Surface: Concrete and asphalt PCN 55/R/C/W/T | ||
| 3 |
Altimeter checkpoint location and elevation |
Apron 192 FT |
| 4 |
VOR checkpoints | |
| 5 |
INS checkpoints |
See Aircraft Ground Movement/Parking/Docking Chart. |
| 6 |
Remarks |
| 1 |
Use of aircraft stand ID signs, TWY guide lines and visual docking/parking guidance system of aircraft stands |
Pilots must not enter an aircraft stand unless the SEG (Stand Entry Guidance) is activated and the correct aircraft type is displayed, or a Gatwick Airport Limited marshaller has signalled clearance to proceed. If SEG is not activated on approach to the stand, flight crews must hold position on the taxiway and advise GMC of the non-activation of the SEG. Aircraft which have a very dark colour scheme may not be recognised by the SEG system. Aircrew must not attempt to self-park if the SEG is not activated. Note: ATC may request aircraft to ‘report parked’ – this is not an instruction to self-park. |
| 2 |
Runway and taxiway markings and lighting |
Runway marking aid(s): 08L/26R : Full ICAO runway designation, runway threshold, aiming point, touchdown zone and runway centreline markings. Entry/exit taxiways to/from the runway are marked by a continuous painted yellow line from the centreline of the runway. |
|
08R/26L : Full ICAO runway designation, runway threshold, aiming point, touchdown zone and runway centreline markings. Entry/exit taxiways to/from the runway are marked by a continuous painted yellow line from the centreline of the runway. RETILs see EGKK AD 2.20-6. | ||
|
Runway light(s): 08L/26R: Threshold - HI green lights with wing bars. Edge - HI white lights. Stop end - HI red lights. Runway Threshold Identification Lights (RTILS) - 2 synchronised flashing white lights, one at each end of the threshold bar.
08R/26L: Threshold - HI green lights with wing bars. Edge - HI white lights. Centreline - HI colour coded white/red lights. TDZ - HI white lights. Stop end - HI red lights. Colour coded amber/green centreline lights indicate the runway entry/exit taxiways from/to the CAT III stop bars. RETILs see EGKK AD 2.20-6. | ||
|
Taxiway marking aid(s): | ||
|
Yellow painted centreline. | ||
|
Taxiway light(s):
Green centreline lights except on Taxiway Yankee where blue edge lights are installed. | ||
| 3 |
Stop bars and runway guard lights (if any) |
Illuminated red stop bars are provided where appropriate. Stop bars and runway guard lights at runway holding positions are in operation H24. |
| 4 |
Other runway protection measures | |
| 5 |
Remarks |
The apron is marked for nose-in parking only and operators should ensure that agents can supply push-back facilities. |
| In Approach/Take-off areas | ||||||
|---|---|---|---|---|---|---|
| Obstacle ID/ Designation | Obstacle Type | Obstacle Position | Elevation/Height | Obstruction Lighting Type/Colour | Remarks | |
| 1 | 2 | 3 | 4 | 5 | 6 | |
|
(EGKK3244) 26R/APPROACH |
BUILDING AERIAL |
510920.70N 0000944.60W |
326 FT |
130 FT |
No | |
|
(EGKK3254) 08L/TAKE-OFF |
BUILDING |
510917.97N 0000946.60W |
276 FT |
78 FT |
No |
Concorde House, South Terminal. |
|
(EGKK8088) 08L/TAKE-OFF |
TREE |
510916.75N 0000934.04W |
264 FT |
68 FT |
No | |
|
(EGKK8091) 26L/APPROACH |
TREE |
510916.46N 0000932.69W |
259 FT |
64 FT |
No | |
|
(EGKK3210) 08L/TAKE-OFF |
BUILDING CHIMNEY |
510915.69N 0000944.73W |
241 FT |
47 FT |
No | |
|
(EGKK8077) 08L/TAKE-OFF |
TREE |
510915.53N 0000941.22W |
247 FT |
55 FT |
No | |
|
(EGKK8073) 26L/APPROACH |
TREE |
510915.16N 0000940.58W |
248 FT |
55 FT |
No | |
|
(EGKK3435) 08L/TAKE-OFF |
PLANE TAIL |
510914.37N 0000951.76W |
231 FT |
34 FT |
No |
Pier 1 Stands 2-5, South Terminal. |
|
(EGKK8055) 08R/TAKE-OFF |
TREE |
510910.91N 0000941.44W |
228 FT |
40 FT |
No | |
|
(EGKK8164) 08R/TAKE-OFF |
TREE |
510909.94N 0000917.13W |
258 FT |
58 FT |
No | |
|
(EGKK8162) 08R/TAKE-OFF |
TREE |
510907.57N 0000926.77W |
252 FT |
56 FT |
No | |
|
(EGKK7992) 08R/TAKE-OFF |
TREE |
510906.93N 0000927.01W |
254 FT |
57 FT |
No | |
|
(EGKK8022) 08R/TAKE-OFF |
TREE |
510906.02N 0000941.69W |
223 FT |
30 FT |
No | |
|
(EGKK8000) 08R/TAKE-OFF |
TREE |
510905.07N 0000926.54W |
257 FT |
58 FT |
No | |
|
(EGKK1140) 08R/TAKE-OFF |
FFM 26 |
510903.80N 0000946.09W |
214 FT |
15 FT |
No | |
|
(EGKK8001) 08R/TAKE-OFF |
TREE |
510903.76N 0000940.58W |
227 FT |
28 FT |
No | |
|
(EGKK8196) 26L/APPROACH |
TREE |
510902.19N 0000929.08W |
264 FT |
65 FT |
No | |
|
(EGKK7938) 26L/APPROACH |
TREE |
510901.73N 0000926.99W |
267 FT |
67 FT |
No | |
|
(EGKK8192) 26L/APPROACH |
TREE |
510901.64N 0000925.98W |
271 FT |
70 FT |
No | |
|
(EGKK7956) 26L/APPROACH |
TREE |
510901.21N 0000940.88W |
245 FT |
47 FT |
No | |
|
(EGKK7605) 26L/APPROACH |
TREE |
510900.69N 0000923.21W |
277 FT |
73 FT |
No | |
|
(EGKK8287) 26R/TAKE-OFF |
BUSH |
510850.37N 0001254.53W |
236 FT |
11 FT |
No | |
|
(EGKK8285) 08L/APPROACH |
TREE |
510849.92N 0001256.25W |
236 FT |
38 FT |
No | |
|
(EGKK3754) 26R/TAKE-OFF |
TOP OF BANK |
510849.33N 0001254.32W |
227 FT |
No | ||
|
(EGKK8281) 08L/APPROACH |
TREE |
510848.81N 0001256.23W |
234 FT |
36 FT |
No | |
|
(EGKK2207) 26R/TAKE-OFF |
OBS LIGHT |
510848.80N 0001254.27W |
227 FT |
4 FT |
Yes Red | |
|
(EGKK8274) 26R/TAKE-OFF |
TREE |
510847.47N 0001255.96W |
234 FT |
37 FT |
No | |
|
(EGKK2026) 26R/TAKE-OFF |
FENCE |
510846.37N 0001254.87W |
206 FT |
8 FT |
No | |
|
(EGKK7781) 26R/TAKE-OFF |
TREE |
510845.99N 0001316.27W |
252 FT |
43 FT |
No | |
|
(EGKK5955) 26R/TAKE-OFF |
TREE |
510844.78N 0001319.93W |
246 FT |
39 FT |
No | |
|
(EGKK7796) 08R/APPROACH |
TREE |
510842.85N 0001436.51W |
387 FT |
76 FT |
No | |
|
(EGKK8254) 26L/TAKE-OFF |
TREE |
510842.53N 0001255.75W |
225 FT |
29 FT |
No | |
|
(EGKK8252) 26L/TAKE-OFF |
TREE |
510842.19N 0001254.49W |
215 FT |
19 FT |
No | |
|
(EGKK5936) 26R/TAKE-OFF |
TREE |
510840.27N 0001348.84W |
290 FT |
71 FT |
No | |
|
(EGKK7814) 08R/APPROACH |
TREE |
510838.84N 0001454.32W |
407 FT |
49 FT |
No | |
|
(EGKK4802) 08R/APPROACH |
TREE |
510838.21N 0001513.49W |
434 FT |
95 FT |
No | |
|
(EGKK8221) 08R/APPROACH |
TREE |
510835.92N 0001250.10W |
234 FT |
33 FT |
No | |
|
(EGKK8215) 08R/APPROACH |
TREE |
510835.36N 0001249.13W |
237 FT |
36 FT |
No | |
|
(EGKK3601) 26L/TAKE-OFF |
TREE |
510834.02N 0001430.31W |
364 FT |
98 FT |
No | |
|
(EGKK7718) 26R/TAKE-OFF |
TREE |
510832.68N 0001435.42W |
376 FT |
95 FT |
No | |
|
(EGKK7728) 26L/TAKE-OFF |
TREE |
510832.41N 0001354.33W |
310 FT |
85 FT |
No | |
|
(EGKK7729) 08R/APPROACH |
TREE |
510831.76N 0001355.40W |
313 FT |
88 FT |
No | |
|
(EGKK7730) 26L/TAKE-OFF |
TREE |
510831.33N 0001355.02W |
311 FT |
87 FT |
No | |
|
(EGKK7441) 26L/TAKE-OFF |
TREE |
510831.29N 0001447.40W |
385 FT |
61 FT |
No | |
|
(EGKK7720) 08R/APPROACH |
TREE |
510831.18N 0001434.10W |
373 FT |
97 FT |
No | |
|
(EGKK7439) 08R/APPROACH |
TREE |
510831.03N 0001451.65W |
392 FT |
55 FT |
No | |
|
(EGKK7721) 26L/TAKE-OFF |
TREE |
510830.57N 0001430.87W |
361 FT |
97 FT |
No | |
|
(EGKK4793) 26L/TAKE-OFF |
TREE |
510830.44N 0001531.25W |
440 FT |
77 FT |
No | |
|
(EGKK7723) 26R/TAKE-OFF |
TREE |
510826.39N 0001455.34W |
395 FT |
67 FT |
No | |
|
(EGKK2406) 08R/APPROACH |
TREE |
510826.02N 0001328.04W |
300 FT |
89 FT |
No | |
|
(EGKK2496) 08R/APPROACH |
TREE |
510825.78N 0001329.57W |
298 FT |
87 FT |
No | |
|
(EGKK4726) 26R/TAKE-OFF |
TREE |
510825.48N 0001522.72W |
432 FT |
59 FT |
No | |
|
(EGKK7437) 26L/TAKE-OFF |
TREE |
510824.23N 0001530.18W |
441 FT |
62 FT |
No | |
|
(EGKK4868) 26L/TAKE-OFF |
TREE |
510821.46N 0001539.18W |
447 FT |
65 FT |
No | |
|
(EGKK4631) 26L/TAKE-OFF |
TREE |
510819.46N 0001500.94W |
401 FT |
77 FT |
No | |
| In circling area and at aerodrome | ||||||
|---|---|---|---|---|---|---|
| Obstacle ID/ Designation | Obstacle Type | Obstacle Position | Elevation/Height | Obstruction Lighting Type/Colour | Remarks | |
| 1 | 2 | 3 | 4 | 5 | 6 | |
|
(EGKK5650) |
TREE |
511037.51N 0001339.22W |
403 FT |
97 FT |
No | |
|
(EGKK5116) |
TREE |
511035.90N 0002219.72W |
1027 FT |
81 FT |
No | |
|
(EGKK5098) |
TOWER FLAGPOLE |
511034.88N 0002216.72W |
1027 FT |
63 FT |
No | |
|
(EGKK5377) |
TREE |
511001.72N 0001424.27W |
449 FT |
106 FT |
No | |
|
(EGKK4554) |
MAST |
510759.49N 0001410.18W |
419 FT |
110 FT |
No | |
|
(EGKK6231) |
BLDG MAST |
510659.03N 0001055.13W |
389 FT |
154 FT |
Yes Red | |
|
(EGKK4243) |
MAST |
510630.42N 0001246.13W |
408 FT |
127 FT |
No | |
| 1 |
Associated MET Office |
MET OFFICE HEATHROW |
| 2 |
Hours of service MET Office outside hour |
H24 |
| 3 |
Office responsible for TAF preparation Periods of validity |
MET OFFICE HEATHROW 30 hours |
| 4 |
Trend forecast Interval of issuance | |
| 5 |
Briefing/consultation provided |
Self briefing/telephone. |
| 6 |
Flight documentation Language(s) used |
Charts abbreviated plain language text.TAFs/METARs. English. |
| 7 |
Charts and other information available for briefing or consultation | |
| 8 |
Supplementary equipment available for providing information | |
| 9 |
ATS units provided with information |
LONDON GATWICK |
| 10 |
Additional information (limitation of service, etc.) |
26R TDZ IRVR is 470 M downwind of the threshold. |
|
Designations RWY Number |
True bearing |
Dimensions of RWY | Surface of RWY/ SWY/ Strength |
THR co-ordinates/ THR Geoid undulation | THR elevation/ Highest elevation of TDZ of precision APP RWY | Slope of RWY/ SWY |
|---|---|---|---|---|---|---|
| 1 | 2 | 3 | 4 | 5 | 6 | 7 |
|
08L |
077.63° |
2561 x 45 M |
RWY surface: Asphalt, Grooved PCN 100/F/C/W/T |
510851.04N 0001229.17W 148.6 FT |
THR 194.8 FT |
08L: 0.04% Down |
|
26R |
257.65° |
2561 x 45 M |
RWY surface: Asphalt, Grooved PCN 100/F/C/W/T |
510903.69N 0001057.40W 148.5 FT |
THR 194.8 FT |
08L: 0.04% Down |
|
08R |
077.63° |
3317 x 45 M |
RWY surface: Asphalt, Grooved PCN 100/F/C/W/T SWY surface: Asphalt, Grooved PCN 100/F/C/W/T |
