1  Airport Regulations

1. Use governed by regulations applicable to Luton CTR.

2. All flights operating at London Luton Airport require a slot allocation by Airport Coordination Ltd (ACL). Requests for ad-hoc slot allocations should be made to ACL during working hours 0830-1700 (0730-1600) Monday to Friday by SITA: LONACXH; e-mail: lonacxh@acl-uk.org; Tel: 0208-564 0614; or Fax: 0208-564 0691 or at all other times to London Luton Airport Operations Control Centre: 01582-395525. OCS account holders can add, change and cancel slots at any time on the online coordination portal: https://www.online-coordination.com/default.aspx?AspxAutoDetectCookieSupport=1.

3. Aircraft operators are required to have made prior arrangements for ground handling with an Airline or Ground Handling Agent based at London Luton Airport. This includes diversion events, however nothing in this procedure shall prevent an aircraft that has declared an emergency from landing.

4. Aircraft operating at London Luton Airport without the required acceptance from Airport Co-ordination Ltd and/or without prior arrangement for ground handling services will incur a financial penalty payable to the Airport Authority prior to the aircraft leaving London Luton.

5. Aircraft using London Luton Airport do so in accordance with London Luton Airport’s Conditions of Use document available on request from London Luton Airport Operations Ltd. http://www.london-luton.co.uk/en/content/8/1259/operations.html.

6. The airport is available only to pilots holding a current licence. The minimum required is a Private Pilot Licence.

7. Aircraft unable to communicate with ATC by radio will not be accepted.

8. London Luton Airport is not equipped to handle radioactive materials and therefore aircraft carrying such material will not be accepted. In the event that an aircraft carrying radioactive materials has no alternative but to divert to Luton, the pilot must inform Luton ATC on first contact.

9. VFR aircraft operating into or out of Luton Airport should file a flight plan in advance. In exceptional circumstances 'booking out' may be made with ATC by telephone on 01582-395029; ’booking out’ of flights by RTF will not be accepted.

10. Cross-bleed engine starts are not permitted on any stand. All such engine starts must be undertaken on the adjacent taxiway or apron taxiway centre-line and approval must be obtained from ATC in advance. Cross-bleed engine starts on the East Apron must only be undertaken with the approval of ATC, at the entrance to the apron.

11. Fixed-wing aircraft except when in the service of a police authority and authorised by ATC, must not operate over any apron below a height of 1000 FT.

12. It is a mandatory requirement that all aircrew and ground staff wear high visibility clothing (minimum standard being a high visibility waistcoat) at all times in external airside areas of the airport. It is the responsibility of the aircraft captain to ensure that their passengers are escorted by aircrew or ground staff at all times when on foot in external airside areas of the airport.

13. Aircraft operators are informed that the use of DECT 6.0 version cordless phones operating on the 1.9 GHz frequency is prohibited at London Luton Airport.

2  Ground Movement

1. Ground Movement Control (GMC) is in continuous operation and surface movement of aircraft, vehicles and personnel on the Manoeuvring Area is subject to ATC authority. All operators should state their location in the initial contact with GMC.

2. Pre-departure clearance by Data Clearance Link using ARINC (623) is available at London Luton Airport for suitably equipped aircraft. DCL is available from EOBT minus 120 to EOBT minus 1. Flight crew should ensure that stand information is entered in the request correctly. Earliest response will be EOBT minus 18 minutes. Successful clearances must be ACCEPTED within 5 minutes of receipt or a ‘Revert to voice’ message will be received. If an attempt to obtain DCL is unsuccessful the aircraft must instead request via RTF. Further details of the DCL service may be obtained from ATC on 01582-395029.

3. Flight crew should request start-up and/or push-back only when imminently ready to do so. This should include doors and hatches closed, steps removed, tug attached and communications established with ground crew with confirmation that they are ready. To prevent back of stand vehicle traffic congestion, anti-collision beacons should only be switched on once start clearance has been obtained.

4. Engine start-up and push-back from stands must not take place until positive clearance to do so has been received from ATC.

5. Within the Manoeuvring area, pilots will be cleared to proceed under general direction from GMC and 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. To avoid conflict between inbound and outbound traffic Luton Tower issue instructions to aircraft to hold at intermediate taxiway holding points. Pilots should pay particular attention to the clearance limit issued and ensure they are familiar with, and have a current copy of, the taxiway map to avoid any breach of taxi clearance limits. All breaches will be reported by ATC and an investigation into the cause will be required.

6. It is the aircraft Commander’s responsibility not to accept an ATC clearance into an area not approved for the type of aircraft.

7. Aircraft pushing-back from stands 43L, 43, 44L, 44, 44R, 45, 45R, 46, 47, 48 and 49 must not infringe Taxiway Delta without specific clearance from ATC.

8. All stands are Nose-in/Push-back: ATC will specify the direction of push-back as required by the tactical traffic situation. Flight crew must ensure that ground crew are aware of the required push-back direction. If flight crew are unable to communicate via headset or visually with ground crew they must advise GMC before start-up. Push-back directions will be specified as one of the following:

   1. Main Apron stands: face north towards Echo 1 or face south towards Bravo 7.

   2. North Apron stands: face east towards Echo 3 or face west towards Echo 2.

   3. South Apron stands: face east towards Alpha 5 or face west towards Alpha 6.

   4. Delta Apron stands: face south towards Delta 1 or face north towards Delta 2.

   5. Stands 16, 17, 18, 19: face north towards Echo 1 or face south towards Bravo 7.

   6. Stand 60: face east towards Echo 1 or face west towards Main Apron.

   7. Stand 61: face west towards Echo 2 or east towards Echo 3.

   8. Stand 62: pushback within the stand area to face west towards Juliet 1.

9. Alternative Pushback Procedure.

   1. Stands 72, 73, 74, 75, 76, 77, 78, 79 – dependent on prevailing traffic, ATC may instruct to push back to holding point Delta 4 to face south on Taxiway Delta.

   2. Stands 30 and 31: Aircraft up to Code C are required to push back into Taxiway Echo to face East at Holding Point Echo 3.

   3. Stands 30 and 31: Code D up to max size Airbus A300 are required to push back into Taxiway Echo and pull forward onto Delta facing South.

   4. Stand 31 Code E (including B767) are required to push to East Apron then pull forward on to Delta facing South.

   5. Stand 71 Aircraft up to Code C, ATC may instruct to push back to Delta 4 facing South.

10. Taxiing Restrictions - Taxiways Bravo and Echo.

    1. Wide-bodied aircraft must not route via Echo 1 in any direction. Maximum size aircraft under power between Echo 1 and Echo 3 is Code C.

    2. Wide-bodied aircraft are not permitted to taxi in either direction via Bravo 8 without the guidance of a Follow-Me vehicle.

11. Additional Visual Holding Points.

    Bravo 8 (northbound - Taxiway Bravo), Juliet 1 (Exit from Stand 62), Charlie 2 (northbound - Taxiway Charlie) and Alpha 6 (eastbound - Taxiway Alpha) are additional visual holding points.

12. Holding Points Restrictions.

    1. Limited Remote Holding capacity is available on request to GMC, for aircraft up to B737/A321 size that are subject to ATFM departure delays.

    2. Pilots of departing aircraft approaching holding point Hotel 1 should exercise caution due to the unusual alignment of the taxiway and runway entry point, particularly when holding in a queue of aircraft. The area immediately to the west of Hotel 1 is not a designated holding area. Aircraft must not cross the Hotel 1 holding point or enter this area unless positive clearance to do so has been received from ATC, and the stopbar at Hotel 1 has been extinguished.

    3. Hold A4E is not available for aircraft larger than the Boeing 737-800/BBJ/A321. Access is only permitted eastbound routeing via hold A4.

13. Remote De-icing - Aircraft Engines Running.

    1. There are two locations identified as de-icing pads to enable the remote de-icing of aircraft with engines running. They are managed and coordinated by the London Luton Airport Operations Ltd (LLAOL) de-icing service providers and there is an agreed process in place for the operation of these pads.

    2. The two locations are located on Taxiway Foxtrot and the South Apron and are available for use by both commercial and General/Business Aviation up to Code C. Both will have resource to coordinate the operations, communication with pilots and de-icing rigs operatives and an electronic signage board for visual communications.

       1. Taxiway Foxtrot (4 positions) - All aircraft are positioned to face South. Taxiway Foxtrot can accommodate 4 aircraft simultaneously (F1, F2, F3 & F4) with aircraft entering via F5 & K1 (from Delta) and exit via F1 onto taxiway Alpha or K1 on to Delta.

       2. South Apron (3 positions) - All aircraft are positioned to face East. The South apron can accommodate a maximum of 3 aircraft simultaneously, these aircraft will be able to taxi in/out independently of one another under the guidance of a follow me and marshaller.

3  CAT II/III Operations

1. Runways 07 and 25, subject to serviceability of the required facilities, are suitable for Category ll/III operations by operators whose minima have been accepted by the Civil Aviation Authority.

2. During Category ll/III operations, special ATC procedures (ATC Low Visibility Procedures) will be applied. Pilots will be informed by ATIS broadcast or by RTF when these procedures are in operation.

3. Departing Aircraft:

   1. Runway 25 - ATC will require departing aircraft to use the Alpha 1 holding point.

   2. Runway 07 - ATC will require departing aircraft to use the Bravo 1 holding point.

   Occasionally it may be necessary for other departure points to be used due to work in progress or at the discretion of ATC.

4. Arriving Aircraft:
   The appropriate runway exit will be illuminated. Pilots should report 'Runway Vacated' when the aircraft has passed the last of the alternate yellow and green centre-line lights, which denote the extent of the ILS localizer sensitive area.

4  Warnings

1. Bird dispersal takes place regularly including the use of pyrotechnics.

2. Grass cutting will take place as required during the summer months.

3. Radio-controlled model aircraft flying takes place during daylight hours, at Coles Lane, Harpenden, adjacent to the M1 between Junctions 9 (VRP) and Junction 10. Pilots should be aware that model aircraft up to 7 KG may be operating in these areas below altitude 1000 FT.

4. Unmanned Aerial Vehicle (UAV) activity takes place during daylight hours, operating on the south western border of Harpenden, adjacent to the M1 between Junction 9 (VRP) and Junction 8 (VRP). Pilots should be aware that UAVs up to 20 KG may be operating in these areas below altitude 1000 FT.

5. In order to minimise possible damage to adjacent aircraft, equipment and structures, pilots of departing propeller-driven aircraft exceeding MTOM 5700 KG and all jet aircraft must use minimum breakaway power if self-manoeuvering off any stand.

6. Possible light distraction on approach to Runway 07. Lights positioned at 515215.44N 0002406.90W.

7. Radio-controlled model aircraft flying and Unmanned Aerial Vehicle (UAV) activity takes place during daylight hours at Harris Lane, Offley, 0.5 NM southeast of Offley VRP. Pilots should be aware that model aircraft and UAVs up to 7 KG may be operating in these areas below altitude 1000 FT.