510845.12N 0001224.52W 148.6 FT |
THR 196.2 FT TDZ 196.2 FT |
08R: 0.06% Down |
|
26L |
257.65° |
3317 x 45 M |
RWY surface: Asphalt, Grooved PCN 100/F/C/W/T SWY surface: Asphalt, Grooved PCN 100/F/C/W/T |
510902.42N 0001019.00W 148.5 FT |
THR 195.9 FT TDZ 196.0 FT |
08R: 0.06% Down |
| SWY Dimensions | Clearway Dimensions | Strip Dimensions | RESA Dimensions, Overshoot / Undershoot | Location/description of arresting system | OFZ | Remarks |
|---|---|---|---|---|---|---|
| 8 | 9 | 10 | 11 | 12 | 13 | 14 |
|
479 x 150 M |
2681 x 150 M |
90 x 90 M 240 x 90 M |
RWY 08L | |||
|
142 x 150 M |
2681 x 150 M |
90 x 90 M 240 x 90 M |
RWY 26R | |||
|
74 x 45 M |
152 x 150 M |
3437 x 280 M |
90 x 90 M 240 x 90 M |
RWY 08R | ||
|
62 x 45 M |
144 x 150 M |
3437 x 280 M |
90 x 90 M 240 x 90 M |
RWY 26L |
| Runway designator |
TORA |
TODA |
ASDA |
LDA |
Remarks |
|---|---|---|---|---|---|
| 1 | 2 | 3 | 4 | 5 | 6 |
|
08R |
3159 M |
3311 M |
3233 M |
2765 M | |
|
26L |
3255 M |
3399 M |
3317 M |
2830 M | |
|
08R |
2937 M |
3088 M |
3011 M |
Take-off from intersection with Hold Hotel 1. | |
|
08R |
2772 M |
2924 M |
2846 M |
Take-off from intersection with Hold Golf 1. | |
|
26L |
3146 M |
3290 M |
3208 M |
Take-off from intersection with Hold Alpha 1. | |
|
26L |
2891 M |
3035 M |
2953 M |
Take-off from intersection with Hold Bravo 1. | |
|
26L |
2460 M |
2604 M |
2521 M |
Take-off from intersection with Hold Charlie 1. | |
|
08L |
2561 M |
3040 M |
2561 M |
2241 M | |
|
26R |
2515 M |
2657 M |
2515 M |
2146 M |
| RWY | Approach lighting Type/ Length/ Intensity | Threshold lighting Colour/ Wing bars | VASIS/ MEHT/ PAPI/PAPI Dist from THR | TDZ,lightingLength | Runway Centre LinelightingLength/ Spacing/Colour/ Intensity | Runway edge lighting Length/ Spacing/Colour/ Intensity | Runway end lighting Colour/ Wing bars | Stopway lightingLength/Colour | Remarks |
|---|---|---|---|---|---|---|---|---|---|
| 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 10 |
|
08L |
Centreline with one crossbar. 420 M Light intensity high |
Green Light intensity high
With green wingbars. |
PAPI / 3 ° 65 FT 405 M |
HI flush bi-directional 60 M spacing, with LI omni-directional component |
Red | ||||
|
26R |
Centreline with one crossbar. 420 M Light intensity high |
Green Light intensity high
With green wingbars. |
PAPI / 3 ° 68 FT 425 M |
HI flush bi-directional 60 M spacing, with LI omni-directional component |
Red | ||||
|
08R |
Coded centreline with five crossbars. 914 M Light intensity high |
Green Light intensity high With green wingbars |
PAPI Right / 3 ° 68 FT 428 M |
Light intensity high 893 M |
Colour coded 15 M spacing Light intensity high |
HI flush bi-directional 60 M spacing, first 393 M from RWY end showing red to displaced landing THR |
Red |
74 M beyond RWY end lights Red |
Approach:
Rapid Exit Taxiway Indicator Lights (RETILs) installed on the first and second Rapid Exit Taxiways (RETs) for Runway 08R/26L. They provide a 3-2-1 countdown pattern of amber lights to enable pilots to locate the nearest RET and apply braking action for a more efficient roll-out and runway exit speed. |
|
26L |
Coded centreline with five crossbars. 914 M Light intensity high |
Green Light intensity high With green wingbars |
PAPI / 3 ° 69 FT 438 M |
Light intensity high 893 M |
Colour coded 15 M spacing Light intensity high |
HI flush bi-directional 60 M spacing, first 267 M from RWY end showing red to displaced landing THR |
Red |
62 M beyond RWY end lights Red |
Approach:
Rapid Exit Taxiway Indicator Lights (RETILs) installed on the first and second Rapid Exit Taxiways (RETs) for Runway 08R/26L. They provide a 3-2-1 countdown pattern of amber lights to enable pilots to locate the nearest RET and apply braking action for a more efficient roll-out and runway exit speed. |
| 1 |
ABN/IBN location, characteristics and hours of operation | |
| 2 |
LDI location and lighting Anemometer location and lighting |
Anemometer: 510843.36N 0001206.75W (LGTD) - 510856.23N 0001034.04W (LGTD). |
| 3 |
TWY edge and centre line lighting |
CL : Green centre-line lighting with selective switching on all taxiway routes except Taxiway Yankee. EDGE : Taxiway Yankee has blue edge lights. |
| 4 |
Secondary power supply/switch-over time |
Yes - CAT I/II/III. 1 second. |
| 5 |
Remarks |
Apron floodlighting. Obstacle lighting. |
| 1 |
Coordinates TLOF or THR of FATO, geoid undulation | |
| 2 |
TLOF and/or FATO elevation | |
| 3 |
TLOF and FATO area dimensions, surface, strength, marking, lighting | |
| 4 |
True BRG of FATO | |
| 5 |
Declared distance available | |
| 6 |
APP and FATO lighting | |
| 7 |
RMK |
See AD 2.20, Section 5. |
| Designation and lateral limits | Vertical Limits | Airspace Class | ATS unit callsign/ language | Transition Altitude | Hours of applicability | Remarks |
|---|---|---|---|---|---|---|
| 1 | 2 | 3 | 4 | 5 | 6 | 7 |
|
LONDON GATWICK CTR 511258N 0001129W - 511200N 0000341E thence clockwise by the arc of a circle radius 10 NM centred on 510853N 0001125W to 510550N 0000342E - 510240N 0001923W thence clockwise by the arc of a circle radius 8 NM centred on 510853N 0001125W to 511118N 0002332W - 511258N 0001129W |
Upper limit: 2500 FT ALT Lower limit: SFC |
D |
GATWICK DIRECTOR English |
6000 FT |
See AD 2.EGKK-4-1, AD 2.EGKK-4-2 and EGKR AD 2.22, Section (3) for details of Redhill Local Flying Area. | |
|
LONDON GATWICK ATZ A circle, 2.5 NM radius, centred at 510853N 0001125W on longest notified runway (08R/26L) |
Upper limit: 2000 FT AGL Lower limit: SFC |
D |
GATWICK DIRECTOR English |
6000 FT |
See AD 2.EGKK-4-1, AD 2.EGKK-4-2 and EGKR AD 2.22, Section (3) for details of Redhill Local Flying Area. |
|
Service | Callsign | Channel/Frequency(MHz) | SATVOICE number(s) | Logon Address |
Hours of Operation | Remarks |
|---|---|---|---|---|---|---|
|
1 |
2 |
3 |
4 |
5 |
6 |
7 |
|
APP |
GATWICK DIRECTOR |
118.950
When instructed by ATC. |
H24 |
ATZ hours coincident with Approach hours. | ||
|
121.500 Emergency frequency O/R. |
H24 | |||||
|
126.825 DOC 45 NM/24,500 FT. |
H24 | |||||
|
129.025
When instructed by ATC. |
H24 | |||||
|
TWR |
GATWICK DELIVERY |
121.955
Ground Movement Planning. Departing aircraft are to make initial call to 'Gatwick Delivery' on this frequency during hours of operation. At other times call 'Gatwick Ground'. |
0630-2100 (0500-2100) or as directed. | |||
|
GATWICK GROUND |
121.805
Ground Movement Control. |
0530-2300 (0400-2300) | ||||
|
GATWICK TOWER |
121.500 Emergency frequency O/R. |
H24 | ||||
|
124.230 DOC 25 NM/10,000 FT. |
H24 | |||||
|
134.230
When instructed by ATC. |
H24 | |||||
|
ATIS |
GATWICK INFORMATION |
136.525 DOC 60 NM/20,000 FT. |
H24 | |||
|
OTHER |
GATWICK FIRE |
121.605 Non-ATS Frequency |
Available when Fire vehicle attending aircraft on the ground in an emergency. |
| Type of Aid CAT of ILS/MLS MAG Var/VOR Declination | Ident | Frequency | Hours of Operation | Position of transmitting antenna coordinates | Elevation of DME transmitting antenna | Remarks |
|---|---|---|---|---|---|---|
| 1 | 2 | 3 | 4 | 5 | 6 | 7 |
|
ILS/LOC III 1.34°E (2027) |
IGG |
110.900 MHz |
HO |
510906.95N 0000946.07W |
(RWY 08R) | |
|
ILS/GP |
IGG |
330.800 MHz |
HO |
510842.61N 0001207.56W |
3° ILS Ref Datum Hgt 51 FT. | |
|
ILS/LOC III 1.33°E (2027) |
IWW |
110.900 MHz |
HO |
510841.14N 0001253.32W |
(RWY 26L) | |
|
ILS/GP |
IWW |
330.800 MHz |
HO |
510855.49N 0001032.98W |
3° ILS Ref Datum Hgt 51 FT. | |
|
VOR/DME 1.24°E (2027) 0.6°E (2022) |
OCK |
100X 115.300 MHz |
H24 |
511818.17N 0002649.86W |
200 FT |
RNAV Substitution Only. |
|
VOR/DME 1.22°E (2027) 0.8°E (2023) |
LON |
83X 113.600 MHz |
H24 |
512914.09N 0002759.54W |
113 FT |
VOR DOC: 20 NM/50,000 FT (10 NM/50,000 FT in Sector R094-164, 35 NM/50,000 FT in Sector R064-094 and 40 NM/50,000 FT in Sector R254-289). There may be VOR bearing fluctuations in Sector R334-170. |
|
VOR/DME 1.82°E (2027) 1.4°E (2025) |
DVR |
96Y 114.950 MHz |
H24 |
510945.44N 0012132.71E |
325 FT |
VOR DOC: 60 NM/50,000 FT. |
|
VOR/DME 0.98°E (2027) 0.8°E (2024) |
SAM |
80Y 113.350 MHz |
H24 Hours of operation for aerodrome purposes: HO |
505718.90N 0012042.20W |
64 FT |
VOR DOC: 20 NM/50,000 FT (35 NM/50,000 FT in Sector R249-084 and 40 NM/50,000 FT in Sector R359-034). |
|
VOR/DME 1.17°E (2027) 0.8°E (2023) |
GWC |
94Y 114.750 MHz |
H24 |
505118.79N 0004524.25W |
122 FT |
VOR DOC: 20 NM/50,000 FT and 55 NM/50,000 FT in the sector 304⁰ to 134⁰. |
|
DME |
IGG |
46X 110.900 MHz |
HO |
510849.96N 0001120.43W |
212 FT |
(RWY 08R) |
|
DME |
IWW |
46X 110.900 MHz |
HO |
510849.96N 0001120.43W |
212 FT |
(RWY 26L) |
|
VOR/DME 1.39°E (2027) 1.1°E (2024) |
BIG |
98X 115.100 MHz |
H24 |
511951.15N 0000205.32E |
589 FT |
VOR DOC: 20 NM/50,000 FT (30 NM/50,000 FT in Sector R259-314 and 45 NM/50,000 FT in Sector R314-344). DME DOC: 60 NM/50,000 FT (125 NM/50,000 FT in Sector R284-044 and 100 NM/50,000 FT in Sector R044-134). |
|
VOR/DME 1.41°E (2027) 1.1°E (2025) |
LAM |
103X 115.600 MHz |
H24 |
513845.69N 0000906.13E |
241 FT |
VOR DOC: 30 NM/50,000 FT (40 NM/50,000 FT in Sectors R064-099, R139-174 and R249-289). DME DOC: 40 NM/50,000 FT (110 NM/50,000 FT in Sector R314-134). |
|
VOR/DME 1.58°E (2027) 1.2°E (2023) |
DET |
120X 117.300 MHz |
H24 |
511814.41N 0003550.19E |
645 FT |
VOR DOC: 20 NM/50,000 FT (35 NM/50,000 FT in Sector R289-029 and 45 NM/50,000 FT in Sector R249-289). |
|
VOR/DME 1.20°E (2027) 1.0°E (2024) |
MID |
87X 114.000 MHz |
H24 |
510314.23N 0003730.01W |
233 FT |
VOR DOC: 20 NM/50,000 FT (35 NM/50,000 FT in Sector R354-164). DME DOC: 60 NM/50,000 FT (100 NM/50,000 FT in Sector R239-359). |
|
VOR/DME 1.44°E (2027) 1.4°E (2025) |
MAY |
126X 117.900 MHz |
H24 |
510101.86N 0000658.04E |
384 FT |
VOR DOC: 20 NM/25,000 FT (30 NM/25,000 FT in Sector R259-329 and 35 NM/25,000 FT in the Sector R059-094). |
Use governed by regulations applicable to Gatwick CTR.
Departing aircraft are to call Gatwick Delivery for clearance 15 minutes before start up to allow for departure data to be processed. If Delivery is closed, the ATIS will state which frequency to contact for clearance and start.
Aircraft requiring to depart from Hold Mike 1 must advise Gatwick Delivery before start up.
Surface wind data is available for both ends of the duty runway. Normally, only the Touchdown surface wind will be passed. Stop end surface wind information is available on request. When the surface wind is between 300 degrees and 030 degrees and the average speed is 8 KT or less, ATC may use instant wind if the validity of the wind data displayed to them is in doubt. This is due to the sensitivity of the anemometer system and how the 2-minute average is calculated.
All flights operating at London Gatwick Airport are subject to prior approval of the Chief Executive Officer, Gatwick Airport Ltd (GAL), and require a slot allocated by Airport Coordination Ltd (ACL).
Flights for aerobatic, recreational, commemorative, charity and record breaking purposes will not be permitted to use the airport, except with the prior approval of the Chief Executive Officer.
Planned Diversion Procedure – Airline and other operators are advised that before selecting Gatwick as an alternate, prior arrangements for ground handling should have been agreed with one of the nominated handling agents.
The use of this airport for training purposes is prohibited. The deliberate simulation of engine failure is not permitted whilst on approach to or departure from the airport.
This Airport may be used by Executive and Private Aircraft (General Aviation) subject to the following conditions:
Requests for ad-hoc slot allocations should be made to ACL during working hours 0830-1700 (0730-1600) Monday to Friday (excluding public holidays) by e-mail: lonacxh@acl-uk.org; or Tel: 0208-564 0605, or at all other times to GAL Flow Planning Tel: 01293-503089/221 or e-mail: flow.planners@gatwickairport.com (or to their nominated handling agent who will obtain prior permission from Airport Coordination Ltd or GAL Flow Planning). Online Coordination System (OCS) account holders can add, change and cancel slots at any time on the online coordination portal:
https://www.online-coordination.com/.
Prior permission for General Aviation operators should be requested not more than 10 days and preferably not less than 24 hours before intended movement. The following details must be notified for each flight:
Aircraft type, registration and operator;
Point of origin and destination;
Date/time of ETA and ETD Gatwick;
Nominated handling agent. (Mandatory for both domestic and international flights).
Due to increasing demand for runway slots, particularly at peak times of the day, General Aviation operators are advised that their requested slot time may not be available. In this case, the available runway slot times nearest to those requested will be offered by Airport Co-ordination Ltd. It is emphasised that runway slots are required for both arrivals at and departures from Gatwick. No runway slot is valid unless identified by a reference number in the form of a letter and five digits. The filing of a flight plan does not confer permission to use Gatwick Airport. Runway slots are required in addition to ATC slots. ATC clearance to approach/land or taxi/take-off does not imply the existence of a valid runway slot.
General Aviation Terminal opening hours are: 0500-2300 (0400-2200). Hours by appointment only: 2300-0500 (2200-0400).
All international passengers arriving on private and executive aircraft requiring HM Customs clearance, must proceed with their handling agent to the South Terminal.
All commanders of private and executive aircraft arriving or departing on an international flight must obtain HM Customs clearance via their handling agent from the Customs Report Office in Atlantic House.
General Aviation Terminal – Meteorological Information.
There are no comprehensive meteorological facilities at the General Aviation Terminal. Pilots requiring meteorological information must either self-brief or arrange for their Handling Agent to collect the information on their behalf.
Fixed-wing and rotary aircraft using London Gatwick Airport do so in accordance with the Gatwick Conditions of Use document. A copy of the document is available on the London Gatwick Airport website: www.gatwickairport.com/company/about-us/regulation.html
Nothing in the paragraphs above shall, however, prevent an aircraft that has declared an emergency from landing.
Fixed Electrical Ground Power must be used when available. Use of aircraft Auxiliary Power Units (APUs) and Ground Power Units (GPUs) are strictly controlled to minimise environmental impact. APUs must be shut down after arrival and only restarted before departure according to the timescales described in detail in published Gatwick Airport Directives and Notices, a summary of which is detailed below. Regular audits take place to ensure compliance with the regulations. Dispensation to use GPUs must be requested from GAL Airfield Operations Tel: +44(0)1293 503090.
|
APU may be started before Scheduled Off Blocks Time (SOBT) | APU must be shutdown after arrival on stand within | |
|---|---|---|
|
Narrow Body Aircraft (Code A, B & C) |
No more than 15 minutes prior to SOBT. |
10 minutes |
|
Wide Body Aircraft (Code D, E & F) |
No more than 50 minutes prior to SOBT |
10 minutes |
† Exceptions to these restrictions are:
Note 1: When an aircraft is scheduled to be towed off to another location the APU may be restarted for safety reasons not in excess of 10 minutes prior to the planned movement.
Note 2: When the planned towing movement as specified under 1 is delayed due ATC, then the APU may be left running.
Note 3: When the external air temperature is below 5°C or above 25°C as stated on the ATIS, then the APU restriction for Narrow body aircraft is extended to 40 minutes before SOBT.
Note 4: When the external air temperature is below 5°C or above 25°C as stated on the ATIS, then the APU restriction for Wide body aircraft is extended to 75 minutes before SOBT.
Note 5: At certain times of the year during periods of extreme high temperatures, further exemptions may be requested from GAL Airfield Operations in accordance with Gatwick Airport Directives and Notices.
General
Ground Movement Control (GMC) is in continuous operation and all surface movement of aircraft, vehicles and personnel on the Manoeuvring Area is subject to ATC authority.
Directions issued by ATC should be followed specifically. RTF transmissions must be brief, concise and kept to the minimum number.
Within the Manoeuvring Area, pilots will be cleared to proceed under general direction from GMC and they are reminded of the extreme importance of maintaining a careful lookout at all times. ATC instructions will normally specify the taxi route to be followed. Three Hot Spots (HS) where heightened attention is necessary are included on charts AD EGKK-2.
HS1 Foxtrot Romeo RET: When exiting Runway 26L at FR aircraft do not have to call for clearance to cross Runway 26R onto Taxiway Juliet.
HS2 Delta RET: Possible routing error - traffic vacating Runway 08R at Delta be aware of potential confusion between Taxiways Romeo and Quebec.
HS3 Taxiway Juliet: Potential Routing error - pilots taxiing eastbound on Taxiway Juliet be aware the taxiway deviates to the north at this point.
Departing aircraft on first contact with Gatwick ATC must state aircraft type, stand number and the code letter of the latest ATIS received and maintain a listening watch on the appropriate frequency.
It is the aircraft Commander's responsibility not to accept an ATC clearance into an area not approved for their type of aircraft.
Pilots of departing aircraft are reminded to contact Gatwick Delivery for clearance 15 minutes before start up to allow for departure data to be processed.
Pre-departure clearance by datalink is available for suitably equipped aircraft. Pilots requesting pre-departure clearance by datalink must when entering the stand number ensure that:
Stand designators are entered as appropriate (eg. 141L, 562, 34R);
Ensure the stand number is entered with at least 2 figures (eg. 05).
Taxiway Mike is available as an entry point to Runway 26L. Taxiway Mike can not be used as an exit point from Runway 08R.
Flight crew are reminded of the extreme importance of maintaining a careful lookout at all times and are at all times responsible for wing tip clearance. The taxiway lighting system is an aid to pilots when operating on the manoeuvring area during darkness or in poor visibility. Notwithstanding the taxiway lighting system, pilots continue to remain responsible for wing tip clearance.
The taxiway system is designed for Cockpit Over Centreline (COCL) techniques however Judgemental Oversteer may be used at crews' discretion.
Gatwick Airport is equipped with an advanced surface movement radar utilising Mode-S.
Aircraft operators intending to use London Gatwick Airport should ensure that Mode-S transponders are able to operate when the aircraft is on the ground.
Flight crew should select XPNDR or the equivalent according to specific installation, AUTO if available (OFF or STDBY should not be used), and the assigned Mode-A code.
From the request for push back or taxi, whichever is earlier;
After landing, continuously until the aircraft is fully parked on stand.
After parking the Mode-A code 2000 must be set before selecting OFF or STDBY.
Flight crew of aircraft equipped with Mode-S having an aircraft identification feature should also set the aircraft identification. This setting is the aircraft identification specified in Item 7 of the ICAO ATC Flight Plan. The aircraft identification should be entered from the request for pushback or taxi, whichever is earlier, through the FMS or the Transponder Control Panel.