8. Unmanned Aerial Vehicle (UAV) operations take place within the aerodrome boundary, details of operating times and exact location will be passed by ATC.

5  Helicopter Operations

1. A helicopter landing area is not designated. Helicopters must route inbound and outbound as directed by ATC and should avoid overflying all built-up areas to the south of the Airport.

2. Arriving helicopters must transition over the runway before air or ground taxiing to parking; Departing helicopters must air or ground taxi to a runway holding point and must subsequently, transition over the runway before departing, as instructed by ATC.

3. Helicopters arriving from or departing to, locations south of the Airport may be cleared to land at or take-off from, either Hotel 1 or Charlie 1. Such helicopters may transition over the runway but must not land or take-off using the runway QDM. All other helicopters are required to land or take-off using the runway, for which ATC may issue modified circuit joining and leaving instructions.

4. Helicopters arriving and departing at night or during Low Visibility Procedures must use the runway in use. After arrival, helicopters will taxi to the parking area as directed by ATC. Helicopters parking on the main apron may be provided with guidance by a marshaller.

5. Helicopters inbound from the south may be cleared by ATC to hold at the aerodrome boundary to await onward clearance to cross the runway after departing or landing fixed-wing aircraft. In such circumstances, to avoid interference to ground-based navigation equipment, such helicopters must remain at or south of the aerodrome boundary until able to cross the runway without further holding, and must not hover below 100 FT AAL over the grass area between the southern aerodrome boundary and the runway.

6. Helicopters, except when air taxiing or in the service of a police or health authority and authorised by ATC, must not operate over any apron below a height of 500 FT or fly closer than 500 FT to any associated buildings, vehicle or aircraft.

6  Use of Runways

1. Minimum Runway Occupancy Time - Departing Aircraft.

   1. On receipt of back-track/line-up clearance, pilots should ensure, commensurate with safety and standard operating procedure, that they are able to taxi into the correct position if not already at the hold, and back-track/line-up on the runway as soon as the preceding aircraft has commenced either its take-off roll or completed its landing run and has passed the holding point. The crew of departing aircraft must inform ATC if they are not ready for departure when instructed by ATC to enter the runway for take-off.

   2. Whenever possible, cockpit checks should be completed prior to line-up and any checks requiring completion when lined-up on the runway should be kept to the minimum required. Pilots should ensure that they are able to commence the take-off roll immediately take-off clearance is issued.

   3. Pilots not able to comply with these requirements should notify ATC as soon as possible once transferred to the Luton Tower frequency.

   4. Pilots are not to cross any illuminated Holding Point Red Stop bars unless specifically instructed to do so by ATC.

   5. RWY 07 - Pilots requiring the full runway length should advise ATC when requesting departure clearance.

2. Minimum Runway Occupancy Time - Arriving Aircraft.

   1. Pilots are reminded that rapid exit from the runway enables ATC to apply minimum spacing on final approach that will achieve maximum runway utilisation and will minimise the occurrence of 'go-arounds'.

   2. Aircraft vacating the runway via Taxiway Alpha must hold at Holding Point Alpha 4 until further instructed by Luton Ground.

   3. Aircraft vacating the runway via Taxiway Bravo must hold at Holding Point Bravo 5 until further instructed by Luton Ground.

   4. Aircraft vacating the runway via Taxiway Hotel must hold at Holding Point Bravo 6 until further instructed by Luton Ground.

   5. Turn-offs from the runway onto Taxiway Charlie are prohibited except when authorised by ATC.

7  Training

1. Conditions of Use.

   1. Daily: Available for training 0800-2000 (0700-1900).

   2. Use of the aerodrome for training purposes is subject to prior permission from London Luton Airport Operations Ltd and acceptance by Air Traffic Control having regard to tactical traffic situation.

   3. All visiting and Luton based operators and aircrew requesting to undertake training flights at Luton whether landing or not, must contact Airport Operations by telephone: 01582-395525. The filing of a flight plan for a training flight does not in itself imply permission or ATC acceptance.

   4. Training aircraft using Runway 25 must climb straight ahead to 500 FT AAL, must track 215º M until reaching height 1500 FT; aircraft using Runway 07 must not turn crosswind until reaching height 1500 FT AAL, unless otherwise instructed by ATC.

   5. The simulation of engine failures is not permitted.

2. Circuits.

   1. Circuits by propeller-driven aircraft whose Maximum Take Off Mass exceeds 5700 KG and by all jet aircraft on training flights will be carried out at the minimum circuit height of 2500 FT QFE, unless otherwise instructed by ATC. Runway 07 – right hand circuits Runway 25 – left hand circuits.

   2. Circuits by propeller-driven aircraft whose MTOM does not exceed 5700 KG shall be carried out at the minimum circuit height of 1000 FT QFE.

1  General

1. Every operator of aircraft whilst within or directly above the aerodrome shall ensure that aircraft are operated in a manner calculated to cause the least disturbance practicable in areas surrounding the aerodrome.