Aprons
The aircraft commander must confirm with the ground crew, via the headset operator, that they are ready to push before calling ATC for pushback clearance. This is to ensure the tug driver is in the tug and listening for communications between 'Gatwick Ground' and the flight deck. If the Aircraft Commander is not in two-way headset communication with the tug crew, they must inform the ATC Ground Movement Planner (GMP) 'Gatwick Delivery' when reporting ready for start. It is important that the tug driver is able to listen to the exchange between the flight deck and ATC on the relevant frequency, so that the tug crew/ground crew have a full understanding of the detail of the ATC clearance. If the tug driver has not heard or understood the pushback clearance they must not push the aircraft. Requests and clearances will be issued between the flight deck and ATC only. On receipt of pushback clearance, the flight deck shall report the instruction verbatim to the ground crew. Any clarification required from the tug driver shall, in the first instance, be directed to the flight deck. If further clarification is required, then the tug driver should contact ATC
The Manoeuvring Area is equipped with the following forms of taxiway guidance:
Yellow painted taxiway centre-lines;
Yellow painted holding position lines at the approach to runways;
Green taxiway centre-line lights and red stop bars controlled from the Tower;
An illuminated red stop bar means STOP. Aircraft must not proceed until the stop bar is extinguished or ATC permission is received;
Runway Guard Lights are installed at all runway/taxiway intersections, comprising dual alternating flashing amber lights, operating H24;
Taxiway Unavailable Bars (TUBS) comprising of a line of red stop lights spaced at approximately 3 M centres across the full width of the mouth of each exit taxiway adjacent to Runway 08R/26L and running parallel to the runway centreline. TUBS are installed at Alpha, Bravo, Bravo Romeo, Charlie, Charlie Romeo, Delta, Echo Romeo, Foxtrot Romeo, Golf, Golf Romeo, Hotel and Juliet, to prevent incursions onto taxiways which are unavailable due to operational issues such as Work in Progress.
Pilots are to use the minimum power necessary when manoeuvring on the taxiway system. This is of particular importance when manoeuvring in apron areas, where jet blast can affect adjacent stands.
Cross-Bleed Starts - if informed by an aircraft that a cross-bleed start is required, ATC must consider the blast effect and utilise a non-standard push back if required. Aircraft must be aligned with the taxiway centreline before commencing the cross-bleed start.
Pilots pushing from Stand 12 are reminded not to start engines until the aircraft has been pulled forward abeam Stand 12, due to jet blast on the neighbouring airside road.
After pushback from Stand 38 aircraft will be stopped off the taxiway centreline prior to being disconnected. When approved to taxi pilots should follow the broken yellow centreline back onto Taxiway Lima.
Engines must not be run above ground idle during push-back. In any circumstances where ground idle or breakaway power needs to exceeded, prior authorisation is required from ATC. GAL Airfield Operations may need to attend to ensure there is no jet blast risk.
In the event of a mis-routeing, or the need to execute an unorthodox manoeuvre the flight deck must request revised instructions from ATC. This may require the attendance of a GAL Airfield Operations Leader Vehicle or assistance of an aircraft tug for the manoeuvre to be completed safely.
Some operators may choose to taxi without all aircraft engines running. This type of operation has the potential to increase blast, especially when starting to move or negotiating tight turns. Operators must have assessed the jet blast risks before carrying out this reduced engine taxi procedure.
Aircraft are not authorised to power back off stands under their own power.
Ground movement of large aircraft - Code D (Wingspan between 36 M < 52 M)
The following routes are not available for Code D aircraft:
Taxiway Alpha November East of Taxiway Mike;
Taxiway Juliet East of Taxiway November;
Taxiway Victor East of Taxiway Whiskey;
Taxiway Whiskey;
Taxiway Zulu between Taxiway November and Taxiway Whiskey.
Ground movement of large aircraft - Code E (Wingspan between 52 M < 65 M)
The following routes are not available for Code E aircraft:
Taxiway Alpha November East of Taxiway Mike;
Taxiway Juliet East of Taxiway November;
Taxiway Victor East of Taxiway Whiskey;
Taxiway Whiskey;
Taxiway Zulu between Taxiway November and Taxiway Whiskey;
Taxiway Alpha Sierra is restricted to maximum Code D aircraft when Code F aircraft are using Taxiway Alpha November east of Taxiway Papa.
The following restrictions apply:
Taxiway Lima between Taxiways Quebec and Sierra has a substandard but positive physical obstacle clearance (minimum of 42.5 M) due to the proximity of the adjacent road;
Taxiway Lima East of Stand 36 is not available for Code E aircraft with a wingspan in excess of 61 M due to the proximity of the adjacent blast screen;
Taxiway Yankee from Whiskey 1 Hold to Yankee 3 Hold is not available for Code E aircraft with a wingspan in excess of 61 M due to the proximity of the adjacent road.
Ground movement of large aircraft - Code F (Wingspan between 65 M < 80 M)
Prior approval is required from ATC due to the proximity of the road which restricts the availability of these routes and requires special procedures to be put in place in advance. Due to these restrictions the contingency routes are not shown in yellow on Aerodrome Chart AD 2.EGKK-2-5.
Taxiway routes available to Code F aircraft are shown on Aerodrome Chart AD 2-EGKK-2-5, marked in yellow:
There is a substandard but positive physical obstacle clearance (minimum of 47.5M) on Taxiway Juliet between Taxiways Sierra and Tango;
Taxiway Alpha Sierra is restricted to maximum Code D aircraft when Code F aircraft are using Taxiway Alpha November east of Taxiway Papa.
The following contingency routes are also available for Code F aircraft:
Taxiway Romeo between Romeo Alpha and Lima;
Taxiway Lima between Taxiways Romeo and Quebec.
Taxiway routes available to Code F aircraft are shown on Aerodrome Chart AD 2-EGKK-2-5, marked in yellow. There is a substandard but positive physical obstacle clearance (minimum of 47.5 M) on Taxiway Juliet between Taxiways Sierra and Tango.
Remote De-icing – Aircraft Engines Running
There are two identified locations (de-icer pads) to enable remote de-icing of aircraft with engines running. They are managed and coordinated by the GAL de-icing service provider for airlines which have had Risk Assessments and Method Statements signed off by GAL. There is an agreed process in place for the operation of these pads.
The two locations are uniquely identified as DA 43 and DA Sierra. Both will have resource to coordinate the operations and communicate with pilots and de-ice rig operatives. An electronic signage board will be provided for visual communications.
DA 43
Located on Stand 43 and can accommodate Code C aircraft only. The holding point for this pad is Stand 41. Aircraft will taxi to this location as directed by ATC.
DA Sierra
Located on Taxiway Sierra abeam Stands 170/171. Aircraft will be directed by ATC to hold on Taxiway Lima north of Taxiway Sierra prior to entering DA Sierra.
Remote Holding Procedures
Remote holding capacity is available to maintain the flow of aircraft by releasing occupied stands and pushback crews, this proactive approach supports optimal stand availability, reduces taxiway congestion and helps maintain overall airfield efficiency. ATC will endeavour to offer remote holding to applicable flights subject to availability. Flight crews must be ready for pushback and to promptly accept remote holding when requested. Flight crews must not request remote holding; the instruction will come from ATC and must be followed unless in exceptional circumstances. Applicable flights are usually those with CTOT or other delays in excess of 35 minutes however, ATC has the discretion to instruct other flights where there is an operational reason for doing so. Default positioning to remote hold is pushback and taxi, unless otherwise directed by ATC.
Remote holding capacity is available via:
Stands 41 and 43.
Stands 41 and 43 Remote Holding/Drive-Through. Aircraft should stop at the positions indicated by the painted yellow stop arrows and await instructions from ATC. Access is available via Taxiways Kilo or Lima.
Stands 41E, 41W, 43E and 43W Remote Holding. From Taxiway Lima aircraft should enter the 41 or 43 centreline and then follow the east or west centreline. From Taxiway Kilo aircraft should access 41E, 41W, 43E and 43W via the specific lead-in arrow. Eastern centrelines are painted orange and western centrelines are painted blue. Aircraft stop positions are indicated by painted orange or blue stop arrows as appropriate. When approaching Stand 41E from the east along Taxiway Kilo, flight crews are to use judgemental oversteer when entering the stand to ensure suitable main undercarriage clearance of the adjacent grass area.
Stands 41E, 41, 41W, 43E, 43 and 43W Aircraft Parking Stands. When operating in aircraft parking stand mode, barriers will be deployed between Stands 41 and 43 and Taxiway Lima to safeguard the stands. Aircraft may only enter Stands 41E, 41, 41W, 43E, 43 and 43W via Taxiway Kilo and must be parked by a GAL Marshaller. In exceptional circumstances should an aircraft be required to taxi off Stand 41E, 41, 41W, 43E, 43 or 43W under its own power via Taxiway Lima, GAL Airfield Operations will require prior notification and authorisation via ATC.
Stand 42 is only available as a nose-in aircraft parking stand. Aircraft can self-park utilising the SEG system. Access is via Taxiway Kilo.
Straight pushback onto Stands 64L, 64R, 65, 66L, 66R, 132 and 133.
GAL aircraft marshaller guidance onto Stands 141R, 142R, 143L, 144L, 171L, 173, 175L, 230L, 231L, 232L and 233L. Pilots must not enter these stands until a marshaller is present. Access to Stand 173 is via the 173L lead-in arrow. Pilots should exit these stands by turning directly towards the taxiway centreline.
Tactical holding may be utilised on taxiways at the discretion of ATC.
Airport-Collaborative Decision Making (A-CDM)
London Gatwick Airport is an A-CDM–coordinated Airport, meaning it has adopted the permanent and fully automatic data exchange Airport-CDM concept by providing a set of DPI messages (Departure Planning Information – E-DPI, T-DPI-t, T-DPI-s, A-DPI and C-DPI) to the Eurocontrol Network Manager Operations Centre (NMOC). This data transfer allows more accurate and efficient CTOT allocation. The basic NMOC procedures continue to apply but NMOC will take the local TTOT into consideration for CTOT calculation and will try to adjust it accordingly.
Definitions of Commonly Used A-CDM Terms:
Target Off-Blocks Time (TOBT) - The time an aircraft is expected to be ready to leave the stand (agreed by Ground Handling Agent and flight deck) in the case of normal operations, or ready for on stand de-icing to commence (where appropriate), in the case of winter operations. This must be updated to an accuracy of +/- 5 minutes by GHA. Accurate and stable TOBTs enhance operations on the ground as they provide all airport partners with a clear picture of the intentions of aircraft on the ground.
Actual Start Request Time (ASRT) - The time an aircraft actually calls ready to Tower. Start requests will only be accepted if an aircraft is A-CDM compliant, meaning TOBT has not expired (which happens at TOBT + 5 minutes) and there are no other data issues with the flight plan.
Target Start Approval Time (TSAT) - The time that ATC expect to give start approval, which is based on TOBT, CTOT, other traffic using the runway, any constraints to runway/airspace capacity, and taxi time. Use of TSAT should reduce queuing times at the runway hold, while maintaining a high runway utilisation.
Target Take-Off Time (TTOT) - The time that an aircraft is expected to take off. TTOT is a target – the requirement for an aircraft to be airborne within a time window only applies to flights with a CTOT. Most aircraft will take off within +/- 5 minutes of TTOT, but this time is not accurate enough to be relied upon for starting the second engine after single engine taxi.
Calculated Take-Off Time (CTOT) - Assigned by NMOC when flow restrictions are in place. The standard slot tolerance window requires aircraft to depart within -5 to +10 minutes of its CTOT (as existing requirement).
Flight Deck shall comply with the following A-CDM procedure:
Ensure the flight is ready to push at TOBT +/- 5 minutes: ground activities completed, doors closed, push-back tug connected, cockpit ready for start-up.
Maintain regular communication with the TCO/GHA who are responsible for updating the TOBT.
If a delay to TOBT +5 or a departure earlier than TOBT -5, is identified notify the GHA immediately and ensure TOBT is updated before contacting ATC.
When ready to push back (which should be at TOBT +/- 5 mins):
Pilots must report to Gatwick Delivery: "[Call-sign] [stand] [QNH] ready".
Pilots will either receive Start Approval, Gatwick Delivery will respond: "[Call-sign] roger", or “[Call-sign] You are non-ACDM compliant, contact your handling agent”. If this happens, pilots must not contact ATC again until the handling agent confirms compliance. In most cases this is done by updating TOBT, however the handling agent can check CDM alerts and notify the pilot if the flight plan needs to be updated by their Company.
Any push-and-hold procedures to be applied will be initiated at call-up.
If ready, but delayed by ATC, DO NOT update the TOBT.
If a pilot has not reported ready for departure by TOBT +5, TOBT will be deleted and the TOBT must be updated with the TCO/GHA to become A-CDM compliant.
When ATC is ready to approve push (normally at TSAT +/- 5 mins):
Gatwick Delivery will issue appropriate instruction.
Pilots should follow normal procedures for communication with Tower.
A-CDM Process During Winter Operations:
When de-icing is required, TOBT is defined as when the aircraft is expected to be ready for either pushback or on-stand de-icing.
Planned de-icing activity is fed into the Gatwick A-CDM system by GHA, who enters the intention to de-ice the aircraft. The de-icing Company allocate de-icing location (on stand or remote) and estimated start time and duration of de-icing.
When ready for de-icing on stand, the ground handler must report ready via Aircraft Ready to De-ice Time (ARDT).
The TTOT and TSAT during de-icing will take into account de-icing times and locations.
When ready to move the aircraft (either direct to the runway or to a remote de-icing pad), pilots should follow normal procedures for communication with Tower.
On stand de-icing:
For on-stand de-icing, at TOBT +/-5 mins the GHA will report via A-CDM system that turn activities have been completed and the aircraft is ready (ARDT) for de-icing.
Once de-icing on stand is complete, pilots report to Gatwick Delivery and state: ‘[Call-sign] [stand] [QNH] ready to move’.
All further communication will be in line with standard procedures.
Remote de-icing:
In the case of remote de-icing, at TOBT +/-5 mins pilots report to Gatwick Delivery and state: ‘[Call-sign] [stand] [QNH] ready to move’.
ATC will provide start clearance and taxi instructions to the remote de-icing pad.
Runways 08R and 26L, subject to serviceability of the required facilities, are suitable for Category ll and lll operations by operators whose minima have been accepted by the Civil Aviation Authority.
During Category ll and lll operations, Special ATC procedures (ATC Low Visibility Procedures) will be applied. Pilots will be informed when these procedures are in operation by ATIS broadcast or by RTF.
Departing Aircraft: ATC will require departing aircraft to use the following Category lll holding positions:
Runway 26L — Alpha 3, Charlie 3 or Mike 3;
Runway 08R — Juliet 3, Juliet 4, Juliet 7, Hotel 3 or Golf 3.
Occasionally it may be necessary for other departure points to be used due to work in progress or at the discretion of ATC. Under these circumstances, due allowance will be made by ATC for the necessary ILS protection.
Arriving Aircraft: All appropriate runway exits will be illuminated, and pilots should select the first convenient exit. Surface Movement Radar (SMR) is normally available to monitor pilot 'runway vacated' reports.
When SMR is not available to ATC, runway Localizer Sensitive Area (LSA) vacation will be confirmed by receipt of a pilot report that the tail of the aircraft has passed the last of the alternate amber and green centreline lights. These lights denote the extent of the ILS LSA.
When Low Visibility Procedures are in force reduced landing rates can be expected due to the requirement for increased spacing between arriving aircraft. In addition to the prevailing weather conditions, such factors as equipment serviceability may also have an effect on actual landing rates. For information and planning purposes, the approximate landing rates that can be expected are:
RVR (M) — Expected Landing Rate
Greater than 1000 — 24
Between 1000 and 550 — 20
Between 500 and 350 — 15
Less than 300 — 12 or less
In low visibility at night the apron and car park's floodlighting may be seen before approach lights on 26L and 26R approaches.
Except for light signals, ground signals are not displayed.
Pilots are warned, when landing on Runway 26L/R in strong southerly/south-westerly winds, of the possibility of building induced turbulance and windshear effects.
There are trees on high ground to the west, under the approach to Runways 08L and 08R. The tops are up to 287 FT AAL at ranges between 1.25 and 3 NM.
A hazard beacon showing a steady red light is situated on the extended centre-line of Runway 08R on tree covered high ground, 1.8 NM from 08R threshold. Trees within 0.6 NM of the beacon rise up to 89 FT above it. Another beacon, showing a steady red light, is situated 0.66 NM NNW of the first. Together, they mark the line of high ground. The beacons are switched on at night and when the high intensity approach lights are in use.
HT power line to the N, E and SE of airport; minimum distance 1.6 NM at 146 FT AAL rising to the S to 326 FT AAL at 4 NM. High ground to SE and S rising to 406 FT AAL is 3.5 NM from airport at its nearest point.
Arrivals – Due to disruption to the ILS signal during Code F operations, pilots can expect late notification of only RNP approach availability.
All inbound and outbound helicopters must use the runways and may not carry out direct approaches to or take-off from apron areas or taxiways with the exception of emergency services flights e.g. Helicopter Emergency Medical Service (HEMS), police etc. Helicopter handling agents are to obtain slot allocation for all flights. After landing, helicopters will ground taxi or air taxi to an allocated parking area (usually an adjacent stand). A GAL Airfield Operations Leader vehicle will normally be in attendance. While helicopters are operating on the manoeuvring area extreme caution must be exercised regarding rotor-tip clearance and downwash.
Special runway utilisation procedures are detailed at GEN 3.3, Section 3, Para 3.9.4.
Departure Wake Vortex Separations
The following pairs of holding positions for Runways 26L/08R are considered to be the same point for the purposes of departure wake vortex separation:
|
Runway 26L |
Runway 08R |
|
Holding positions Mike 1/3 and Alpha 2/3 |
Holding positions Juliet 1/3 and Hotel 1/3 |
|
Holding positions Mike 1/3 and Bravo 1 |
Holding positions Juliet 1/3 and Golf 1/3 |
|
Holding positions Alpha 2/3 and Bravo 1 |
Holding positions Hotel 1/3 and Golf 1/3 |
|
Holding positions Bravo 1 and Charlie 1/3 | |
|
Holding positions Bravo 1 and Yankee 1/2 |
Use of Runway 08L/26R
Runway 08L/26R is a non-instrument runway and will only be used when Runway 08R/26L is temporarily non-operational due to maintenance or incident. Runway 08R/26L is closed regularly to allow maintenance to take place. Dates and times are subject to change, latest details are advised by NOTAM and airport notices.
Runway 08L/26R cannot be used simultaneously with Runway 08R/26L because of insufficient separation between the two. For this reason also, extensive safeguarding procedures are required (see d ii) before Runway 08L/26R can be activated. Runway 08L/26R is not available on request by pilots. Lighting for the closed runway and parallel taxiway will not be visible on approach.
Restriction of Operation
During Runway 08L/26R operations, delays may occur to aircraft taxiing on the aerodrome due to the following:
Taxiway Juliet, between Juliet 8 and Taxiway Sierra is limited to use by aircraft of wingspan of 36 M or below during take-offs or landings on Runway 08L/26R. Taxiway Juliet, between Taxiway Sierra and Juliet 5 is limited to use by aircraft of wingspan of 50 M or below during take-offs or landings on Runway 08L/26R.
Additional restrictions when the Surface Movement Radar (SMR) is not available.
Taxiway Alpha November is not available as an entry point to Runway 26R when 26R is the active runway.
When Runway 08L/26R is being brought into planned use the aerodrome will be closed for a period of up to 15 minutes to allow the necessary safeguarding procedures to be implemented. The same will apply when Runway 08R/26L is brought back into use. In an emergency situation, implementation of the change to Runway 08L/26R can be expected to take substantially longer.
Navaids
When Runway 08L/26R is in use the only navigational aids available are:
Surveillance radar.
DME.
Runway and Approach Lights
It is not possible for both Runway 08R/26L and Runway 08L/26R lighting systems to be illuminated at the same time.
The take-off distance (TODA) for Runway 08L starts at the beginning of the runway, indicated by the white painted runway demarcation line marking abeam the 08L TODA sign, this is where the take-off roll should commence. The 08L TODA sign is located to the right of the runway, 307 M before the marked runway displaced threshold.
All runways at Gatwick have displaced thresholds. Crews are to ensure they are familiar with departure procedures when operating from displaced threshold runways.
The runway holding positions, in addition to illuminated red stop bars, are marked by mandatory signs and amber flashing runway guard lights.
When the taxiway lighting system is in use during Runway 08L/26R operation, limited selective switching of green centreline lights is available in conjunction with illuminated red stop bars at runway holding positions. Pilots must exercise extreme caution to remain on the correct taxiway route when cleared to the runway from a holding position. In certain positions, amber flashing runway guard lights, forward of the holding positions, denote the proximity of the runway itself.
Minimum Runway Occupancy Time
Departures
On receipt of line-up clearance pilots should ensure that they are able to taxi and line up on the runway as soon as the preceding aircraft has commenced either its take-off roll or landing run.
On receipt of take-off clearance, pilots should ensure that they are able to commence take-off without delay.
Pilots not able to comply with these requirements should notify ATC as soon as possible once transferred to the Gatwick Tower frequency.
Arrivals
High Intensity Runway Operation requires all aircraft to exit the runway at the fastest speed commensurate with safety. Extended runway occupancy may result in following aircraft being sent around.
Pilots should pre-plan their landing and roll out to target the exit taxiways that provide a safe and expeditious exit from the runway to reduce delays and maximise utilisation at all times.
|
08R |
D |
CR |
BR |
|
Distance from threshold (M) |
1376 | 1796 |
2251 |
|
Design Exit Speed (KT) |
38 |
49 |
50 |
|
Notes: | |||
|
26L |
ER |
FR |
GR |
|
Distance from threshold (M) | 1480 |
1835 |
2126 |
|
Design Exit Speed (KT) |
50 |
50 |
49 |
|
Notes: | |||
Rapid Exit Taxiway Indicator Lights (RETILs) and paint markings are provided on Runway 08R/26L to assist pilots in judging distances to Rapid Exit Taxiways enabling braking action to be applied for a more efficient roll-out and runway exit speed. RETILs are provided for exit at D and CR on Runway 08R and ER and FR on Runway 26L.
The RETILs provide a 3-2-1 countdown pattern of amber lights together with painted markings placed at 300 M, 200 M and 100 M from the intersection of the runway centreline with the Rapid Exit Taxiway centreline. 3 white painted bars and 3 amber lights are provided at 300 M to go, 2 white bars and 2 amber lights at 200 M to go and 1 white bar and 1 amber light at 100 M to go. Painted bars and RETILS are positioned on the left hand side of the runway centreline for Runway 08R and the right hand side of the runway centreline for Runway 26L. The painted bars are angled in the direction of the Rapid Exit Taxiway.
Not applicable
Notice under Section 78(1) of the Civil Aviation Act 1982
Whereas:
(1) By virtue of the Civil Aviation (Designation of Aerodromes) Order 1981 (a) Gatwick Airport – London is a designated aerodrome for the purpose of Section 78 of the Civil Aviation Act 1982 (b);
(2) the requirements specified in this notice appear to the Secretary of State to be appropriate for the purpose of limiting, or of mitigating the effect of, noise and vibration connected with the taking off or, as the case may be, landing of aircraft at Gatwick Airport – London.
Now, therefore, the Secretary of State, in exercise of the powers conferred on him by Section 78 (1) and (12) of the Civil Aviation Act 1982, by this notice published in the manner prescribed by the Civil Aviation (Notices) Regulations 1978 (c), hereby provides as follows:
This notice may be cited as the Gatwick Airport – London (Noise Abatement Requirements) Notice 2023 and came into operation on 28 December 2023.
It shall be the duty of every person who is the operator of any aircraft which is to take off or land at Gatwick Airport – London to secure that, after the aircraft takes off or, as the case may be, before it lands at the aerodrome the following requirements are complied with:
After take-off the aircraft shall be operated in such a way that it is at a height of not less than 1000 FT AAL at 6.5 KM from start of roll as measured along the departure track of that aircraft.
The sites of the noise monitoring terminals relating to Gatwick Airport – London are:
|
Description |
OS Co-ordinates |
Elevation above aerodrome |
Latitude |
Longitude |
|---|---|---|---|---|
|
Site 1: Russ Hill |
TQ 2227 3923 |
54 M |
*510821N |
0001513W |
|
Site 3: Orltons |
TQ 2166 3878 |
57 M |
*510807N |
0001545W |
|
Site 5: Oaklands Park Farm |
TQ 2170 3939 |
52 M |
*510827N |
0001542W |
|
Site 4: Moat House |
TQ 3180 4140 |
4 M |
510924N |
0000700W |
|
Site 6: Bellwood |
TQ 3176 4177 |
3 M |
*510936N |
0000702W |
Subject to sub-paragraphs (5) and (6) below, any aircraft shall, after take-off, be operated in such a way that it will not cause more than 94 dBA Lmax by day 0700-2300 (0600-2200) as measured at any noise monitoring terminal at any of the sites referred to in sub-paragraph (2) above.