2. Unless on radar vectors, aircraft shall avoid any populated areas.

3. Any aircraft shall, after take-off, be operated in such a way that it will not cause more than 80 dBA by day (0700-2300 (0600-2200)) or 79 dBA by night (2300-0700 (2200-0600)) at any noise monitoring terminal at any of the sites referred to in the table below:

   Description	Postcode	OS Co-ordinates	Latitude (DMS)	Longitude (DMS)
   NMT1: Frogmore, Stagenhoe Bottom Farm	SG4 8NG	TL 1759 2260	51°53’22N	0°17’33W
   NMT2: Grove Farm, Slip End	LU1 4DB	TL 0766 1774	51°50’52N	0°26’18W
   NMT3: Pepsal End Farm, Pepperstock	LU1 4LH	TL 0861 1727	51°50’36N	0°25’29W

2  Take-off and Missed Approach

1. Every jet aircraft using the aerodrome shall, after take-off or 'go-around' attain as soon as safety permits, a rate of climb of at least 500 FT per minute at power settings which will ensure progressively decreasing noise levels at points on the ground under the flight path.

3  Continuous Descent Approaches

1. All jet aircraft and all propeller-driven aircraft whose MTOM exceeds 5700 KG, are expected to apply Continuous Descent Approach (CDA) procedures to all approaches to Runway 07 and Runway 25. Subject to ATC clearance, inbound aircraft are to minimise noise disturbance by the use of continuous descent and low power, low drag operating procedures.

2. Where the use of these procedures is not practicable, the aircraft shall maintain as high an altitude as possible. Radar vectors will be given, and descent clearance will include an estimate of track distance to touchdown.

3. 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.

4. CDA will commence from 5000 FT QNH and will be deemed to have been continuous provided that no segment of level flight longer than 2.5 NM.

4  Visual Circuits/Approaches

1. Aircraft approaching without assistance from ILS or radar shall follow a descent path no lower than the normal approach path indicated by the PAPIs.

2. With the exception of training aircraft as described in Local Traffic Regulations, paragraph 7 'Training' above, propeller-driven aircraft whose MTOM exceeds 5700 KG and all jet aircraft carrying out visual circuits/approaches to Runways 07 and 25 shall establish on final approach no closer than 7 NM from touchdown. Additionally, such aircraft shall not, unless otherwise instructed by ATC, descend below 2500 FT (Luton QNH) before commencing final approach.

3. Aircraft must not join the final approach track to any runway at an altitude of less than 2500 FT (Luton QNH), orbits on final approach will not be authorised by ATC, except when the safety of an aircraft would be compromised.

5  Noise Preferential Routings

1. The Noise Preferential Routings and Procedures specified in the table below are compatible with ATC requirements and shall apply in both VMC and IMC. The tracks are to be flown by all departing jet aircraft and by all other aircraft with a maximum certified weight exceeding 5700 KG unless otherwise instructed by ATC or unless deviations are required in the interests of safety. The radius of turn of aircraft following the routes and procedures specified in the following table shall be adjusted to conform with the tracks shown on the diagram on page AD 2-EGGW-3-1.

2. The obligations of Noise Preferential Routings for conventional SIDs cease when a height of 3000 FT QNH (between 0700-2300 (0600-2200)) and 4000 FT QNH (during night time, 2300-0700 (2200-0600)) has been reached. The obligations of Noise Preferential Routings for the RNAV1 SIDs cease when a height of 4000 FT QNH has been reached.

3. A departure will be deemed to have complied with the Noise Preferential Routing if, in the portion of flight below the appropriate vectoring altitude (see 5 (b) above), it is properly recorded by the airport’s noise and track monitoring system as having flown wholly within the Lateral Swathe (LS). Where the aircraft is clearly flying outside the LS, the aircraft is identified as causing a “possible” track violation and is subject to a nominal fine, as defined in LLA’s Charges and Conditions of Use.

   Take-off Run-way	ATC Clearance	Procedure	Take-off Run-way	ATC Clearance	Procedure
   25	OLNEY KILO/Juliet	Climb straight ahead to 500 FT (AAL) turn left to intercept BNN VOR R031. At BNN D7 turn right onto HEN QDM 255°. At BNN VOR R003 turn right onto BNN VOR R344. Crossing BNN R344/D6 at 4000.	07	OLNEY Sierra	Climb straight ahead. At I-LTN D3.4 turn left to intercept BPK VOR R314.
   	Rodni Papa	Climb straight ahead to 500 FT (AAL) turn left to intercept BNN VOR R031. At BNN D7 turn right onto HEN QDM 255° ensuring that BNN DME does not decrease below 4 NM.		Rodni Uniform/Victor	Climb straight ahead. At I-LTN D3.8 turn right onto HEN QDM 256°. Ensure that BNN DME does not decrease below 4 NM. (See Note 3)
   	Non – RNAV MATCH/Detling MIKE	Climb straight ahead to 500 FT AAL turn left to intercept BNN VOR R031. At BNN D7 turn left onto BPK VOR R284.		MATCH/ Detling TANGO	Climb straight ahead to LUT NDB (I-LTN D4.7), then turn right to intercept BPK VOR R336.
   	RNAV MATCH/Detling	Climb straight ahead to 1030 FT QNH, then turn left direct GWS01, then to GWS06, left to GWS12, right to GWE16, GWE19, BPK VOR. (See Note 2)

   Note 1: The Noise Preferential Routeings specified above are compatible with normal ATC requirements, however in individual cases ATC may vary them when necessary. The use of the routeings is supplementary to noise abatement take-off techniques as used by piston-engined, turboprop and turbo-jet aircraft.

   Note 2: Unless otherwise instructed by ATC, aircraft departing from Runway 25 for RNAV MATCH/DETLING will be routinely kept within the NPR corridor until crossing the railway line (GWE) between St. Albans and Harpenden.