Subject to sub-paragraphs (5) and (6) below, any aircraft shall, after take-off, be operated in such a way that it will not cause more than 89 dBA Lmax by night 2300-0700 (2200-0600) and that it will not cause more than 87 dBA Lmax during the night quota period 2330-0600 (2230-0500) as measured at any noise monitoring terminal at any of the sites referred to in sub-paragraph (2) above.
The limits specified in sub-paragraphs (3) and (4) above shall be adjusted in accordance with the following table in respect of any noise monitoring terminal at any of the sites referred to in the table in sub-paragraph (2) above to take account of the location of that terminal and its ground elevation relative to the aerodrome elevation.
|
Description |
Adjustment dBA |
|---|---|
|
Site 1: Russ Hill |
plus 5.0 |
|
Site 3: Orltons |
plus 1.9 |
|
Site 5: Oaklands Park Farm |
plus 1.9 |
|
Site 4: Moat House |
0.0 |
|
Site 6: Bellwood |
minus 0.2 |
For the purpose of determining an infringement of the limits specified in sub-paragraphs (3) and (4) above, if the aircraft was required to take-off with a tailwind, an amount of up to 2dB of the noise recorded at the noise monitor should be disregarded. The amount to be disregarded shall be:
0.4 dB for a tailwind of up to 1 KT
0.8 dB for a tailwind exceeding 1 KT but not exceeding 2 KT
1.2 dB for a tailwind exceeding 2 KT but not exceeding 3 KT
1.6 dB for a tailwind exceeding 3 KT but not exceeding 4 KT
2.0 dB for a tailwind exceeding 4 KT.
For this purpose, tailwind is to be calculated from the wind data measured in the on-airfield anemometers and wind vanes according to the formula:
(windspeed x cosine (runway heading minus wind direction)) x – 1.
If the station is unavailable, the nearest equipped noise monitoring terminal or aerodrome METAR shall be used.
Where the aircraft is a jet aircraft, after passing the point referred to in sub-paragraph (1) above, it shall maintain a gradient of climb of not less than 4% to an altitude of not less than 3000 FT. The aircraft shall be operated in such a way that progressively reducing noise levels at points on the ground under the flight path beyond that point are achieved.
This sub-paragraph (8) applies to aircraft other than:
any propeller driven aircraft whose MTWA does not exceed 5700 KG; or
during the period between 0600-2330 (0500-2230), any propeller driven aircraft whose MTWA does not exceed 17000 KG.
Subject to sub-paragraph (8) (d) below, after any aircraft to which sub-paragraph (8) applies takes off from any runway specified in the first column of the following table, the aircraft shall follow the Noise Preferential Routeing Procedure specified in the third column of the table which relates to the ATC clearance previously given to the aircraft and specified in the second column of the table, whether flying in IMC or VMC.
The ATC clearance via Mayfield specified in the second column of the table will not be available between 2300-0700 (2200-0600). Aircraft following the Noise Preferential Routing Procedure which relates to that clearance shall not fly over Crawley, Crawley Down or East Grinstead.
Where any aircraft to which this sub-paragraph (8) applies has taken off on a VFR flight plan, it shall follow the applicable Noise Preferential Routeing Procedure before turning onto the intended track.
|
Take-off Runway |
ATC Clearance |
Procedure |
|---|---|---|
|
26L/R |
Via ACORN |
Straight ahead until I-WW DME 2.3 then turn right to intercept DET VOR RDL258 by DET DME 31 to DET DME 15. |
|
Via BOGNA |
Straight ahead and maintain track 257°. At MID DME 10.5 turn left to intercept OCK VOR RDL175. At OCK DME 28 turn left to intercept MID VOR RDL146 to BOGNA. | |
|
Via Midhurst |
Straight ahead and maintain track 258° to intercept MID VOR RDL064. | |
|
Via SFD (This route to be used only 2300-0600 (2200-0500)) |
Straight ahead and maintain track 258° until crossing SFD VOR R319 (I-WW DME 6.8) then turn left to intercept RDL312 to SFD VOR. | |
|
Via Mayfield (This route to be used only 0700-2300 (0600-2200)) |
Straight ahead until I-WW DME 2.3 then turn left to intercept MAY VOR RDL283 by MAY DME 13 to MAY VOR. | |
|
Circuit Flights |
Straight ahead until I-WW DME 2.3 NM before turning across wind. | |
|
08L/R |
Via DET VOR R260 |
Straight ahead until I-GG DME 3.5 turn left to intercept DET VOR RDL260 to DET DME 43. |
|
Via ACORN |
Straight ahead until I-GG DME 3.5 then turn left to track 052°M to intercept DET VOR RDL259 by DET DME 20 to ACORN. | |
|
Via TUNBY |
Straight ahead and maintain track 078° to intercept DVR VOR RDL270 to TUNBY. | |
|
Via Seaford |
Straight ahead until I-GG DME 2.5 then turn right to intercept SFD VOR RDL344 to SFD VOR. | |
|
Circuit Flights |
Straight ahead until I-GG DME 2.5 before turning across wind. |
After taking off the aircraft shall avoid flying over the congested areas of Horley and Crawley.
Where the aircraft is approaching the aerodrome to land it shall, commensurate with its ATC clearance, minimise noise disturbance by the use of continuous descent and low power, low drag operating procedures (referred to in Detailed Procedures for descent clearance in section EGKK AD 2.22 of the UK AIP). Where the use of these procedures is not practicable, the aircraft shall maintain as high an altitude as possible. In addition, when descending on initial approach, including the closing heading, and on intermediate and final approach, thrust reductions should be achieved where possible by maintaining a ‘clean’ aircraft configuration and by landing with reduced flap, provided that in all the circumstances of the flight this is consistent with safe operation of the aircraft.
Before landing at the aerodrome the aircraft shall maintain as high an altitude as practicable and shall not fly over the congested areas of Crawley, East Grinstead, Horley and Horsham at an altitude of less than 3000 FT (Gatwick QNH) nor over the congested area of Lingfield at an altitude of less than 2000 FT (Gatwick QNH).
Except where sub-paragraph (12) (b) applies, the aircraft shall not join the final approach to either runway at a height of less than 1500 FT AAL.
where the aircraft is a propeller driven aircraft whose MTWA does not exceed 5700 KG, it shall not join the final approach to either runway at the aerodrome at a height of less than 1000 FT AAL and shall follow a descent path which will not result in its being at any time lower than the height of the approach path normally indicated by the PAPI.
Where the aircraft is using the ILS in IMC or VMC it shall not descend below 2000 FT (Gatwick QNH) before intercepting the glidepath, nor thereafter fly below the glidepath; and
an aircraft approaching without assistance from the ILS shall follow a descent path which will not result in its being at any time lower than the height of the approach path normally indicated by the PAPI.
Aircraft which land at Gatwick Airport - London between 2330-0600 (2230-0500), whether or not making use of the ILS localizer and irrespective of weight or type of approach, shall not join the centre-line:
below 3000 FT or
closer than 10 NM from touchdown.
Without prejudice to the provisions of sub-paragraphs (1)-(14) above, the aircraft shall at all times be operated in a manner which is calculated to cause the least disturbance practicable in areas surrounding the aerodrome.
The requirements set out in sub-paragraphs (1)-(15) above may at any time be departed from to the extent necessary for avoiding immediate danger or for complying with the instructions of an Air Traffic Control unit.
In this notice, except where the context otherwise requires:
‘dBA’ means a decibel unit of sound level measured on the A-weighted scale, which incorporates a frequency dependent weighting approximating the characteristics of human hearing;
Lmax’ means the highest instantaneous sound level recorded (with the noise monitoring terminal set at the slow meter setting);
other abbreviations used are defined in GEN 2-2 of the United Kingdom Aeronautical Information Publication (Air Pilot).
|
Erin Cowburn | |
| Deputy Director | |
| Airports Policy Division | |
|
28 December 2023 |
Department for Transport |
S.I. 1981/651.
1982 c.16.
S.I. 1978/1303.
1972 c.6.
Notes
(These notes are not part of the notice)
The Noise Preferential Routeing Procedures specified in the above notice are compatible with normal ATC requirements. The use of the routeings specified above is supplementary to noise abatement take-off techniques as used by piston-engined, turbo-prop, turbo-jet and turbofan aircraft.
The attention of operators is drawn to the provisions of Section 78 (2) of the Civil Aviation Act 1982, under which if it appears to the Secretary of State that any of the requirements in this notice have not been complied with as respects any aircraft, he may direct the manager of the aerodrome to withhold facilities for using the aerodrome from the operator of the aircraft. However, the Secretary of State accepts that occasional and exceptional breaches of the noise limits, or of the height requirement, would not be expected to lead to sanctions under Section 78 (2). Such breaches would, however, run the risk of financial penalties.
Noise from ground running of aircraft engines is controlled in accordance with instructions issued by Gatwick Airport Limited.
To minimise disturbance in areas adjacent to the aerodrome, commanders of aircraft are requested to avoid the use of reverse thrust after landing, consistent with the safe operation of the aircraft, between 2330-0600 (2230-0500).
Full details concerning the maximum number of occasions and the types of aircraft which are permitted to take off or land at night during specified periods at this aerodrome are promulgated by Supplement.
For monitoring purposes, a descent will be deemed to have been continuous provided that no segment of level flight longer than 2.5 nautical miles (NM) occurs below 7000 FT QNH and 'level flight' is interpreted as any segment of flight having a height change of not more than 50 FT over a track distance of 2 NM or more, as recorded in the airport noise and track-keeping system.
For monitoring purposes, a departure will be deemed to have complied with the Noise Preferential Routeing (NPR) if, in the portion of flight below the appropriate vectoring altitude (see note 8 below), it is properly recorded by the airports noise and track-keeping (NTK) system as having flown wholly within the Lateral Swathe (LS). The LS is defined from the centre-line of the relevant route coded in the NTK system, based upon a map accredited for this purpose by the Department for Transport, by the closer to the route centre-line depicted on the map of (a) a pair of lines either side, each diverging at an angle of 10° from a point on the runway centre-line 2000 M from start-of-roll: and (b) a pair of parallel lines representing a distance of 1.5 KM either side of the route centre-line. For avoidance of doubt, the depicted route and LS may include curved sections representing turns.
Aircraft which have attained an altitude of 4000 FT (Gatwick QNH) may be directed by air traffic controllers onto a different heading and commanders complying with any such direction will not by reason of so complying be deemed to have departed from the Noise Preferential Routeing. This applies:
between 2330-0600 (2230-0500) to all take-offs, and
between 0600-2330 (0500-2230) to:
all departures from Runway 26L/R, other than those cleared via NOVMA, IMVUR, KENET or SAM SIDs.
take-offs from Runway 08L/R cleared via SFD.
Between 0600-2330 (0500-2230) aircraft which have taken off from Runway 26L/R cleared via NOVMA, IMVUR, KENET or SAM SIDs or from Runway 08L/R (other than those cleared via SFD) and which have attained an altitude of 3000 FT (Gatwick QNH) may be directed by air traffic controllers onto a different heading and commanders complying with any such direction will not by reason of so complying be deemed to have departed from the Noise Preferential Routeing.
As the Navigation Aids (NAVAIDs) used previously in the noise abatement procedures are withdrawn as part of the NATS NERL NAVAID Rationalisation project and the conventional Standard Instrument Departures have been RNAV Substituted, the following latitude and longitude coordinates replicate the specific location of the old NAVAIDs which are listed below:
| NAVAID | Coordinates |
|---|---|
| OCK VOR | 511818.17N 0002649.86W |
| MAY VOR | 510101.86N 0000658.04E |
| MID VOR | 510314.23N 0003730.01W |
| DVR VOR | 510945.44N 0012132.72E |
| LON VOR | 512914.09N 0002759.54W |
| BIG VOR | 511951.15N 0000205.32E |
| LAM VOR | 513845.69N 0000906.13E |
| DET VOR | 511814.41N 0003550.19E |
| GWC VOR | 505118.79N 0004524.25W |
| SAM VOR | 505718.90N 0012042.20W |
Inbound other than Airways
IFR aircraft inbound to London Gatwick direct from the London FIR will be required to use the procedure via Mayfield holding pattern detailed at paragraph 4(e).