   Note 3: Unless otherwise instructed by ATC, aircraft departing from Runway 07 for RODNI, UNIFORM/VICTOR must remain at 4000 FT (Luton QNH) until west of Radial 037 from Bovingdon VOR.

   Note 4: The crossing points and altitudes are detailed at AD 2-EGGW-6-1 to 6-6 charts of the Standard Instrument Departure procedures for aircraft departing the airport via the Airways System. The Standard Departure Route procedures for aircraft departing outside the Airways System are detailed at AD 2-EGGW-6-7 to 6-9.

6  Ground Running and Testing of Aircraft Engines

1. The ground running and testing of the engines of any aircraft other than at ground idle power setting shall be carried out only in the designated areas.

2. The aircraft shall be positioned in such a manner that the jet blast will not impinge on any runway, taxiway, aircraft, equipment installation, or other property of the airport or third party.

3. ATC shall be notified by radio at the commencement and cessation of each run and the following information should be provided:

   1. The aircraft’s registration number or letters;

   2. The aircraft’s position on the airport;

   3. The percentage power setting anticipated; and

   4. The expected duration of the engine run.

4. A single engine run at ground idle power settings may be undertaken provided that:

   1. the aircraft is positioned so as to cause no damage or inconvenience to persons or property;

   2. the engine run does not exceed 10 minutes;

   3. a person is at all times in attendance outside the aircraft to ensure the safety of persons and property during the engine run;

   4. Continuous radio contact is maintained with air traffic control, from whom permission to start the engine(s) must be obtained and to whom notification must be given when the engine run is completed.

5. Engine ground running and testing will normally be permitted within the following periods:

   1. Weekdays: between 0600-2300 (0500-2200)

   2. Saturdays, Sundays and Public Holidays: between 0700-2300 (0600-2200);

   3. In exceptional circumstances, operators can apply to Airport Operations for permission to operate outside this period.

7  Night Noise Restrictions

1. Chapter 2 aircraft are not permitted to operate during the periods of 2300-0700 (2200-0600);

2. The aircraft with a QC value of greater than 2 must not operate during the night period.

3. All departure flights recording a level above 79 dB, 6.5 KM from ‘start of roll’ during the night period will be subject to a nominal fine, as defined in LLA’s Charges and Conditions of Use.

4. Only scheduled arriving aircraft will be accepted between 0545-0700 (0445-0600). All other arriving aircraft must land after 0700 (0600), arrivals earlier than the scheduled arrival time will not be accepted.

8  Noise Abatement Procedures for Helicopters

1. Fixed-wing aircraft and helicopters operating under VFR or SVFR to the south of Luton Airport should endeavour to avoid overflying built-up areas and isolated properties south of the boundary.

1  The Arrival Code of Practice (ACOP) and Departure Code of Practice (DCOP)

The voluntary Code of Practice has been compiled by Flight Operations and Air Traffic Control to give advice on the operational techniques aimed at improving the environmental impacts of aircraft operations through operational best practice. The Arrival Code of Practice (ACOP) and Departure Code of Practice (DCOP) can be found on the LLA website - https://www.london-luton.co.uk/corporate/lla-publications/operations. Nothing in this Code shall take precedence over the requirement for safe operation and control of aircraft at all times. For the avoidance of doubts, all recommendations are to be read as being subject to the requirements of safety and manufacturer/aircraft flight manual limits.

2  Procedures for Inbound Aircraft under IFR

1. Inbound via the ATS Route Network

   1. The Standard Arrival Routes (STAR) for aircraft inbound to London Luton are shown at AD 2-EGGW-7-STAR Charts.

   2. The Terminal Holding facility at ABBOT is shared with arrivals to both London Stansted and Cambridge airports and therefore some STAR designators are shared. The Terminal Holding facility at ZAGZO is for London Luton arrivals only.

2. Inbound other than on Airways

   1. Aircraft wishing to enter the Luton CTR/CTA direct from the London FIR should obtain ATC clearance at least 10 minutes before reaching the CTR or CTA boundary, when they will be advised of the route to be followed consistent with the current traffic situation.

   2. Aircraft arriving from the north and northeast should expect to route via a Reporting Point BIGLI (520748N 0001430W, BKY VOR/DME fix R309/D14; BNN VOR/DME fix R027/D27) established beneath the London TMA (base 5500 FT QNH).

   3. For aircraft receiving a service from London Military Radar, co-ordination procedures have been agreed between Luton ATC and London Military involving the use of BIGLI. There is no holding procedure associated with BIGLI.

   4. Aircraft must not enter Controlled Airspace unless specific clearance to do so has been given.

3. Approach Procedures – with Radar Control

   1. When inbound traffic is being sequenced by Radar, the Approach procedure will be flown from under directions from the appropriate Radar Controller, and will consist of that part of the approach between the holding pattern and the Final Approach Track.

   2. Once the aircraft is under Approach Radar Control, changes of Flight Level/Altitude and heading will be made only under instructions from the Radar Controller, except in cases of radio communications failure in the aircraft or at the Radar Unit.

   3. Headings and Flight Levels/Altitudes will be passed by ATC. When holding is not necessary, radar vectors will be given prior to the aircraft reaching the holding pattern and descent clearance will include an estimate of track distance to touchdown.

   4. 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 where possible, of continuous descent, the objective being to join the glidepath at the appropriate height for the distance, without recourse to level flight.

   5. Between the hours of 2300-0700 (2200-0600), all jet aircraft and all propeller driven aircraft whose MTOM exceeds 5700 KG, irrespective of the type of approach, are to be vectored onto a closing heading which will position the aircraft for Runway 25 on final approach no closer than 8 NM from touchdown and for Runway 07 no closer than 10 miles from touchdown. Descent below 3000 FT QNH is not to be given until 10 NM from touchdown.

   6. Pilots should typically expect the following speed restrictions to be enforced:
      220 KT from the holding facility during the intermediate approach phase;
      180 KT on base leg/closing heading to the ILS;
      180-160 KT when first established on the ILS;
      165 KT +/-5 to 5 DME.

   7. These speeds are applied for ATC separation purposes and are mandatory. In the event of a new (non-speed related) ATC clearance being issued (eg an instruction to descend on ILS), pilots are not absolved from a requirement to maintain a previously allocated speed. All speed restrictions are to be flown as accurately as possible. Aircraft unable to conform to these speeds should inform ATC and state what speeds will be used. In the interests of accurate spacing, pilots are requested to comply with speed adjustments as promptly as feasible within their own operational constraints, advising ATC if circumstances necessitate a change of speed for aircraft performance reasons.

   8. The spacing provided between aircraft will be designed to achieve the maximum runway utilisation within the parameters of safe separation minima (including wake turbulence) and runway occupancy. It is important to the validity of the separation provided that runway occupancy time is kept to a minimum consistent with the prevailing conditions.

   9. Pilots of IFR flights inbound to Luton airport will be vertically or laterally separated from all gliding activity north of and below final approach track to Runway 07.

   10. In the event of radio communications failure at the Radar Unit, pilots should contact Luton Tower for further instructions.

3  Procedures for Outbound Aircraft

1. All jet aircraft and all propeller driven aircraft whose MTOM exceeds 5700 KG departing London Luton Airport, whether routing inside or outside Controlled Airspace, are required to follow Noise Preferential Routes.

2. The Standard Instrument Departure Procedures for aircraft departing from London Luton Airport via the Airways System are detailed at AD 2-EGGW-6-1 to 6-6.

3. The Standard Departure Route procedures for aircraft departing IFR outside the Airways System are detailed at AD 2-EGGW-6-7 to 6-9.

4. ATC clearance is available from Luton Ground RTF 121.755 MHz, up to 20 minutes prior to aircraft flight planned departure time.

5. 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. See AD 2-EGGW-6-2 and 6-3.

6. 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

7. Positioning flights to London Heathrow Airport or Northolt will be cleared to BNN VOR via Non-Airways Departure Routes November or Uniform as appropriate, and will be allocated a level within controlled airspace prior to departure.

8. It is imperative that pilots of departing aircraft inform ATC on start-up if they anticipate an initial climb and/or acceleration performance that is likely to be significantly less than 'normal' for their aircraft type.

4  Radio Communications Failure Procedures

In the event of complete radio communication failure in an aircraft, the pilot is to adopt the appropriate procedures notified in ENR 1.1 Section 3 Paragraph 3.4, with the exceptions described below.

1. Inbound Aircraft via ZAGZO †

   1. When complete communication failure occurs in the aircraft before ETA, or before EAT, when this has been received and acknowledged the aircraft will:

      1. fly to the ZAGZO † holding point (as detailed at AD 2-EGGW-7-STAR Charts);

      2. hold at the last assigned level until the last acknowledged ETA plus 10 minutes, or EAT when this has been given;

      3. then commence descent for landing in accordance with the RNAV1 Approach Transitions from ZAGZO.

   2. If complete radio communication failure occurs after an aircraft has reported to ATC on reaching the holding point the aircraft will:

      1. hold the last assigned level at ZAGZO † 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;
         

      2. then commence descent for landing in accordance with the RNAV1 Approach Transitions from ZAGZO.

   3. When radio communication failure occurs during intermediate approach (initial) under radar control.
      
      In the event of radio failure after instructions to leave the ZAGZO † hold with the intention of a direct radar assisted approach, but before being given approach clearance, the following procedure should be adopted:

      1. continue descent to the assigned altitude or maintain last assigned altitude;

      2. proceed to the LUT NDB (I-LTN D4.7/I-LJ D3.9, BKY VOR R244/D13);

      3. hold at the LUT NDB (I-LTN D4.7/I-LJ D3.9, BKY VOR R244/D13) for 5 minutes (as shown in the AIP charts);

      4. descend in the holding pattern to 2000 FT QNH and commence an ILS/NDB approach;

      5. in the event of a missed approach, follow the Missed Approach procedure to LUT NDB (I-LTN D4.7/I-LJ D3.9, BKY VOR R244/D13) and adopt the basic radio failure procedure detailed at ENR 1.1 Section 3 Paragraph 3.4.

   4. The route and level to be used when leaving CAS in accordance with the procedures given at ENR 1.1 Section 3 Paragraph 3.4 are shown in the table below:

      Position at time of decision	Route
      ZAGZO LUT NDB (I-LTN D4.7/I-LJ D3.9, BKY VOR R244/D13)	Turn right onto track 360° M at last assigned level. Turn onto BPK VOR RDL 334° at not above 3000 FT ALT.