Pilots inbound to London Gatwick under VFR call Gatwick Director at one of the VFR Reference Points (VRPs) listed at paragraph 13, where aircraft will either be given a route to follow or will be identified by radar and directed into the Approach sequence.
Except where required by the Instrument Approach Procedures, inbound aircraft to London Gatwick in both VMC and IMC should, whenever possible avoid flight below 3000 FT over towns and other populated areas within the Control Zone. Whenever possible aircraft under radar control will be directed to avoid flying over Crawley, East Grinstead, Horley and Horsham below 3000 FT. When a radar service is not being provided it will be the responsibility of captains of aircraft on VFR flight plans or on visual approaches to ensure compliance.
Inbound on Airways
Aircraft inbound to London Gatwick via the Airways System will be routed via the Standard Terminal Arrival Routes (STARs) detailed at AD 2-EGKK-7.
Inbound Aircraft
In the event of complete radio failure in an aircraft the pilot is to adopt the appropriate procedures notified at ENR 1.1, subsection 3, with the exception described below.
When complete communications failure occurs in the aircraft before ETA, or before EAT when this has been received and acknowledged, the aircraft will:
fly to the appropriate holding point (TIMBA, WILLO or Mayfield);
hold until the last acknowledged ETA plus 10 minutes or EAT when this has been given;
then commence descent for landing in accordance with the approach procedure for the runway-in-use (see AD 2-EGKK-7) and effect a landing within 30 minutes (or later if able to approach and land visually).
If complete radio communications failure occurs after an aircraft has reported to ATC on reaching the holding point, the aircraft will:
hold at the last assigned level at TIMBA, WILLO or Mayfield until:
ATA over the holding point plus 10 minutes or 10 minutes after the last acknowledged communication with ATC, whichever is the later; or
EAT when this has been received and acknowledged.
then commence descent for landing in accordance with the approach procedure for the runway-in-use (see AD 2-EGKK-7) and effect a landing within 30 minutes (or later if able to approach and land visually).
When complete radio communication failure occurs during intermediate or final approach under radar control the procedures to be followed are detailed at AD 2-EGKK-5.
When complete radio communication failure occurs in the aircraft following a missed approach the aircraft will:
fly the appropriate missed approach procedure to Mayfield VOR/DME;
complete at least one holding pattern at 3000 FT;
then commence descent for landing in accordance with the approach procedure for the runway-in-use (see AD 2-EGKK-7) and effect a landing within 30 minutes (or later if able to approach and land visually).
The routes and levels to be used when leaving the Zone or Holding Area in accordance with the procedures given at ENR 1.1, subsection 3 are shown in the table below, the route to be followed is dependent on the position of the aircraft at the time the decision to leave the Zone is made.
|
Position at time of decision |
Route |
|---|---|
|
Mayfield |
Track 250°T at last assigned altitude |
|
TIMBA |
Track 090°T at last assigned level |
|
WILLO |
Track 230°T at last assigned level/altitude |
Outbound traffic operating on FRANE 1M/1V/1P/1W/1Z: If a clearance to climb or re-routing instructions have not been given, comply with the route and altitude limitations detailed in the allocated Standard Instrument Departure Procedures listed at AD 2-EGKK-6, at FRANE route via M604 to DAGGA and maintain 6000 FT until DAGGA; at DAGGA, commence climb to flight planned level.
All outbound traffic except those operating on FRANE 1M/1V/1P/1W/1Z: Comply with the route and altitude limitations detailed in the allocated Standard Instrument Departure Procedures (listed at AD 2-EGKK-6) or ATC clearance and commence climb to flight planned level after the last position at which an altitude is specified.
Aircraft inbound to London Gatwick Airport using the ATS Route Network will, after the initial routing, follow the appropriate STAR to the holding fixes TIMBA or WILLO. The STARs are illustrated at AD 2-EGKK-7. For aircraft holding below 6000 FT ALT, holding will be at Mayfield MAY VOR. (In light traffic conditions aircraft may be routed direct to MAY VOR above 6000 FT).
Pilots unable to comply with ATC clearance must notify ATC as soon as possible.
Aircraft may be radar-vectored off-route for the purpose of ATC separation. When separation has been achieved, ATC will give an approximate QDM to resume the STAR via the appropriate VOR radial or fix.
In the event of aircraft equipment failure, ATC must be advised and ATC instructions complied with.
Mayfield VOR/DME Holding Pattern:
This procedure will be used by aircraft inbound to London Gatwick from the FIR, after missed approach, via airways when instructed by London Control or when instructed by Gatwick Director.
Aircraft will hold on an axis of 087° MAG (RDL 267°) turning left at the facility, generally from 3000 FT ALT to 6000 FT ALT. The end of the outbound leg is at 5 DME MAY.
Altitudes at and below 6000 FT ALT will be allocated by Gatwick Director.
When inbound traffic is being sequenced by Air Traffic Control, that part of the approach between the holding fix and the Final Approach Track (FAT) will be flown under directions from the Radar Controller. Once the aircraft is under Radar Control, changes of heading or flight level/altitude will be made only on instructions from the Radar Controller except in the case of radio communication failure in the aircraft or at the radar unit.
Headings and flight levels at which to leave the holding facility will be passed by ATC. Radar vectors will be given, and descent clearance will include an estimate of track distance to touchdown. Further distance information will be given between initial descent clearance and intercept heading to the ILS. On receipt of descent clearance the pilot will descend at the rate he judges will be best suited to the achievement of continuous descent, the object being to join the glide path at the appropriate height for the distance without recourse to level flight.
During intermediate approach (after leaving the hold until approximately 6 NM before turning onto the ILS intercept heading), aircraft will be instructed to fly in the speed range 210 KT – 220 KT as required. Thereafter and until established on final approach, the highest possible speed within the band is 160 KT – 180 KT. Inbound aircraft must be established at 160 KT, on a stable approach at not less than 7 NM from touchdown. For aircraft that are unable to maintain 160 KT to 4 NM from touchdown, TC Gatwick will ascertain the final approach speed and inform the air controller. TC Gatwick may transfer high speed traffic to air without prior co-ordination provided that the pilot is instructed to report speed on initial contact. However, TC Gatwick must effect prior co-ordination if separation from a following aircraft is dependent on the leading aircraft maintaining a speed higher than 160 KT.
The system is designed to maximize arrival capacity at London Gatwick and to minimize noise disturbance in the areas overflown during the approach and aircraft commanders are requested to conform to low-power, low-drag procedures, including delays to the extension of wing flaps and undercarriage until the final stages of the approach.
The spacing provided between aircraft will be designed to achieve maximum runway utilization within the parameters of safe separation minima (including vortex effect) and runway occupancy. It is important to the validity of the separation provided, and to the achievement of optimum runway capacity, that runway occupancy time is kept to a minimum consistent with the prevailing conditions.
Missed Approach Procedures are contained on the Instrument Approach charts.
When below the Transition Altitude, pilots are to fly on the aerodrome QNH until established on final approach, at which point QFE or any other desired setting may be used.
In the event of radar failure, fresh instructions will be issued to each aircraft under radar control and the procedures in paragraph 9 will be brought into use.
If radio communication completely fails at the radar unit when aircraft are under Radar Control, pilots will revert to Aerodrome Control for fresh instructions.
When traffic is not being sequenced by Air Traffic Control, aircraft will be cleared from the holding areas to carry out the appropriate Initial Approach Procedures as outlined in AD 2-EGKK-7-17 and AD 2-EGKK-7-18.
RNAV SIDs are available only to aircraft which are equipped and operated in accordance with the requirements of JAA TGL-10, or equivalent, and approved by their State of Registry for RNAV 1 operations.
In addition, RNAV 1 SIDs are only available to those aircraft that are either GNSS equipped or that have DME/DME and INS/IRU with an automatic runway update.
Aircraft which are not capable/certified as detailed in (b) and (i) above shall fly the conventional navigation version of the SID as detailed in the appropriate charts in AD 6.
There are no critical navaids associated with the RNAV 1 SIDs assuming the use of GNSS or INS/IRU for initial guidance up to an altitude of 2000 FT. RNAV 1 SIDs are detailed in AD 6 together with appropriate navigation database coding tabulation.
RNAV 1 SIDs are available for use, at ATC discretion, on a 24 hour basis (H24), unless otherwise stated on the chart.
RNAV 1 SIDs are clearly identified and distinguishable from conventional SIDs by the use of a specific suffix, which will be a 'Z' for 08R departures and an 'X' character for 26L departures. RNAV 1 SIDs are NOT available for use from Runway 26R/08L; Conventional Navigation SID will be issued by ATC for 26R/08L departures.
Crews will be issued with an RNAV1 SID if their flight plan includes information such that the aircraft is RNAV1 capable. Crews shall request an ATC clearance for conventional SID route if unable to comply with RNAV1. On first RTF call after airborne, crews are to advise London Control/Gatwick Radar of the full SID designator as part of the requirements for initial calls on departure, e.g. "London Control, Fastjet 123 NOVMA 1X passing 2000 FT, climbing to altitude 4000 FT".
Intersection departures are permitted for aircraft flying the RNAV SIDs. Aircrew flying aircraft that are not GNSS equipped and that are departing from an intersection shall ensure that the relevant actions have been taken on the flight deck so that the FMS has been updated and is informed that the aircraft will be departing from an intersection. This will ensure that the correct co-ordinates are used by the Inertial Navigation System / Inertial Reference Unit upon selection of TOGA and therefore reduce the risk of a map shift event on departure.
Speed limits apply at specified waypoints for track containment purposes.
Aircraft flying on RNAV 1 SIDs can expect to receive radar vectors from ATC as per the operating procedure for conventional SIDs.
Conventional SIDs
Conventional SIDs will be used for those aircraft which do not specify a preference for RNAV 1 SID clearance or for when an ATC clearance cannot be issued for the use of the RNAV 1 SIDs.
Flights requiring M605 should plan BOGNA 1M/1V DCT HARDY.
Departure Speed Restriction: In order to optimise the departure flow and assist in the separation between successive departing aircraft a speed limit of 250 KT IAS below FL 100 is applicable until removed by ATC. ATC may remove the speed restriction by using the phrase ‘No ATC Speed Restriction’. Pilots are reminded that this phrase does not relieve the pilot of the responsibility to adhere to the ground track of the Noise Preferential Route, which may require a speed/power limitation.
If for any reason pilots are unable to comply with the 250 KT IAS speed restriction the pilot should immediately advise ATC and state the minimum speed acceptable. If a pilot anticipates before departure that they will be unable to comply with the speed restriction, they should inform ATC when requesting start-up clearance, stating the minimum speed acceptable. In this case the pilot will be informed before take-off of any higher speed limitation.
Special VFR clearances for flights within the Gatwick CTR may be requested and will be given whenever traffic conditions permit. These flights are subject to the general conditions laid down for Special VFR flights and will normally be given only to aircraft which carry RTF including the appropriate frequencies.
Note: Pilots holding a Private Pilots Licence (Aeroplanes) are reminded of the visibility requirements for Special VFR flights laid down in Schedule 7 of the Air Navigation Order 2009 and the related notification in paragraph 1.2.
The use of Special VFR clearances is intended to be confined to the following types of flight:
Light aircraft which cannot comply with full IFR requirements and wish to proceed to or from London Gatwick Airport;
light aircraft which cannot comply with full IFR requirements and wish to transit the Gatwick CTR.
Special VFR clearances to operate within the Gatwick CTR for the purpose of proceedings to or from London Gatwick Airport will not be granted to fixed-wing aircraft if the reported visibility at the Airport is less than 3 KM or the reported cloud ceiling is less than 1000 FT.