2. Inbound Aircraft via ABBOT ‡‡

   1. When complete communication failure occurs in the aircraft before ETA, or before EAT, when this has been received and acknowledged the aircraft will:

      1. fly to the ABBOT ‡‡ holding point (as detailed at AD 2-EGGW-7-6 and AD 2-EGGW-7-7 STAR Charts);

      2. hold at the last assigned level until the last acknowledged ETA plus 10 minutes, or EAT when this has been given;

      3. then commence descent for landing in accordance with the Initial Approach Procedures from ABBOT. For Runway 07 arrivals from ABBOT, descend in the LUT NDB (I-LTN D4.7/I-LJ D3.9, BKY VOR R244/D13) holding pattern from 4000 FT ALT to 2000 FT ALT and then carry out the appropriate instrument approach procedure for the runway in use and effect a landing within 30 minutes (or later if able to continue visually).

   2. If complete radio communication failure occurs after an aircraft has reported to ATC on reaching the holding point the aircraft will:

      1. hold the last assigned level at ABBOT ‡‡ 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;

      2. then commence descent for landing in accordance with the Initial Approach Procedures from ABBOT. For Runway 07 arrivals from ABBOT, descend in the LUT NDB (I-LTN D4.7/I-LJ D3.9, BKY VOR R244/D13) holding pattern from 4000 FT ALT to 2000 FT ALT and then carry out the appropriate instrument approach procedure for the runway in use and effect a landing within 30 minutes (or later if able to continue visually).

   3. When radio communication failure occurs during intermediate approach (initial) under radar control. In the event of radio failure after instructions to leave the ABBOT ‡‡ hold with the intention of a direct radar assisted approach, but before being given approach clearance, the following procedure should be adopted:

      1. Continue descent to the assigned altitude or maintain last assigned altitude;

      2. proceed to the LUT NDB (I-LTN D4.7/I-LJ D3.9, BKY VOR R244/D13);

      3. hold at the LUT NDB (I-LTN D4.7/I-LJ D3.9, BKY VOR R244/D13) for 5 minutes (as shown in the AIP charts);

      4. descend in the holding pattern to 2000 FT QNH and commence an ILS/NDB approach;

      5. in the event of a missed approach, follow the Missed Approach procedure to LUT NDB (I-LTN D4.7/I-LJ D3.9, BKY VOR R244/D13) and adopt the basic radio failure procedure detailed at ENR 1.1 Section 3 Paragraph 3.4.

   4. The route and level to be used when leaving CAS in accordance with the procedures given at ENR 1.1 Section 3 Paragraph 3.4 are shown in the table below:

      Position at time of decision	Route
      ABBOT LUT NDB (I-LTN D4.7/I-LJ D3.9, BKY VOR R244/D13)	Turn right onto track 360° M at last assigned level. Turn onto BPK VOR RDL 334° at not above 3000 FT ALT.

3. Outbound Aircraft

   1. Comply with the route and altitude limitations detailed in the allocated Luton Instrument Departure Procedure detailed at AD 2-EGGW-6 or ATC clearance and commence climb to flight planned level after the last position at which an altitude is specified.

   2. When a radar heading has been issued, climb on the assigned heading to the first altitude of Flight Level detailed in the clearance, maintain the heading and level for three minutes, then adopt the basic procedure detailed at ENR1.1 Section 3 Paragraph 3.4.

5  Special VFR Flight

1. Special VFR clearance for flights within the London Luton CTR may be requested and will be given whenever the traffic conditions permit. These flights are subject to the general conditions laid down at ENR 1.2.

   Note: Note: Pilots holding a Private Pilot Licence (Aeroplanes) are reminded of the flight visibility requirements for Special VFR flight laid down in Schedule 7 of the Air Navigation Order 2009 and the related notification at ENR 1-4.

2. Aircraft may be given radar vectoring whilst within the CTR if, due to the traffic situation, ATC considers it necessary. Pilots are reminded that they must at all times when operating on a Special VFR Clearance, remain clear of cloud and in sight of the surface, and in flight conditions which will enable them to determine their flight path and remain clear of obstacles. Pilots must inform the radar controller if compliance with these requirements entails a change of heading or level.

3. Pilots are reminded that a Special VFR clearance applies only to flight within the CTR and does not extend to flight within the surrounding airspace of the London TMA or London Stansted Airspace.

4. In order to reduce conflict with IFR flights, Special VFR flights will normally be cleared not above 1500 FT (Luton QNH).

6  VFR Flights

1. VFR flights in the London CTR/CTA will be given routeing instructions and/or altitude restrictions in order to integrate VFR flights with other traffic.

2. Pilots should anticipate clearance and routeing instructions via Entry/Exit Lanes and VRPs detailed below. Additionally, pilots of fixed-wing VFR and Special VFR aircraft inbound from the north may be instructed by ATC to route via or hold at Offley VRP in order to integrate with landing traffic.

3. Traffic information will not normally be given to aircraft operating outside the London Luton CTR/CTA, and not in receipt of a LARS from Luton Radar, due to the large amount of traffic operating in adjacent areas.

4. Entry/Exit Lanes

   1. North/South Lanes

      1. A lane 1.5 NM wide known as the North Lane, with centre-line being a line joining the Church at Pirton (Pirton VRP) the bridge over the A505 at Offley (Offley VRP) and the mid-point of Luton Runway 07/25;

      2. A lane 1.5 NM wide known as the South Lane, with centre-line being a line joining M1 Junction 8 VRP, the railway bridge at East Hyde (Hyde VRP) and the mid-point of Luton Runway 07/25;

   2. use of the lanes is subject to Special VFR clearance being obtained from Luton ATC;

   3. pilots are responsible for providing their own separation from other aircraft within the entry/exit lanes, however, traffic information will be given when requested or as deemed necessary by Luton ATC;

5. VFR Helicopters

   1. VFR helicopters inbound to, departing from or overflying London Luton Airport will normally be required to route via tracks joining the following VRPs, in order to minimise noise impact on the ground and to ensure integration with arriving and departing flights.

      1. From/To the North:

         Pirton VRP- Offley VRP.

      2. From/To the South and Southeast:

         A1(M), Junction 4 VRP - Kimpton Hall VRP - Hyde VRP.

      3. From/To the South and Southwest

         M1, Junction 8 VRP - M1, Junction 9 VRP - Hyde VRP.

      4. From/To London Stansted:

         Puckeridge A10/A120 INT VRP - Kimpton Hall VRP - Hyde VRP.

         † VFR helicopters departing London Luton should identify their preferred routing when booking out. See AD 2-EGGW-4-1 for Luton CTR/CTA chart.

   2. Helicopters will typically be issued with VFR clearances not above 1500 FT AMSL, however pilots are requested to maintain the highest possible level in accordance with the clearance to minimise noise impact on the ground.

7  Visual Reference Points (VRP)

1. 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.

8  Gliding, Hang-gliding, Paragliding and Microlight Activity - Luton CTR/CTA

Pilots are advised that by arrangement with Luton ATC:

1. Intense gliding, hang-gliding and paragliding activity takes place with winch cables up to 2500 FT QNH during daylight hours at Dunstable Downs (515200N 0003254W) within the following areas (as depicted in AD 2-EGGW-4-1):

   Area 1 bounded by: 515227N 0004006W - 515511N 0002426W - 515240N 0002704W - 515133N 0003327W - 515135N 0003730W - 515114N 0003938W - 515227N 0004006W up to 3500 FT QNH.

   Area 2 bounded by: 515134N 0003516W - 515133N 0003327W - 515151N 0003144W - 515132N 0003135W - 515056N 0003459W - 515134N 0003516W up to 1500 FT QNH.

   Area 3 bounded by: 515131N 0003754W - 515135N 0003730W - 515134N 0003516W - 515056N 0003459W - 515031N 0003726W - 515131N 0003754W up to 2000 FT QNH.

   Area 4 bounded by: 515258N 0003709W - 515522N 0003427W - 515350N 0003212W - 515258N 0003709W up to 4500 FT QNH.

   Area 5 bounded by: 515150N 0004336W - 515227N 0004006W - 515114N 0003938W - 515135N 0003730W - 515133N 0003327W - 515240N 0002704W - 514942N 0003313W - 514810N 0004155W - 515150N 0004336W up to 3500 FT QNH.

   Area 6a bounded by: 515131N 0003754W - 515310N 0003116W - 514942N 0003313W - 514634N 0003538W - 515131N 0003754W up to 1500 FT QNH.

   Area 6b bounded by: 515244N 0003828W - 515350N 0003212W - 515310N 0003116W - 515131N 0003754W - 515244N 0003828W up to 2500FT QNH.

   With the exception of the Class G airspace below CTA-3 (from surface to 2500 FT), use of these areas is strictly controlled by a Letter of Agreement with the London Gliding Club, the Dunstable Hang-gliding and Paragliding Club and other parties. Visiting pilots wishing to use these areas must be fully briefed by either the London Gliding Club or the Dunstable Hang-gliding and Paragliding Club as to the conditions imposed upon gliding operations and hang-glider and paragliding operations.

   Some areas are not in force when Luton Runway 07 is in use, however for the purposes of this paragraph, all of the above areas can be assumed to be active.

2. Microlight and fixed wing activity takes place during daylight hours at Graveley (515628N 0001212W) within the following area (as depicted in AD 2-EGGW-4-1) and this is also governed by a Letter of Agreement.

   Area 7 bounded by: 515841N 0001606W - 515857N 0001434W - thence clockwise by the arc of a circle radius 8 NM centred on 515228N 0002206W - 515556N 0001025W - 515541N 0001129W - 515541N 0001311W - 515646N 0001243W - 515841N 0001606W up to 1000 FT QNH.

3. Pilots of IFR flights inbound to Luton airport will be vertically or laterally separated from all gliding or microlight activity within these areas through the application of normal ATC procedures.

4. Pilots of aircraft operating under VFR, or on a Special VFR clearance are advised to avoid these areas if at all possible. In addition, pilots operating on a Special VFR clearance are advised that due to the nature of these activities they cannot be given separation from gliders, aircraft towing gliders, hang-gliders, paragliders or microlights within these designated areas. Traffic information will NOT be passed by ATC.

9  Frequency Monitoring Code (FMC)

1. Pilots operating in the vicinity of, but intending to remain outside Luton controlled airspace within the area defined by straight lines joining successively the following points and maintaining a listening watch only on Luton Radar frequency, 129.550 MHz, are encouraged to select SSR code 0013.
   
   514459N 0000624W - 520311N 0000141W -
   521109N 0000102W - 521104N 0002159W -
   521126N 0002220W - 520316N 0003441W -
   515749N 0004048W - 515356N 0005006W -
   514015N 0005348W - 514027N 0003627W -
   514111N 0001345W - 514459N 0000624W.
   

2. Selection of 0013 does not imply the receipt of an ATC service. Pilots of 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 Luton controlled airspace at all times.
   

3. Whilst squawking 0013, pilots should be aware that Luton Radar may make blind transmissions in order to ascertain a particular aircraft’s intentions/route.
   

4. When a pilot ceases to maintain a listening watch, code 0013 shall be deselected.