Aircraft may be given a radar service whilst within the zone if, due to the traffic situation, ATC considers it advisable. It will remain the responsibility of the pilot to remain at all times in flight conditions which will enable them to determine their flight path and to keep clear of obstacles, and to ensure compliance with the relevant low flying restrictions of SERA and the Rules of the Air Regulations 2015, with particular regard to SERA.3105 Minimum Heights, pilots must inform the radar controller if compliance entails a change of heading or height.
Special VFR flights may be subject to delay when parts of their route are outside radar cover or when they cannot be fitted readily into the main traffic flow. Pilots should, therefore, always ensure that they have adequate fuel reserves and are able to divert to another aerodrome if necessary.
Details of VRPs are available in the consolidated 'Visual Reference Points List' published on the 'Digital Dataset' page of the NATS AIS website, www.nats.aero/ais.
Pilots operating in the vicinity of, but intending to remain outside the Gatwick controlled airspace within the area defined by straight lines joining successively the following points and maintaining a listening watch only on Gatwick Director frequency, 126.825 MHz, are encouraged to select SSR code 7012.
505832N 0003428W - 510314N 0003730W - 511422N 0003506W - 511957N 0001917E - 511217N 0002018E - 510002N 0001541E - 505900N 0001333E - 505541N 0001007W - 505832N 0003428W.
Selection of 7012 does not imply the receipt of an ATC service. Aircraft displaying the code are not expected to contact ATC under normal circumstances, remain responsible for their own navigation, separation, terrain clearance and are expected to remain clear of the Gatwick controlled airspace at all times.
Whilst squawking 7012, pilots should be aware that Gatwick Director may make blind transmissions in order to ascertain a particular aircraft's intentions/route.
When a pilot ceases to maintain a listening watch, code 7012 shall be deselected.
London Terminal Control has the ability to downlink Mode S Barometric Pressure Setting (BPS) data. Therefore, if the downlinked pressure data is at variance with the BPS expected by Air Traffic Control, pilots can expect additional challenge. When Air Traffic Control pass a reminder of the appropriate BPS, it is anticipated that the aircrew will cross check the altimeter settings and confirm set.
|
AERODROME CHART - ICAO |
| AD 2.EGKK-2-1 |
|
AIRCRAFT GROUND MOVEMENT/PARKING/DOCKING CHART - ICAO |
| AD 2.EGKK-2-2 |
|
AIRCRAFT GROUND MOVEMENT/PARKING/DOCKING STAND COORDINATES |
| AD 2.EGKK-2-3 |
|
GROUND MOVEMENT CHART HOLDING AREAS - ICAO |
| AD 2.EGKK-2-4 |
|
AERODROME CHART CODE F AIRCRAFT GROUND MOVEMENT - ICAO |
| AD 2.EGKK-2-5 |
|
AIRCRAFT GROUND MOVEMENT - REMOTE DE-ICING AREAS LOCATION CHART - ICAO |
| AD 2.EGKK-2-6 |
|
CONTROL ZONE AND CONTROL AREA CHART |
| AD 2.EGKK-4-1 |
|
REDHILL LOCAL FLYING AREA |
| AD 2.EGKK-4-2 |
|
ATC SURVEILLANCE MINIMUM ALTITUDE CHART - ICAO |
| AD 2.EGKK-5-1 |
|
STANDARD DEPARTURE CHART - INSTRUMENT (SID) RWY 08R/L LAM 5P 5W - ICAO |
| AD 2.EGKK-6-1 |
|
STANDARD DEPARTURE CHART - INSTRUMENT (SID) RWY 26L/R LAM 6M 6V - ICAO |
| AD 2.EGKK-6-2 |
|
RNAV1 (DME/DME or GNSS) STANDARD DEPARTURE CHART - INSTRUMENT (SID) RWY 08R LAM 1Z - ICAO |
| AD 2.EGKK-6-3 |
|
STANDARD DEPARTURE CHART - INSTRUMENT (SID) RWY 08R/L 26L/R FRANE 1M 1V 1P 1W - ICAO |
| AD 2.EGKK-6-4 |
|
RNAV1 (DME/DME or GNSS) STANDARD DEPARTURE CHART - INSTRUMENT (SID) RWY 08R FRANE 1Z - ICAO |
| AD 2.EGKK-6-5 |
|
STANDARD DEPARTURE CHART - INSTRUMENT (SID) RWY 26L/R BOGNA 1M 1V (RNAV SUBSTITUTION ONLY) - ICAO |
| AD 2.EGKK-6-6 |
|
RNAV1 (DME/DME or GNSS) STANDARD DEPARTURE CHART - INSTRUMENT (SID) RWY 26L BOGNA 1X HARDY 1X - ICAO |
| AD 2.EGKK-6-7 |
|
STANDARD DEPARTURE CHART - INSTRUMENT (SID) RWY 08R/L 26L/R KENET 3P 3W NOVMA 1M 1V SAM 3P 3W - ICAO |
| AD 2.EGKK-6-8 |
|
RNAV1 (DME/DME OR GNSS) STANDARD DEPARTURE CHART - INSTRUMENT (SID) RWY 08R 26L IMVUR 1Z NOVMA 1X - ICAO |
| AD 2.EGKK-6-9 |
|
STANDARD DEPARTURE CHART - INSTRUMENT (SID) RWY 08R/L 26L/R SFD 5M 5V 9W 9P - ICAO |
| AD 2.EGKK-6-10 |
|
RNAV1 (DME/DME or GNSS) STANDARD DEPARTURE CHART - INSTRUMENT (SID) RWY 08R 26L SFD 4Z 1X - ICAO |
| AD 2.EGKK-6-11 |
|
STANDARD DEPARTURE CHART - INSTRUMENT (SID) RWY 26L/R WIZAD 4M 4V - ICAO |
| AD 2.EGKK-6-12 |
|
RNAV1 (DME/DME or GNSS) STANDARD DEPARTURE CHART - INSTRUMENT (SID) RWY 26L WIZAD 1X - ICAO |
| AD 2.EGKK-6-13 |
|
STANDARD DEPARTURE CHART - INSTRUMENT (SID) RWY 08R/L 26L/R MIMFO 1M 1V DVR 2P 2W - ICAO |
| AD 2.EGKK-6-14 |
|
RNAV1 (DME/DME or GNSS) STANDARD DEPARTURE CHART - INSTRUMENT (SID) RWY 08R ODVIK 2Z - ICAO |
| AD 2.EGKK-6-15 |
|
STANDARD DEPARTURE CHART - INSTRUMENT (SID) RWY 26L/R TIGER 3M 3V DAGGA 1M 1V - ICAO |
| AD 2.EGKK-6-16 |
|
RNAV1 (DME/DME or GNSS) STANDARD DEPARTURE CHART - INSTRUMENT (SID) RWY 26L TIGER 1X DAGGA 1X - ICAO |
| AD 2.EGKK-6-17 |
|
STANDARD INSTRUMENT DEPARTURE CODING TABLES - RWY 08R LAM 1Z FRANE 1Z |
| AD 2.EGKK-6-18 |
|
STANDARD INSTRUMENT DEPARTURE CODING TABLES - RWY 26L BOGNA 1X HARDY 1X |
| AD 2.EGKK-6-19 |
|
STANDARD INSTRUMENT DEPARTURE CODING TABLES - RWY 08R IMVUR 1Z RWY 26L NOVMA 1X RWY 08R SFD 4Z RWY 26L SFD 1X |
| AD 2.EGKK-6-20 |
|
STANDARD INSTRUMENT DEPARTURE CODING TABLES - RWY 26L WIZAD 1X RWY 08R ODVIK 2Z |
| AD 2.EGKK-6-21 |
|
STANDARD INSTRUMENT DEPARTURE CODING TABLES - RWY 26L TIGER 1X DAGGA 1X |
| AD 2.EGKK-6-22 |
|
RNAV5 (DME/DME or GNSS) STANDARD ARRIVAL CHART- INSTRUMENT (STAR) BARMI 1G TEBRA 2G KONAN 2G - ICAO |
| AD 2.EGKK-7-1 |
|
RNAV5 (DME/DME or GNSS) STANDARD ARRIVAL CHART - INSTRUMENT (STAR) MID 1X - ICAO |
| AD 2.EGKK-7-2 |
|
RNAV5 (DME/DME or GNSS) STANDARD ARRIVAL CHART - INSTRUMENT (STAR) NEVIL 1G KUNAV 1G - ICAO |
| AD 2.EGKK-7-3 |
|
RNAV1 (DME/DME OR GNSS) STANDARD ARRIVAL CHART - INSTRUMENT (STAR) OTMET 1G VASUX 1G - ICAO |
| AD 2.EGKK-7-4 |
|
RNAV1 (DME/DME or GNSS) STANDARD ARRIVAL CHART - INSTRUMENT (STAR) AMDUT 1G ARNUN 1G - ICAO |
| AD 2.EGKK-7-5 |
|
RNAV1 (DME/DME OR GNSS) STANDARD ARRIVAL CHART - INSTRUMENT (STAR) TELTU 1G - ICAO |
| AD 2.EGKK-7-6 |
|
RNAV5 (DME/DME or GNSS) STANDARD ARRIVAL CHART - INSTRUMENT (STAR) DISIT 1G KIDLI 1G - ICAO |
| AD 2.EGKK-7-7 |
|
RNAV5 (DME/DME or GNSS) STANDARD ARRIVAL CHART - INSTRUMENT (STAR) ABSAV 1G GWC 1G - ICAO |
| AD 2.EGKK-7-8 |
|
RNAV1 (DME/DME or GNSS) STANDARD ARRIVAL CHART - INSTRUMENT (STAR) SIRIC 1G - ICAO |
| AD 2.EGKK-7-9 |
|
STANDARD INSTRUMENT ARRIVAL CODING TABLES BARMI 1G TEBRA 2G KONAN 2G |
| AD 2.EGKK-7-10 |
|
STANDARD INSTRUMENT ARRIVAL CODING TABLES MID 1X NEVIL 1G KUNAV 1G |
| AD 2.EGKK-7-11 |
|
STANDARD INSTRUMENT ARRIVAL CODING TABLES OTMET 1G VASUX 1G AMDUT 1G ARNUN 1G |
| AD 2.EGKK-7-12 |
|
STANDARD INSTRUMENT ARRIVAL CODING TABLES TELTU 1G DISIT 1G KIDLI 1G |
| AD 2.EGKK-7-13 |
|
STANDARD INSTRUMENT ARRIVAL CODING TABLES ABSAV 1G GWC 1G SIRIC 1G |
| AD 2.EGKK-7-14 |
|
RNAV HOLD CODING TABLES ADLOG AMDUT ARNUN BILNI DELBO DOMUT GOKTU |
| AD 2.EGKK-7-15 |
|
RNAV HOLD CODING TABLES GWC KATHY TIMBA WILLO |
| AD 2.EGKK-7-16 |
|
INITIAL APPROACH PROCEDURES ILS RWY 08R Without Radar Control |
| AD 2.EGKK-7-17 |
|
INITIAL APPROACH PROCEDURES ILS RWY 26L Without Radar Control |
| AD 2.EGKK-7-18 |
|
INSTRUMENT APPROACH CHART ILS/DME RWY 08R - ICAO |
| AD 2.EGKK-8-1 |
|
INSTRUMENT APPROACH CHART LOC/DME RWY 08R - ICAO |
| AD 2.EGKK-8-2 |
|
INSTRUMENT APPROACH CHART RNP RWY 08R - ICAO |
| AD 2.EGKK-8-3 |
|
INSTRUMENT APPROACH CHART RNP RWY 08L - ICAO |
| AD 2.EGKK-8-4 |
|
INSTRUMENT APPROACH CHART ILS/DME RWY 26L - ICAO |
| AD 2.EGKK-8-5 |
|
INSTRUMENT APPROACH CHART LOC/DME RWY 26L - ICAO |
| AD 2.EGKK-8-6 |
|
INSTRUMENT APPROACH CHART RNP RWY 26L - ICAO |
| AD 2.EGKK-8-7 |
|
INSTRUMENT APPROACH CHART RNP RWY 26R - ICAO |
| AD 2.EGKK-8-8 |
|
INSTRUMENT APPROACH PROCEDURE CODING TABLES - RNP RWY 08L/R and 26L/R |
| AD 2.EGKK-8-9 |
Not applicable